année Jonathan a décidé de s'y rendre avec
son Beech Baron.
EGHF Lee on Solent existe pour FSX @ (photo en bas de page)
Première escale au Nord de l'Ecosse à Findhorm.
Lundi soir :
Aujourd'hui c'est le grand jour : Reykjavik > Canada en passant au-dessus du Groenland et en frôlant la calotte polaire...
Wow its really late again and I am cream crackered we just got in to charlotte town prince Edward island and landed one hour after sunset at 2130 local and 0130 Zulu time.
Yesterday we dropped three time zones so fatigue is beginning to show on both of us we had another quite challenging day today as we departed arctic Canada for nova scotia.
we decided to split from our colleagues today and head south to see my beautiful daughter in PEI where she now lives. It is from her lovely apartment that I write to you this Facebook blog.
We were the last to take off this morning and we all knew the conditions were deteriorating at our destinations the other two aircraft a socata TB20 and a Cessna 182
headed slightly west of us and stopped 200 miles before we did we knew we heading into an active frontal system but had opted not to go to goose bay as it afforded us little options for alternatives with potential fuel exhaustion, not a situation I want to be in.
The weather was also dreadful the with active thunder storms an heavy precipitation. As we bid farewell to our friend by radio I requested another storm scope report as we once again encountered ryme ice building up on the airframe, all deice systems on the aircraft were rapidly put to use and the Barons performance restored by the time we reached our chosen airport the conditions were down to minima! So we shot the RNAV NDB approach just scrapping in, to a deserted mining town air port on an Inuit Indian reservation; scheffersville still no mobile coverage and no WIFI we manageged to find a fueller and filled up on Avgas 100LL
(she said she'd forgotten we were coming and thought the bad weather had kept us away!)
This was going to cost us time wise But the weather was improving so that was great news. After a few bits to eat in the local Inuit Indian cafe we a very Unique experience!! We then filed and departed knowing we had to cross the frontal system.
Once again the deice kit went on bumped along pick our way carefully though the tops of the storm cells at FL120, we eventually popped out of the other side about an hour later as it was getting dark the sun setting behind the storm was beautiful pretty soon we were in the decent to PEI and except for being hit by a microburst on course to the final approach fix (losing a 1000ft a minute OUCH!! We landed smoothly without incident. We taxied back and parked as the controller told us we would be met by a pilot who was interested in the aircraft and to find out what on earth we we were doing.
Au départ vers Port Clinton . Pourquoi cet écart entre les manifolds?
"Dico" proprio de l'avion en réparation à Prince Edward
Double turbo Continental IO 550
Réparation d'un autre avion à Prince Edward
Vers Port Clinton
Pour 425 dollars par personne vous pouvez faire un tour en vol..sur ce B17.
Port Clinton exposition aérienneDear friends,
Yesterday turned out to be another amazing day as we left PEI and headed West toward our final destination Oskosh Wisconsin. We met some great people at the flying club in Charlottetown as we departed and were helped considerably with the US customs issue by my new friend Dico.
Betty was there to see us off and took some great pictures she also promised to tag the one of the trip that never made it on to my Facebook blog. In truth we were lucky
not to pick up some hitch hikers for the rest of our trip! Everyone seemed really impressed with what we had done and excited for our achevement.
We waggled the wings on the climb out to 8000ft and set couse IFR for Bangor 1 1/2 hours later we positioned on to finals at a massive international airport.
Customs and immigration was swiftly dealt with and Henry and I headed for the main terminal for some food and drinks. Then back to the FBO to file our IFR flight plan and look at the weather.
I wanted to land in a nice town with good facilities and not some heavily industrial area of which the are so many around these parts, so we looked on the chart and I put my finger down on a lake side community in between Chicago and Cleveland. Henry seemed very anxious about where we would end up and kept asking me about what it would be like there and what the hotel I had picked was like. In all truth ihad no idea I just went on hunch I did however know that the hotel was a little way from the air field
It turned out to be a lakeside holiday town Clinton Catawba Island and we couldn't have done better if we'd tried with in moments of landing we had fuelled and were
given tee shirts and hats as was the grand opening of a new aviation museum, basically a massive party and barbecue was going on just on the other side of the airfield we were whisked of in a Golf cart and shown around meeting all the local heavies! One of whom was kind enough to give us the use of one of his local houses! On one condition we went buy ferry to Put in Bay a SERIOUS party town.
We cancelled our hotel grabbed some things from the aircraft and went for a shower in this palatial residence this expediteded to the ferry out to Put in bay. This place was
a totally MADD so we had a few drinks and fought our way out through the drunken mobs and numerous Batchelorettte partie back on to the ferry there certainly was a lot of volume but very little quality. So bed was the best option. Now just waiting for a cab to take us back to air port for ou final leg to Oshkosh.
After the most amazing event to do with general aviation on planet earth for three days we packed up our bags and headed for the airfield. we have had such an amazing
time it has really been an incredible experience. After all Oshkosh was the Holy grail we had set out on our quest to find, "an aviation show right?".
Well what we really found was a lot different than we had expected. The aircraft are amazing the flying is superb the stands that have so much to offer Brilliant.
What Oshkosh is really about is the people, the friends, the community, we have met so many amazing people that just sort of fell in to our lap, invited us to really cool
parties and gatherings, gave us a lift, or just sat next to us on the bus and chatted.
I must say that we were welcomed, appreciated and taken into the hearts of these people, the reactions to how we arrived were many and varied all of which being
I know we are obviously not the first people to fly to the Oshkosh under their own steam in fact Charles Lindbergh flew ocross the atlantic in 1927 when he was just 24 years old by himself!
Alcock and Brown did it in 1919 in an open air vickers vimy, (must have been freezing! Just ask Henry LoL).
Whatever it is, when the last guy to set foot on the the moon leans over shakes your hand, looks in your eye and says well done it gives one a real kick in the pants!
I also had a chance to really connect with some very special people and spread a little bit of Jonny Le Bon Magic about! Or whatever it is I do for my day job (still can't get
off the tools).
We tried to get up and out as early as possible I knew it was going to be really busy trying to get out.
Lovely Coleen and Huggy gave us a lift to the Baron and we prepared her for the long journey home to Blighty.
In reality we were just going 20 minutes down to the next airfield to clear out of US customs and book into Canada border control, we started the engines and taxied out
of the parking to join the taxiway and joined the masses trying to depart we tacked on to a four plane queue right by the threshhold, in truth we only waited about 15
minutes as the controller were doing such a great job but when I looked astern the aircraft ther was 30 odd behind me, we were soon barreling Down the runway toward our first stop "Green Bay," this turned out to be a complete farce and as usual one border control hand doesn't know what the other hand is doing so lots of faffing around and hurry ups and wait, culminating in the Canadian. Border control giving me 2 formal warnings one for not being by the plane when she got there, the other for arriving early which turned out to be clearly their fault as they had misunderstood the difference between 13.30 and three thirty.
We then left our second stop Thunder Bay. We had filed IFR. To La Grande Riviera and we knew the weather was to be far from ideal.
We fuelled and fired up the twin conties taxiing out and holding short for a departing medivac.
We took off into the miday heat building up and climbed once more into the cool, this leg was going to be about 03.30 mins and as we are flying back around the world we
are loosing time! So landing would be at Seven, too late for fuel or another leg today. The weather was up and down but our destination was defiantly down with a 600ft
cloud base a carful instrument GPS approach had to be flown with precision.
We touched down smoothly to a deserted airport in Quebec, (French speaking Canada) it was still a welcome sight after flying over hours of nothing but forests and tundra.
Just as we were putting the plane to bed a large pickup truck pulled up and a very nice Pompier jumped out. He appologised for having to take a landing fee and one nights parking fee. He then went on to offer us a lift into town, booking a hotel for us and then he took us on a sight seeing trip around the area! I just could not believe
the hospitality of this fellow.
We then saw one of the largest construction projects in the last century.
It is MASSIVE! A huge hydro electric dam and reservoir serving a lot of Canada and the US.
Finally back to the hotel good dinner then bed So
Night night and sleep tight Love Jonathan will try to post pics tomorrow next stop Arctic Canada!! What this space.
last day. The hotel the handler had organised for us was about 5 miles outside
town when we arrived we were hungry and tired there was a problem with our
reservation, no room at the inn! The manager told us to go and eat and she would
sort it out.
I write to you from arctic Canada once again I find myself back in Frobisher bay in the arctic town of Iqualuit there is still a lot of ice in the bay and it remains impassable
to most ships. We woke really early today to try to expedite to Iqualuit and then on to Sondestrom fiord in Greenland.
Our very nice friendly Pompier was picking us up from the hotel at 0615 When we woke the cloud was on the deck and we were pretty much fogged in. FOG the pilots nemesis, We left for the airfield La grande riviera the drive from the town to the airport is about 30 minutes but due to the conditions it was a good 45 the problem with
fog is that A. You cant see the runway and B. if you have a problem when you take off gues what? You also can't see the runway so you can't land.
This leg of the trip was also tricky for other reasons once again we were flying over hundreds of miles of unpopulated land, lakes and tundra.
The nearest town to our departure aerodrome was 600km away to give you an idea.
This obviously means very few options if there are any prolems like nowhere to divert to, in fact we had no radio contact or radar control contact for over two hours.
We had to taxi to the fueller to refuel but he said he was afraid to go out in the fog on the apron in case some one taxied into him! This I could not believe!
Gradually the fog broke up and we were able to taxi for fuel The port engine refused to even turn over we taxied on just the starboard engine and fuelled up,paid up and
Henry Freeborn primed the motor and pulled the prop through several blades, she fired right up after that.
We pulled on our woolly bears, dry suits and life jackets and after two extensive weather briefings we were once again climbing out through the low cloud on route to
The flight went well but we had obviously been delayed so our hopes of reaching Greenland were dashed, We listened to music during the radio silence trying to keep ourselves awake as the oxgen supplies are very low now and we tring to conserve what we have to cross the polar ice cap over Greenland.
Eventually we had to use oxygen as we climbed up over some weather then the decent to Iqualuit was a rush as the controller didn't get us down in time. We landed fuelled and put the covers on for the night checked into a loca hotel Ate dinner and now bed.
The final part of the journey, I have now tried twice to post this last episode and both times it has disappeared into cyberspace so let us hope I manage to achieve it today! Sitting on the train on the way to work in London it almost seems unbelievable the journey we've made it does feel a little odd to be back at work after such an experience.
We still had a good three hour to run to iceland and the situation was getting really tense in the cockpit, we were carrying quite a lot of ryme ice which forms from super cooled droplets of water and can seriously upset the airflow over the wings and empanage ie the lifting surfaces.our air speed had slowed as a result and the wind shear
we had encountered at 17000 feet was so strong our speed over the ground had deteriorated to just 112 knots this had put our ETA forward along way and it seemed we would not make Iceland with adequate fuel reserves.
At least the Oxygen was working so we could think straight we both rapidly started making calculations, time, distance, fuel burn, speed etc we knew the conditions were set to improve further down the track but could we rely on this especially after the iceing level forecast was so wrong?
The situation was looking really dire we had three options we could turnaround head back to kangerlussac risking more icing ove the polar cap, we could stop at kulusuk
on the east coast of Greenland, To refuel again reset the heater or we could keep going.
I dropped the nose of the baron and we headed down to a lower flight level immediately the airspeed increased as we descended 4000ft we were now just a 1500ft above
the ice cap which is two miles thick in places and rises up to 12000 ft.
Now sharing the FL 130 with the other aircraft the speed over the ground was now stabilized at 150 knots things were beginning to improve!
We were still were carrying a lot of ice and and I could seem more building up I reported this to ATC and the aircraft in front came back to me sayin they were now in the clear and I only had another 5 minutes in icing conditions.
After 10 minutes we started to pop out of the cloud and could see our alternate Kullisac we now only had transient ice and slowly as we flew into the sunshine the ice.
Began to melt and the performance improved again.
We now had good airspeed and speed over the ground was up to 165 knots we recalculated again and our ETA had dropped to just over two hour we both felt a lot more comfortable with this even though we were still FREEEZZING!! I looked back to the cloudy coastline of Greenland with its harsh rocky islands and beautiful glaciers, pack ice
and icebergs scattering the ocean so much natural beauty but so treacherous for those under prepared.
We shivered along in our survival suits warming our hands in the sunlight on the glare shield (dashboard) within an hour we were talking to ATC Iceland radio and we
started our decent toward reykjavik, we arrived with a visual approach and taxied off to the FBO.
The handler was waiting to greet us with a smile " good flight guys?" Henry and I looked at each other. More to folloe
Atterrissage retour à Lee on Solent (Portsmouth sud de l'Angleterre). Fin du voyage.
Bravos pour les pilotes et pour le Baron.
Lee on Solent EFGH sur FSX. (ps: les nouveaux bâtiments au bord de la piste Sud orientée Est/Ouest désacfectée) ne sont pas réprésentés)
J'ai vu Jonny faire allonger sur ma table de jardin
en granit (!), une jeune personne souffrante et la rétablir
en quelques minutes.
Merci à Emmanuelle pour l'interface.
ps : Français
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