Did not plan it, but got the DC designs Flanker for PS5. Can confirm it runs well in VR.
Random airline ops in the Do228
Dongsha island (RCLM) to Miyake (RJTQ) to Nakashibetsu (RJCN)
Tried out the new A220 and did a short hop from Riga to Tallinn. Even though my PC is very mediocre (4070 etc.) I don’t experience any performance issues. In fact I’m really enjoying this thing! Sure, there are some issues regarding AT landings etc. but all in all I think it is very enjoyable. The FMS is super intuitive and I love the departures with the speed trimming.
Completed my World Flight today, flying from St Just (EGHC) to Northolt (EGWU).
Departing St Just (EGHC) :
The flight hop-scotched from one POI to another. There are many screenshots of these POIs on the forums, so I’ll only include a few here:
The Eden Project:
Tamar & Royal Albert Bridges (once again, my VFR waypoint is below them!):
Glastonbury Tor:
Guildford Cathedral:
Kew Gardens:
And here we are back at Notholt, after 544 days:
Some stats from LittleNavMap for those who like statistics
Aircraft used: 19
Total flightplan distance: 30,763 NM
Distance actually flown: 31,808 NM (+ 1,045 NM or + 3.4%, mostly due to off-route sightseeing).
Total flight time: 163 hrs, 11 minutes
Median flight time: 1 hour, 16 minutes
Aircraft statistics, sorted by distance flown:
| Aircraft Name | Distance Flown | Total Travel Time (H:M:S) | # of Flights | Comment |
|---|---|---|---|---|
| Grumman G-111 Albatross | 9,313 | 53:58:22.49 | 30 | Used in South America and to cross the Atlantic Ocean from Brazil to Africa. |
| Boeing 737 Max | 6,980 | 18:01:42.03 | 10 | Used to cross a large part of the Pacific Ocean |
| Savoia Marchetti S.55 | 2,374 | 23:12:30.09 | 10 | |
| Beechcraft D17 Staggerwing | 2,171 | 13:51:35.55 | 13 | |
| Cirrus SR22 | 1,716 | 10:49:09.51 | 10 | |
| Boom XB-1 | 1,371 | 03:31:44.02 | 3 | Used to cross a large part of Australia. |
| Saab 340 | 1,258 | 04:50:31.36 | 5 | |
| Boeing C17 GlobeMaster III | 1,183 | 02:58:13.65 | 2 | |
| Boeing 307 Stratoliner | 1,067 | 06:06:21.08 | 4 | |
| Cirrus Vision Jet G2 | 843 | 03:06:42.11 | 1 | |
| Beechcraft Bonanza V35B | 723 | 04:51:52.04 | 4 | |
| Cessna C408 Sky Courier | 709 | 04:01:01.45 | 4 | |
| Zlin Aviation Norden | 534 | 05:04:48.51 | 5 | |
| Fokker F27 | 470 | 02:21:26.27 | 3 | |
| Joby Aviation Joby S4 | 330 | 02:15:48.42 | 3 | |
| Beechcraft King Air C90 GTX | 321 | 01:36:24.15 | 2 | |
| ATR 72-600 | 259 | 01:00:45.68 | 1 | |
| Archer Midnight | 107 | 01:04:29.99 | 1 | |
| North American T-6 Texan | 79 | 00:28:05.04 | 1 |
[MSFS 2024 SU6 v1.8.10.0, live weather (historical)]
Random Airline ops in the DO228
Nakashibetsu (RJCN) to Eareckson AS (PASY)
Took the new A220 out for a spin on one of my usual “test” routes, KBOI to KSMF. So far, pretty good. There are a couple of bugs, but no deal breakers. I had very good performance with maybe one noticeable stuffer. The biggest issue is that I would get an occasional flicker on some of the cockpit screens. Other than that, I really enjoyed this regional and I’m looking forward to learning and flying more with her in the future!
Continuing my Blacksquare Duke ferry flight from Leeds in the UK to Port Stanley in the Falkland Islands, I sallied forth from Keflavik, Iceland to Nuuk, Greenland. Around 800 Nautical miles and at the far end of the turbine dukes range.
Of course I had to go high to eak out the fuel and the Northern Atlantic was shrouded in low cloud, so made for a very uninteresting trip.
Until I was well into my descent and arrived in the vacinity of Nuuk that is.
Firstly a “bing bong” noise and both engines inexplicably died on me at the same time. Looking around the instruments, airspeed was decaying, prop RPM was decaying and ITT temps were very cool. What has happened?
Plenty fuel, but two dead engines? A glance down showed both throttles closed and the fuel condition levers set to off. A quick manipulation of the levers had them following my controls again.
A quick fumble with the igniter switches and starter switches got the engines spinning back up and thankfully they caught at around 5000ft and 100kts. Got the throttles advanced and the engines producing power again.
Then the nose started heading uncontrollably skywards.. What new kind of h.ll is this?
A glance down at the trim gauge showed trim was fully nose up and my bound for trim conical hat on my yoke was doing nothing. So hand down and spin the trim wheel on my Bravo throttles forward like billio until I achieved a decent trim state, my hat switch worked after that.
So what happened? Microsoft power saving happened is what. Despite having performance set and usb suspend disabled, it, in its infinate wisdom decided to switch my throttles off momentarily and put all my controls in a null state.
Looking further into it, microsoft pulled a fast one, despite having suspend off, each usb device in device manager had a tickbox allowing the PC to switch off my devices, so had to manually untick each box. Never happened before. A three hour boring flight nearly ruined in the last 10 minutes. Thanks a bunch microsoft.
By now I was 10 miles from Nuuk and had a layer of low cloud beneath me, far different than what the Nuuk metar said when I set off. The cloud was below the level of the hills and I had to drop the autopilot and manually let down into a Fjord using the 530 terrain page set to 5 miles, in order to get below the cloud layer. Not something to recommend in real life.
Then it was a simple matter of following the Fjord to Nuuk and landing. Because of the low cloud I had to drag the duke in on engine power on an almost flat glideslope, again not something to recommend. If i lost one or both engines again at 100kts…
Made it down and the clouds started lifting and sun came out while taxying in, more in line with what I expected with the metar.
Nice day at Keflavik.
Improving skies at Nuuk, although the low cloud I just did battle with can be seen in the pic.
Hello,
inspired by the recents Stefan Langer flights in Norway, I have departed from Ringebu and flew to Sandane, passing by Galdhøpiggen, the tallest peak in Norway.
Sat in the pilots lounge at Nuuk with laptop open. Do I continue. or call it a day. If I continue, can I make St Johns?
A quick internet enquiry. Nope, St Johns is 1200NM away, I do not have the fuel.
What about Iqaluit? Yep 400 and odd nautical miles. Better call up the weather.
Hmm weather not great with 700ft ceilings but should be doable with 15 mile vis below the murk.
So I set sail for Iqaluit.
Another boring flight between cloud layers at 18,000ft. At least the clouds were pretty lumpy on the climb out, gave my motion rig a good workout. The only excitement for a good hour and a half.
Boring…and no thermal activity whatsoever.
Started my descent about 100 miles out without real incident, occasional mild icing on the windscreen and engine nacelles, 6000ft and it was time to inch my way down ever further into the murk, keeping a close eye on the 430 terrain map.
It was like descending through a bowl of milk, rapidly turning into a bowl of muddy water with no sight of the ground. Descent continues.
13 miles to run and 2500ft and I catch the first glimpse of the ground below and am able to kick off the autopilot and continue the descent visually.
And there it was, Iqaluit, with a surprisingly long runway, which turned out to also be surprisingly bumpy. Quite got my teeth rattled.
Down on the ground at Iqaluit. The 15 mile reported visibility was a figment of a Iqaluit controllers fevered mind.
Wiki about Iqaluit, an ex USAAF WW2 field.
Random airline ops in the DO228
Eareckson AS (PASY) to Unalaska (PADU)
