Classic British Flight Sim

July 14, 1924: Although elaborate arrangements had been made to entertain them, they stayed in Strasbourg only long enough to refuel the aircraft and get a quick lunch before being back in the air bound for Paris. A hundred miles from Paris a flight of planes from the French joined them to escort them to the city. Fifty miles out they could see the Eiffel Tower and the great buildings of the city, as they got nearer they could see thousands of people in the streets celebrating Bastille day, with there French escorts in tow they flew past the Eiffel tower, made a circle around the Arc de Triomphe to pay tribute to the French tomb of the French Unknown Soldier and proceed to Le Bourget Airport where more than five thousand Parisians were crowding the airport. They landed and were quickly mobbed by the throng while diplomats and French officials tried to shake there hands, it took an hour before they could get there aircraft into the hanger to do there post flight servicing. After they were taken to there hotels they accepted an invitation to the famous “Folies Bergere”, as the lights went down for the show they promptly fell asleep.

September 19, 2017: The North American F-86 Sabre, the Sabre is best known as the United States' first swept wing fighter that could counter the Soviet MiG-15 and was considered one of the best and most important fighter aircraft in the Korean war. Although it first flew in 1947 and was outdated by the end of the '50s, the Sabre proved versatile and adaptable. The last was retired by the Bolivian Air Force in 1994. Over 9800 were built in the US, Canada, Japan and Italy.

I tried to use the very nice Milviz model but it proved a bit beyond my skills. I started the flight but part way to Paris noticed the gauges had stopped, I fiddled with the power switches and got them back but then the engine was running at 100% and I could not get it to power back. Fiddling with the switches some more the engine stopped and I could not get it restarted, finally aborting before it crashed into a field. So instead I tried with the Virtavia model, which does not look as nice, especially the VC but it is much easier to fly. Started the flight with light rain, 7 knot winds, a few clouds at 700 feet, overcast at 6000 and a temperature of 10C/50F. I headed northwest toward Paris, at about 5000 feet to get over the first bank of hills and then dropped to about 2300 to stay below the clouds. It cleared up a bit as I approached Paris but I did not see the Eiffel tower as far away as Lt. Smith and the boys did . I finally spotted it and did a few passes by the tower and the Arc de Triomphe before landing at Le Bourget. The F-86 just ate up the 207nm flight in just 35 minutes, often cruising at over 540 knots.

Here are the pics:


Ready to go.


Climbing out of Strasbourg.


Try to stay between the clouds and the hills.


Its clear and I am good on fuel, drop the tanks.


There is the Eiffel Tower


Never sean so few cars around the Arc


Another pass by the tower.


Landed.

Thanks for reading
ATB.

July 16, 1924: While in Paris the flyers “met more generals, ambassadors, cabinet ministers and celebrities that we had encountered in the rest of our lives”. They had lunch with General John J. Pershing, american commander during the great war, accompanied the President of France to the Olympic games, who offered to bestow on them the French Legion of Honor but they had to decline as they were forbidden from accepting foreign decorations without the consent of congress. So without having any real time off, by 11am the morning of the 16th they were in the air bound for London. As they flew two airliners joined them, followed by a French fighters, all flying in a loose formation toward the England. They climbed above the clouds to 7000 feet. Through brakes in the clouds they could see the English channel below, the clouds thinned as they got closer to London and they landed at Croydon Airport. It took some time for the London bobbies to control the enthusiastic crowd, but once the welcomes were made and the planes serviced they were taken to the RAF club at Piccadilly, where they were given excellent quarters. Later that evening, at a dinner hosted by the top officials of the British Air Ministry, Lt. Wade fell asleep, snoring at the table sitting between a General and “Lord Somebody”.

September 19, 2017: For the next leg I am going to use the de Havilland Dove. The de Havilland DH.104 Dove was a British short-haul airliner as successor to the Dragon Rapide biplane. The Dove was a popular aircraft and is considered to be one of Britain's most successful postwar civil designs, in excess of 500 aircraft being manufactured between 1946 and 1967. It was also used by the Royal Air Force, Royal Navy and a number of overseas military forces. The model was made by JustFlight.

The weather started off great, no winds or clouds, and a temperature of 6.1C/43F. I headed north at about 4000 feet but soon the clouds started to build as I approached the channel and I dropped to 1500 feet to keep the land/sea in view. After crossing over into England the clouds cleared and I had a nice flight into London. Since Croydon is long closed I landed in London City airport after a quick view of the sites over the center of the city. The 178 nm took 1.1 hours.

Here are a few pics:


Ready for takeoff.


Glamour Shots.


Clouds ahead.


Heading out over the channel.


England!


London!


Sightseeing!


Landed.

Thanks for reading
ATB.

July 17, 1924: The next morning they were back at the airport and in the air. They flew over the Tower of London, Parliament, Buckingham palace and other famous land marks before heading north toward Brough near Hull, 165 miles away. A number of small planes came up and few briefly in formation with them before waving and flying away. Finally they landed at the aerodrome of Blackburn Aeroplane company, where they would replace all the engines, convert them back into seaplanes and prepare there aircraft to cross the Atlantic, what was most certainly going to be the most dangerous part of the entire trip.

September 20, 2017: For the next leg I will be using the Gloster Meteor. The Meteor was the first British fighter jet and only Allied jet to see combat in World War 2. While not as fast or as aerodynamically advanced as the German Me-262, it had much more reliable engines and ended up having a fairly long career, over 3900 were built between 1943 and 1955. The model I am using today is and F8 and was made by JustFlight.

The weather for my next flight was good, 6 knot winds, clear below 20,000 feet, and a temperature of 16.0C/61F. Took off from London city and headed north at about 5000 feet. At times I went up to 7000 feet and descended down to 2500 feet to avoid the clouds, I finally landed at Carlisle Airport, the 231 mile flight took 35 minutes. Only after I was getting the information together to write this post did I realize I had mixed up the GPS code, going to EGNC rather than EGNB and was about 75 miles off course. Oops!


Ready for takeoff.


Heading north.


Interesting clouds.


Trying to keep the ground in view.


Heading north.


Selfie!


Trying to find the airport.


Secured.

Thanks for reading,
ATB.

July 30, 1924: At Brough they would overhaul the aircraft to prepare then for the north atlantic. The cowlings, radiators and engines were all removed and replaced, all the metal parts of the planes were covered with rust-resistant oxide, all the fabric that was damaged by the hot and humid climates they had passed through was repaired and the wheels were replaced by floats. The flyers were invited to a formal banquet in London they night after they arrived but as Arnold wrote “we were about as well equipped with clothes as the head-hunters of Borneo”. Eventually Arnold was sent with a shopping list to London to get what they needed. The banquet was held at the Savoy hotel with many with many Lords, Earls and Dukes in attendance. Many speeches were given, Smith said in his that the flight was being made for personal glory but to further aviation progress. They were invited up to meet the Prince of Wales in his suite who said he was going to sail to New York in a few days and bet each of them five dollars he would beat them there. They waited until the 29th when they received word from the U.S. Navy that there ships were in position and the weather was favorable, so they were up at 4am on the 30th to launch there planes into the humber river and fuel up the planes. There was a low fog that hung over the area and they could not get away until 10am as they headed north to the Orkney Islands. They flew over Drunkensberry point and then Scapa Flow and landed near the Village of Kirkwall where the Cruiser U.S.S. Richmond was waiting in the harbor for them.

September 24, 2017: For the next leg we will be using de Havilland Heron. The de Havilland DH.114 Heron was a small propeller-driven British airliner that first flew on 10 May 1950. It was a development of the twin-engine de Havilland Dove, with a stretched fuselage and two more engines. It was designed as a rugged, conventional low-wing monoplane with tricycle undercarriage that could be used on regional and commuter routes. 150 were built, also exported to about 30 countries. They model I am using today is by Flight Replicas and is quite nice.

The weather was reasonable for the flight, we flew north at 3000 feet to stay under the clouds. Flying over the Scottish highlands, I flew past patches of fog, hoping a hill would not appear in front of me, they did appear through the clouds but fortunately stayed below me, heading out over the sea we arrived at Kirkwall, visibility dropped to about 5 miles but managed to find the airport and make a safe landing. Since I few from Carlisle instead of Brough the flight was a little shorter, the 242nm flight took 1.5 hours.
Here are the pics.


Ready for takeoff.


Climbing out of Carlisle.


Glamour shots.


Heading into Scotland.


Taking a break in the cabin.


Out over the sea.


Our destination.


Secured.

Thanks for reading.
ATB.

August 2, 1924: After arriving on the 30th they had expected to be able to leave for Iceland the next day but heavy fog prevented them from leaving until the 2nd. Five miles out they ran into heavy fog. After 30 minutes of flying Lt. Nelson flying New Orleans, not being able to see the other planes got into the propeller wash of one of the other aircraft and went into a spin, coming out of it just above the water. Now being just under the fog they continued to fly until they were out of the fog, but there was no site of the other planes. After circling for a period waiting for them they continued toward Iceland. They continued to Horna Fjord Iceland where sailors from the Cruiser Raleigh had established a base for them. They radioed that they had arrived and learned that Chicago and Boston had turned around in the Fog and returned to Kirkwall.

September 25, 2017: For the next leg I am using the Douglas A-20C. I know by using this aircraft I am breaking my own rule of not going back in time for the aircraft I am using but Milton Shupe finally released a beta of his new model that I had been waiting for it for a long time and could not pass it up. They A-20 first flew in 1939 and almost 7500 were built before production ended in 1944. It saw service with the USAAF as well as the Soviet, British and French air forces and was used as both a Light Bomber and night fighter. At least I am using the Aeroflot photo mapping livery from 1953 so at least that is not going back in time.

Weather for the flight was foggy with 14 knot winds and 1000m visibility with a temperature was 12C/53F. I tried to stay low but the fog was too thick, after flying past a hill where I could see the windmill was higher than me I climbed to 7000 feet to get above it. Eventually the fog cleared and it was a pretty easy flight into Hornafjörður Airport. The 475nm flight took 1.7 hours. Note to tell the story properly I am breaking this into three parts so I can better tell the story of each aircraft better.


Ready for takeoff.


Its quite foggy.


Finally above the fog.


Observer selfie!

August 3, 1924: The weather the next day was excellent at Kirkwall, anxious to join Nelson and Harding in Iceland, they were in the air by 9:30, with the still tail wind Lt Smith estimated they were going at least 100 mph. At around 11am Lt. Arnold looking back could not see Boston, they circled back looking for them and found them floating in the sea, smothered in oil leaving a oil trail in the water behind them. Wade was waving at them to not try to land as the water was too rough. Smith circled a few more times then headed for the Destroyer Billingsley 100 miles away. Arnold wrote two notes describing Wade and Ogdon’s situation and position and the tried to drop them on the deck of the destroyer, the first missed, the second tied to Arnold's only life preserver also missed the deck but a sailor dived overboard to get it. “Never have I seen a vessel jump to high speed so quickly”. Later they learned they traveled so fast they burned all the paint off there smoke stack. Having did what they could Smith turned toward Iceland. They flew through light rain and fog before sighting the Raleigh off Horna Fjord and they knew they were at there destination.


Finally past the fog.


Glamour Shots.


A little rain.


Please fasten your seatbelt.

Thanks for reading
ATB.

August 3, 1924: Although Wade ditched seemingly without difficulty he knew the water was too rough for Smith to take off again so he frantically signaled him not to land. Boston’s oil pump had failed they had no replacement and the left pontoon had been damaged when they landed in the rough water so even if they could repair it they could not take off. So feeling very alone in ocean, they waited for help to arrive. Three long hours later they were spotted by a British fishing boat who took them in tow. Billingsley arrived and took over the tow, followed shortly by Richmond and the line was passed to the larger ship. After emptying everything they could from Boston to make it lighter they prepared to hoist the plane onto the ships deck. When she was 3 feet in the air the ship rolled suddenly and the boom came down on top of the plane with a thunderous crash, damaging the propeller, upper wing and center section of the hull. With the increasing storm they decided the safest course of action was to tow Boston to the Faeroes islands to attempt repairs there. In the night Boston’s front spreader bar had collapsed allowing the pontoons to squeeze together and with the storm Richmond was having difficulty maintaining a safe speed while towing the plane. Wade agreed they should abandon the plane, she was pulled alongside the cruiser where sailors climbed down and chopped holes in the pontoons and she was then set loose. At 5:30 am as the two flyers saluted, Boston capsized and sank.


Iceland in site.


The town of Hofn.


Our destination.


Landed.

Thanks for reading, as always your comments are welcome and appreciated.
ATB.

August 5, 1924: At mid-morning the two remaining planes departed for Reykjavik, a 290 mile trip with a stiff head wind, the harbor at Horna Fjord was very shallow and they had difficulty finding a long enough area to take off. They followed the coast were very few safe harbors could be seen, the engine on New Orleans began to run rough and oil pressure dropped from 60psi to 27, but decided to continue rather than risk landing along the rocky coast. They flew past the destroyer Billingsley at Portland Point and into Reykjavik harbor where 25,000 cheering people were there to greet them onshore. As the launch arrived to take them in, the cruiser Richmond arrived, with Wade and Ogdon onboard.

For the next leg I will be using the Ryan Navion. The Ryan Navion is a single-engine, retractable gear, four-seat aircraft originally built by North American Aviation in the 1940s. It was then acquired by Ryan Aeronautical Company and finally the Navion Aircraft Company. The Navion was envisioned as an aircraft that would perfectly match the expected postwar boom in civilian aviation, since it was designed along the general lines of, and by the same company which produced the North American P-51 Mustang. Over 2600 aircraft were built between 1948 and 1976, most of them are still in service. The model I am using was made by LDR Development and is excellent

Weather for the next leg was not the best, Light rain with 12 knot winds. 3.7 mile visibility, overcast at 1000 feet and a temperature of 12C/54F. With the low cloud level I stayed at 500 feet and followed the coast, making sure to keep an eye out for those big hills that would appear in front of me. As the clouds cleared up I was able to climb up to 2000 feet and fly over the peninsula that at the west end of Iceland and fly into Reykjavik. The 176 nm flight took 1.6 hours.

Here are the pics.


Ready for takeoff.


Heading out of Hofn.


Flying along the coast.


Dont fly into the hills.


Coastal Iceland.


Heading inland to Reykjavik.


Our destination.


Secured.

Thanks for reading,
ATB.

August 21, 1924: At Reykjavik they flyers made repairs to there aircraft and waited for the ice to clear at there next destination, Angmagssallik Greenland (now Kangilinnguit). While they waited a forty foot boat named the ‘Leif Ericson’ with four men onboard, they were attempting to replicate the voyage of Eric the Red when he crossed over to North America around the year 1000, the flyers went to the dock to see them off, they reportedly reached Greenland but were never seen again. Also arriving was Italian Lt. Antonio Locatelli with a crew of three in his Dornier Wal twin engine sea plane who was also attempting to fly around the world. At Lt. Smiths request, General Patrick gave permission for Locatelli to fly with them. After two weeks of waiting and fearing conditions at Angmagssallik would not improve they decided to fly directly 830 miles to their next destination of Fredricksdal (Narsaq Kujalleq) Greenland. They were ready to go on the 18th but as they were lining up to take off a large wave swept over the planes shattering New Orleans propeller and Chicago’s front pontoon spreader.

Finally at 6:55 am on the 21st and with five navy ships patrolling the route, the two cruisers followed by the Italian headed for Greenland. Locatelli tried to stay information with the two Douglas’s but they were too slow for his Dornier so he saluted and forged ahead. After flying past the destroyers Billingsley and Barry they ran into heavy fog but continued on course at wave height. About 70 miles from Greenland they started encountering large Icebergs that they would only see when they were upon them. When dodging an iceberg the two planes got separated when Smith turned right while Nelson turned left. Smith continued to dodge icebergs until he reached the rocky coast of Greenland and then continued on a compass course to Fredricksdal, Black smoke coming from the Danish coastguard cutter Island Falk told them they were at their destination. Smith landed, tied up and started to inspected and refuel there plane. There was no sign of New Orleans or the Dornier until as Smith and Arnold finishing their tasks the sound of a Liberty engine echoed across the harbor and Nelson circled and landed. They had both survived the longest and most dangerous leg of the entire flight, but there was no sign of Locatelli and his crew. Once they Americans were safely aboard the Danish vessel, the ships of the US Navy started searching a 12,000 square mile area to try to locate the Italians.

September 30, 2017: For the next leg I will be using the Grumman G-73 Mallard. The Mallard first flew in 1946, it followed on the success of the Goose and Widgeon but was larger with a tricycle gear and a two step hull. It was designed for regional airlines but postwar surplus aircraft limited the market potential. Most of the 59 built were used as corporate use, before production was neded in favor of the larger G-111 Albatross. Many have been converted too turboprops, 32 are still registered in the united states with many more are active around the world. The aircraft I am using was made by Milton Shupe and updated to FSX by LDR Development. The plane is one of my favorites (yes you can tell I like these Grumman Amphibians). If I was to do a trip like this for real I would probably want to do it in a Mallard.

Weather for the next flight was partly cloudy, 7 knot winds with a temperature of 10C/50F, a few clouds at 2100 feet and scattered clouds at 6600 feet. I started off just before dawn and headed at 2000 feet but because of clouds quickly dropped down to 1000 feet. About 2 hours in the skys cleared and I climbed to 4000 feet until we got within sight of Greenland. Dropping to 2000 feet we flew along the coast and then up Prince Christian Sound and followed the channels to Narsaq Kujalleq. There is no airport here in P3D so I used ADE to create a simple seaplane airport in the harbor with a Coast Guard cutter to mark it. The 681 nm flight took 4.3 hours to fly. Here are the pics.


Ready for takeoff.


Sunrise colors.


Glamour shots.


Greenland in sight!


Flying along the coast.


Flying up Prince Christian Sound.


Making our way along the channels.


Landed.

Thanks for reading,
ATB.

August 24, 1924: The five navy ship had been searching for the Italians since they disappeared on the 21st, they were about to abandon the search as they were running out of supplies when an observer on the Richmond spotted a flicker of light on the horizon from the Italians. Locatelli landed in the sea rather that risk flying into an iceberg in the heavy fog, he planned to resume when the fog cleared, but heavy seas and floating ice damaged there craft so badly that he could not take off again. The four Italians were so seasick from their ordeal that they had to be lifted up to the ship using the cargo nets.

The fliers next prepared for there next leg to the village and mining camp of Ivigtut, 150 miles further up the coast, they waited until the 24th when reports of good conditions at Ivigtut so despite the fog and rain at Fredricksdal, Smith and Nelson decided to go. They flew for two hours along the fringed coast, through freezing rain, snow, fog and winds that increased to gale force before they sighted the fairly well protected harbor of Ivigtut with the cruiser Milwaukee anchored waiting for them.

For the next leg I am using the DHC-2 Beaver. The de Havilland Canada DHC-2 Beaver is a single-engine STOL aircraft that has been used for wide variety of utility roles. Over 1657 were built between 1947 and 1967, hundreds are still in use around the world. The model I am using today was made by Milviz and is very nice. My flight today to Kangilinnguit Greenland, which is 5km away from Ivigtut, which was abandoned in 1987 when the mine closed. There was no airport in P3D here so I created a simple seaplane port using ADE. The weather for the flight was light snow with 7 knot winds, a temperature of -1C/29F and clouds at 6600 feet, relatively it was not bad weather for flying. I flew along the coast at around 3000 feet and except for one time when the engine quit and I had to restart it they flight was uneventful and I flew the 125nm in 1.2 hours. A shout out has to go to FlightSim Greenland where I got the scenery for the area around Narsaq Kujalleq.(Narsarsuaq X)

Here are the pics:


Ready to go.


Climbing out of Narsaq Kujalleq.


Looks cold.


i did mention snow, didn't I.


Heading along the channels.


You can see the remains of Ivigtut to the right and Kangilinnguit is center in the distance.


Landing by the cutter.


Secured.

Thanks for reading,
ATB.