Issue 1

Lockheed L-749 Asia Pacific 1962 Weather
Classic spotlight
MS-Flight ? And much more! Exclusive!! Propliner Manual, part 1
Propliner Flyer Magazine

Propliner Flyer Magazine




elcome to the all brand new Propliner Flyer Magazine! I would like to take a quick word on what to expect, not only in this sample issue, but also in the near future. This magazine was born as a stupid attempt of making a fake cover for a screenshot in the forum. Then the even more stupid idea was born to make a propliner oriented magazine, for flightsimulation captains, sometimes not so gracefully called, simmers. A word of caution for the readers; I am not a native English speaker, so my writing might be poor, better said my writings may, or shall be most of the time in error, or the reader can not just plain follow what I try to write. We might need some editors here! Also this issue and the future issues will be setup like this one, with information, some reviews, tips and tricks, and what I can think of. News will probably be way to late to make it before the presses are started. However, if there is something to announce, I wouldnt hesitate.

Now, next is to explain how this is all written down. To mimic a real airplane magazine, we shall refer to the flighsimulator as “our world”, tools to change airplanes as “our mechanics”, and so on. I shall explain when needed. Since the simulation of the propliner world is from the vintage to the pioneer, and then to the classic era, this magazine is in that era style, with a modern look to appeal to the reader a bit more mature. Note also that we will still focus mainly on FS2004, but all simulator versions and of any make will do. But for FS2004 is just the most available and for free, so the main focus will be on that piece of software. Have fun reading, and let me know how good you think this magazine is ! Oh, the magazine is best be viewd with two pages at the screen, selectable in the pdf reader of your choice.

Editor , publisher, or something like that

Colofon, disclaimer and copyright notices: The Propliner FLyer Magazine is a initiative by Johan Dees, and nothing may be reproduced in any form without written approval. This magazine is distributed as freeware, but with restrictions. All third party screenshots, who are been used and made by respected fellow captains at the calclassic forum, is approved by Tom Gibson, owner of the © website on december 5, 2011. Usage and reproduction for this magazine of parts of the 2008 propliner tutorial by FSAviator © is permitted and approved by Tom Gibson on december 5, 2011.. Special thanks goes to Tom, founder and owner of California Classics website at Upload of this magazine to is not permitted, and we suggest to do some research on their practices. Used advertisements are pure for fun, no link to companies. If you want to advertise for real world products, please contact us at jobia at zeelandnet dot nl © 2012 by Johan C Dees. All rights reserved. Please visit us for comments at forum.

Propliner Flyer Magazine


Page 6, L-749 constellation
We take a short look into the Lockheed L-749 Constellation created not by Lockheed, but by Mafred Jahn and his team, starting at page 6

Page 14, Weather in our world
Ever wondered about the weather in our world ? Some hints and tips given, starting at page 14

Page 19, Asia Pacific 1962
A big project giving us a lot of coverage of the Pacific region as how it was back in 1962, at page 19

Page 22, Superliners of the world Page 26, Propliner Tutorial, an Exclusive! Page 32, Engine 101 Page 34, Airmail Page 35, What about: Carburetor ice? Page 38, Lufthansa flies to the east Page 39, Propliner Flyer Humor Page 43, Classic Airline Spotlight: Sabena Page 50, MSFlight
Do you like this magazine? If so, let us know at jobia at zeelandnet dot nl

Propliner Flyer Magazine


Propliner Flyer Magazine


which had 26 L-749A aircraft in its fleet. and new Curtiss Electric propellers were also introduced. The airlines that were originally attracted to the L-649 changed their orders to the L749. as now reliable engine was found. The United States Navy followed in. These new jet stacks increased the noise of the engine calling for more insulation.THE LOCKHEED Manfred Jahn L-749 CONSTELLATION I n early 1947. The L-749 first flew on March 14. ten different layouts of the internal cabin were possible. the Lockheed Aircraft Corporation unveiled the model L-749. making production of the aircraft at a near stand-still. Production of the L-749A ended in 1951 to give way to its stretched successor. This new model incorporated a strengthened fuselage. therefore never leaving the drawing board. The first civilian customer for the L749A was South African Airways. but its largest customer was Trans World Airlines. L-749 service began with Pan Am in June 1947 on their "Round The World" service. Lockheed started producing the improved model L749A in 1949. the L1049 Super Constellation. Besides production. As with the L-649.14 km/h). Pan American World Airways received its first L-749 in June. saved the Constellation program from cancellation. Lockheed also offered a L-749 to L-749A production kit. increasing the speed of the aircraft by 15 mph (24. A large order from the United States Air Force for 10 L749A aircraft designated the C-121 Constellation. A cargo version of the L749A based on the military C-121A was offered. ordering two L749A aircraft designated the PO-1W Constellation (later WV-1).200 jobs were lost at Lockheed in March 1947. a derivative of its L-649 Constellation. 1. The L-749 was to become the standard version of the regular Constellation. even further strengthened landing gear and a Plycor floor. This increased the mass of the aircraft by over 4. Due to the increased weight of the aircraft.000 miles. It is worth mentioning that the first L749A aircraft off the production lines were destined for the military. The first L-749 was delivered to Air France on April 18. dont we ? Propliner Flyer Magazine 6 . The L-749 was to have more fuel tanks. Jet stacks were also introduced. (Wikipedia) But we already know that. which was to increase the range of the aircraft by 1. TWA's aircraft would not be retired until 1967. The L749 first entered service with However.000 pounds and increased the MTOW of the aircraft. the landing gear and tires had to be strengthened. An L-749B turboprop version was even envisaged. but this too never left the drawing board. but no airlines showed any interest. 1947and received certification that same month. 1947. A slightly redesigned engine cowling.

Then. Something other than the visual model are the flight characteristics. So it looks ok I’ll gues. We take a deeper look into the L-749 in a moment. Standing in the KLM Connie its showing well. and I loved it very much. You wont need it much however. Those often called dolphin shape of the fuselage. at least to me. you can see how big she really is. and cramped in you barely see outside thru those small windows. But I refrain myself a bit of that. Since I fly from inside the cockpit. again and again is needed. She had a lot to get me busy. and replaced the radio with the DC3 stack at this moment. but in our world she does every day. systems. she is free of charge. There are already a lot of liveries available. Since I have a seven screen setup. en my backdated world is all I use today. The radios are of a modern variant. I am not a rivet counter. There aren’t much more things to learn and it will become boring. it is a Connie. She’s faster. it was like flying in heaven. If you ever have the opportunity to visit a Connie. and to grasp it all. When I started with flying in our simulated world. Very Handy!. To fly his rendition you need to r eset yourself. The version we are briefly looking at in this article is the L-749 variant. there is more to tell. Then bring in Manfred and his L-749 Connie. Everything Works as it should. and if it looks like a Connie. I revamped the complete panel to fit on my screens.Recently the Lockheed Constellation was made available in our world by the very talented Manfred Jahn and his website. I can ramble much longer on how good she looks. The flight engineer console is also there. and learn to fly it again. Manfred and his team did a wonderfull job to bring us for free his version. the big iron of that time was the Boeing 747. it has to be said. shown on the following pages. With all its automation. Flying as the pro’s did. how the fuselage shape looks perfect. Even walking the dog around while the plane flies itself was possible. a lot to learn. up to date. and great engines who need to be taken care off. in fact its rather small for such a big propliner. Just look at the two big sites for those. but the version installed looks a out of place to me. but are the same in the real airplane. The panel. with lots of details and great repaints available. available by links from the calclassic. Just get it and study it as you wish. and available as popup. One blade is just as long as the people standing next to it. The cockpit is not a big one. After many years you get the feeling of been there done that. do it. and is stunning. But study is still mandatory. thanks to Manfred. the flight engineer is integrated by clickspots to help our one man show getting in the air. reading the tutorial again. but they work handy. If you look at the above picture. so for everyone there is something in it. but you may see that different. so flying in the early fifties with these may seem a bit out of place. The KLM Connie currently stored at the Aviodrome at Lelystad in the Netherlands doesnt fly much anymore it seems. you will be amazed. and big props make her an imposant appearance. So I can’t say much more of it. We have the possibility of using a simple autopilot. and a flight m a n a g e m e n t computer. and three-dimensional cockpit offered is top quality. panel and sound. A replacement may be found elsewere and installed if you like. untill something better comes up. Propliner Flyer Magazine 7 . I was hooked. wonderfull panel. In the 2D setup one can easily swap them with whatever you want. and with the help of the propliner manual by FSAviator it became much more clear. not so long we got the FDzings L049 and it looked like the 747’s grandmother. The model is in my eyes perfect. Its that good. its that what counts for me. Looking at the panel. First of all. The 3D cockpit handles look a bit bright in color. Yes. and is payware quality. we see immediatly how close it looks to the real Constellation.

For both economy of fuel. A nice touch are the clicks you hear when fiddling with the knobs. You are responsible. We take a look on how to bring live in them. OK sir. and I suggest you take a look at them. all that talk about how good she looks. After we did our walk around. and the correct usage not always understood. and know to fail easily when abused. You ch an g e d E a st er n ’ s cl im b procedure and your running the hot. or should I say an ear? Now its time we get more serious. Recently some very good sounds with a low bass are available and made by Gary Harper. our Connie. added some fuel. Find the differences. The final versions reached to 3400 HP and thats a lot. and flying notes on how to handle the engines. He once told me that he was called onto the carpet by Eddie Rickenbacker for engine failures. As an example Charlie Thompson was a major representative for Curtiss Wright. we are ready to start and do a circuit to know her a little bit better. The Curtiss Wright Cyclone 2600 HP R3350’s are big radials.The upper Photo on this page shows the cockpit of a real world Constellation. and announce the gear up and down. when the engines were new. There were about ten or so Eastern Airlines executives around the table. but how is the job done ? We take a look in that now. and are good. start and stopping them. after this Rickenbacker said he wanted the responsible person or persons found and identified. and economy of parts. too long. The L-749 comes with a manual covering the panel and gauges. They became more and more complex. Charlie responded. Also for other propliners he did soundsets. and the voice of the copilot who announces the refrence speeds. and Captain Eddie lit into Charlie for the engine problems they were having. Pick what you like. burning up engines too Propliner Flyer Magazine 8 . and just below it. is this: “Manifold pressure and RPM are settings that are found through testing and engineering that provide the best settings for the engine/airframe combination. There are easily been replaced with other and perhaps better ones. To give some insight in those days. He has done an outstanding job. The sounds are included. and enjoy. On the next page a drawing is presented for the later versions of this marvel of engineering.

2. fuel tanks check fuel quantities. Parking brake set. Thompson and Mr. I have a seperate mixture lever and do not. Yes Fuel flow was up. but so was airspeed. throttle lever approximately 1200 rpm (6-8%). inverter on. Engine start selector switch set to off. engines start selector switch set to engine 3.. or let your mechanic enhance the batteries lifespan a bit. mixtures cut off. auxiliary fuel pump engine 3. Ready ? Here we go. We power up with a ground electrical powerline. 4. (fsuipc comes in handy here). Lunch was served and the policy was immediately changed. 3. oil pressure check for rise in pressure. hold start switch until ignition light goes out (maximum 30 seconds). engine area clear. Start engine 3 first. propellers full rpm. See also picture on page 6 At this point Mr. Generator switches on. then 1. de-icer boots. check cowl flaps open 100%. quickly move it to position auto rich.. torque. When engine has started. Pffw. generator switches off. ignition switch engine 3.” (bellcobraiv) Let start the engines. rotate prop six blades. carburetor air cold. Who said propliners are boring and simple ? When done right all four engines will come to life. Start engine 4 next. This can be done from the flight engineer panel. The airplane was landed. but CHT and Oil Out temperatures were down. a Constellation was made available and the two of them got on board and an air crew took off. auxiliary fuel pump engine 3 low. mixture lever between idle and lean. note oil temperature. start engine 2. Propliner Flyer Magazine 9 . Run engines at 1000-1400 rpm until oil inlet temperature at least 6°C above prestarting temperature and oil pressure is stabilized. ground power off. anti-icer off. Rickenbacker watched the gauges on the flight engineer panel during climb out following Eastern’s Climb Procedure. both. and on the left we see a closup of the Manfred Jahn’s Cyclone. prime as required. If you are quick you can do it without.Two left pictures are the real engine. landed took off again and watched the gauges following the Curtiss Wright/ Lockheed procedure. Rickenbacker said prove it. Mr. fuel tank selector select takeoff tanks: 1. otherwise we will drain the batteries very quickly. Then they cooled the airplane. start switch engage. off.

Simply I want to use my lever. reduce RPM to avoid straining the engine and shift superchargers to high. Only then we can allow the aircraft to accelerate to 130 kts. we will notice MAP dropping and we can adjust throttle settings. Even at high load. hence the weight of the plane varies considerably as fuel is burnt off – at a rate of about one ton per hour. rpm remains 2300. and have something to fine tune and look after when flying. though. with a climb power MAP of 33” in high When the Constellation flew regular flights. its a handfull to get airborne. the “blower shift”. we need to level off and begin the cruise segment. and thats what counts. particularly al lower weights. accelerate further to 150 kts and establish climb power. we need to change the superchargers to higher drive speed. While take-off and climb are relatively straightforward. we need about 30 minutes to reach our operational ceiling. When starting this way. This is followed by a steeper climb at METO power and take-off flaps (60%) above all obstructions. There is no ‘one size fits all’ solution for cruise power for an aircraft of this size and weight. you might play a little with it. and a maximum of 2 minute is allowed. We set MAP and RPM first. METO power is simple to set – first reduce MAP to the end of the green arc on the gauge face and then reduce RPM to the end of the green arc as well. we can change to the flight engineer to set details like cowl flap settings. At around 8. The supercharger drive gear can also be shifted to higher RPM. flight segments are usually divided into 1/3 for climb. cruise and descent each. if not mandatory. and climb. its fun. choosing the right cruise power setting is determined by a number of factors. For short flights this might be just fine. We will want to limit time in take-off power as it is very hard on the engine.000 ft.use automixture.000 ft. Once climb is established. then set the autopilot and change to the FE panel to set details like cowl flap settings. Initial rate of climb can be as high as 1000 fpm. we retract the gear and accelerate to 120 kts first in a shallow climb at take-off power. Real or not. There is no particular need to use elaborate fuel and power planning for flights of such a short duration or only slightly longer. with a lot of smoke. No prefab stuff! Propliner Flyer Magazine 10 . blower we will only have a BMEP setting of 144. capable of delivering of 2500 hp for up to 2 minutes at sea level and 2100 hp continuously. indicated by the BMEP gauges (literally ’brake mean effective pressure’) – adjust throttle to keep it at 151. before we can reduce power to METO (maximum continuous) power. It sure gives a nice startup this way. That means that the ‘short flight rule’ would apply to any flight up to Lockheed L-749 Constellation Manual 181½ hours. The other fun part is the takeoff. . A number of basic power settings are given in the checklist. On short-range flights. we will need to maintain constant engine torque. If cannot be maintained a 500 fpm climb or descend. We try not to let the airspeed drop below 150 kts – it will be hard to accelerate back and we probably have to level off. When fully loaded. otherwise the mixture may be too rich. If we (conservatively) estimate climb rate at 500 fpm average. retract flaps. Our L-749 is fitted with BD-1 engines. But around 10. a real cook was making dinners. The manual supplied with the L-749 has explained it all in depth and reading is encouraged. Once airborne. Climb and descent rate is legally required to be at least 500 fpm. During climb.meaning up to its maximum takeoff weight. cruise at FL 140 to 160 is usually possible. We will climbing in auto rich mixture. just like the gear in a car with a manual gearbox. The plane was designed with long-range operation in mind. To do this we briefly level off. The engine is less efficient in high blower.

In brief. The Constellation certainly is a complex aircraft. Should we start our descent from a high altitude. otherwise we will have to reset mixture every few minutes. but don’t cruise nose down unless you’re battling a severe headwind. the True Airspeed is about 2% higher than IAS per 1. I suggest you read the supplied manual and fly with a big smile on your face. more care must be taken for flight planning. these are not random. but if we are that fast. We set mixture to “Auto Lean” when you descend. Hats off sir! about 2% less than TAS per 1. We need to shift superchargers to low during descent. reference speed over the threshold (Vat. we may use the “Low Cruise / Holding” power settings instead as given n the Power Table. 130 kts and 60% flaps. Significant headwind needs to be countered by higher cruise power settings and possibly lower cruise levels. we will have to retrim considerably as speed bleeds off. what fits in exactly. Holding is usually performed in approach configuration – 2100 RPM. max. If fuel is critical or a prolonged holding is expected.000ft of altitude above sea level. The basic principles are described in the FSAviator Propliner Tutorial mentioned above. we do not want to let airspeed (and drag) rise.000ft of altitude above sea level. The plane usually needs some power all the way to touchdown. For flight planning purposes. where we get more true air speed (TAS) for the same indicated air speed (IAS). While we might not notice a high blower during a normal descent and landing. Like similar airliners of the era. The speeds are listed in the checklist: 130 kts and 60% flaps on downwind leg. you can read TAS from the mouse tooltip of the airspeed indicator. It will be useful to start the first power reduction a minute before we actually start descending to allow the plane to slow down a bit already. but it will float down the runway if approach speed is too high (extracted from the manual by Manfred Jahn team) This concludes our brief introduction in a fantastic aircraft in our backdated world. This will get simpler once we descend into denser air and below the engines' critical altitude. We make sure that we are at 130 kts with first stage of flaps extended (take-off setting) by the time we reach the initial approach fix.For longer flights. but it is not particularly difficult to land. Thus for a given IAS. the Constellation needs some attention during descent. We need to keep speed under control. flap extension speed is 174 kts. but we want to climb high into thin air with lower drag. 80% flaps and gear down on base leg. When flying at 15. approach speed minus 10 kts). though. We allow for 3 or 4 minutes level flight at initial approach height in order to slow down. we have way too much MAP available in case of a go-around and it would cause multiple engine failures in exactly the moment when we couldn’t afford it. the Constellation deserves it. If you want to estimate TAS at other altitudes. At Propliner Flyer Magazine 11 . approach speed and 100% flaps once on final approach at about 200 ft above ground. Power must be reduced carefully at steps of only 3” MAP per minute. avoid Mach limit. is actually flying at 260 kts TAS. It is even more critical than in the Super Constellation to arrive at the airfield with the proper speed. 120 kts. While we have a large number of options.000ft with an IAS of 200kt. and Manfred and his team deserves it. If we are still too fast. we must enter a holding pattern to allow airspeed to slow down. An airspeed of 150 kts is recommended for flap extension. ASI can be roughly estimated as indicating the same time. we will initially need to adjust throttle more frequently to avoid MAP increasing instead as we descent into denser air.

Propliner Flyer Magazine 12 .

Propliner Flyer Magazine is endorsed by California Classic Propliners is devoted to the Microsoft Flight Simulator simulation of the propliners flying in California. from the DC-3 to the final glory days before the mid 1970's. tutorials. sounds. Welcome! News. forums. panels. downloads. scenery and the best propliners in the world Check everyday!! Propliner Flyer Magazine 13 .calclassic.

we can jettison people or cargo where and whenever we want. Za Za Za. without ATC complains. We have the luxuory to refill in the air where and whenever we want. so we also have the crap what they have becomming to hate and love. do the most amazing landings or takeoff’s without the FAA ever notice it.Weather in our world By Johan Dees In this series of articles we dive a bit deeper in the inner workings of our world. its capable of adding weather as it is in the other world of aviatiors. Some are big some are small. in the shape of an active sky full of unwanted or wanted. meaning the simulator of our choice. How sweet! So presented with this you wonder. Or don’t we ? Well. can we have this too. called artificial intelligent captains. believe it or not. then I will be one of the first to point them to those dare devils in our skies. but the winds we are been thrown into aren’t always matching the other world pilots expiriences. an extra hand to mother nature is Active Sky. In our world we have a lot in control. without harming them. especially we throw in an extra hand of mother nature. who seem to be directed by Tommy Cooper. We seem to have total control of our world. Maybe someday it will be included. We have the tendacy to be blown over the place now and then where we shouldn’t. and yes there is always a catch. Yes we can! Read on! Propliner Flyer Magazine 14 . but annoying as equal. The weather depiction is overall good. sometimes we are left wondering. if only a little. What did I say ? We do not have total control ? Yes and no. and if so. Ever watched footage on that hyper superduper modern thing called youtube. but hard to find. weather conditions. to enhance the expirience. If its weather related. We can. and that nice gentle rocking is totally absent. What this nice extra hand to mother nature does most of us already know. Our world have some little issues. you can see the cockpit swaying a little to the left and right while the aeroplane is keeping track down to the runway. Luckily. and without any government organisation penalize us. And its pretty good in it too! Now here comes the catch. and we can even. or perhaps not always so luckily. something our real counterparts don’’t have. actually sometimes we do not. make our world nicer and help mother nature a bit ? As someone will say decades from now. Available at your local dealer. but for those left in vain. change aeroplanes in mid of our flight without passengers even notice it.

When using real world weather. depending on your version.cfg file. but not by removing to much. scroll down untill we see the weather section. and very rough when stepping outside in a thunderstom. since I always found the turbulence to mild. when we have done that and opened the configuration file. Propliner Flyer Magazine 15 . but. downloaded in the sim or by injecting from a weather engine. The first step we need to do is find our FS9. and feels more controllable. Also crosswinds still be enjoyable but dont feel like a hurricane wind anymore. It can be rough now. is our FS9.cfg file. The you should see something like this. and also offers then the option to undo this. it isn’t as you know it from before. backup and backup.. the turbulence scale is a personal preference. but if not. Yes. Now. and finally we see FS9. we can locate our Documents and Settings folder. Windows has certain folders obscured in a vain attempt to secure it a bit better.Now after we have done this. and look for the username we use for our login. Windows 7 has more or less the same thing. First a word of warning. We can do this by going to tools. Inside is a folder called Applications. then Microsoft. make backups of your files before tampering with them. you can set the file explorer so that it will show hidden files. It can’t be stressed enough. but its to that difficult to find. Above is an general example of how it may look. If you use XP you might already done this. one seldom has good turbulence. Here all sort of vales are set. We can open that with Notepad.500000 Of course you did made a backup didn’t you ? Now. Backup. Inside that one. but change them to read as below: [Weather] WindshieldPrecipitationEffects=1 MinGustTime=5 MaxGustTime=1000 MinGustRampSpeed=1 MaxGustRampSpeed=5 MinVarTime=2 MaxVarTime=500 MinVarRampSpeed=10 MaxVarRampSpeed=75 TurbulenceScale=0. The unrealistig blowing away of a big propliner is much reduced. in the upper menu. A lot of not so handy computer experts cannot find this file. but.

If you however have it disabled. If you use FSUIPC registered. or download realworld weather. you can set turbulence in clouds and winds.0 or 1. a bit nervous maybe. it again might be too high. who tend to be heavier and fly faster.5 if you like more. Feels real to me. 1.5 to get some turbulence feeling. You can use one of the supplied weather themes. I dont now how often Active Sky for example injects turbulence. Propliner Flyer Magazine 16 .5 feels best. Interresting is also to note that in our lightweight propliners 0.5 might give a nicer effect. a value of 1. otherwise there is no wind nor turbulence to feel. and see and feel the differerence. Of course setting up weather is mandatory. Turbulence A note on the turbulence setting. Good luck captains.0 or 1.Just try it now. Your milage may vary.5 the options enabled in FSUIPC gives a smooth ride with now and then a mild bump. so try it out yourself. What you should notice that with the wind gusts the nose will go left and right more politely. I found with the scalar to 0. but no big sways. If it is only when reported. blowing you out of the sky. In jets. I suggest play with either 0.5. and use an external weather program you might set it back to 1.

Propliner Flyer Magazine 17 .

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But you have to see it for yourself. Mike wrote what he likes in his own creation. perhaps catching JFKs 707. when the rest of the Dutch East Indies became fully independent as Indonesia.. and just outside the airbase/airport gate are all the bars and hookers. also editvoicepack extensions are included. it's like landing on a carrier! Watching all the flying boats taking off and landing and taxiing up to the docks at Faa'a Seaplane base at the International airport in Tahiti. and there are a lot of airports touched by Mike. It is a massive backdate to our world. he flies with KLM. Dad comes out of the dispatch office . In this series we go back to the days when the Dutch left New Gunea in a fictious story of a boy. Naha.I n this series we take a look at the Asia Pacific 1962 scenery from Mike Stevens. made together with Wolfgang Gersch. I’ve got a new camera. Okinawa. We all got our tickets. they need to refuel her. take a look at page 21. Grandma will stay here.. the Dutch retained sovereignty over western New Guinea. and where we should look for some memorable moments. This could be payware folks. she is here too long to go and restart over. so a lot of ground is covered. and the bags are being loaded have to come in steep over the buildings. Trying to get a DC-4 in and out of Bikini Atoll. altough not required. You want to know wich ones ?. In this athmosphere we meet John. or the CAAC route from Xilinhot-Hohhot-Beijing-Shanghai-GuangzhouHanoi. He nodded. never been there. and Tom Gibson. the fantastic fountain with all the "mushrooms" in front of it. How ugly the old terminal really is/was at Taipei. on its way back to The Netherlands. 14 years old. Trying to land at the old Harbin. Following some skirmishes between Indonesian and Dutch forces. Dad had just arrived. The Dutch put an emphasis upon political. There must be anything there that you like!. and said I should wait a little. in 1962. over the fence and then come to a stop in 3900 feet. Mom and me are going to the Netherlands. “Bye grandma”. Including new landclass and waterclass. so why not. and on his way to Hollandia. I said to him. China downtown airport with a twin piston. The new Manila terminal. and seeing the H-bomb at night over the lagoon. and this will be one of the last scheduled flights out. In 1949. There is just way to much to tell for what we have space for in this magazine. Landing at Beijing Capital. She just did’nt want to. Flying the string of pearls CAAK route Pyongyang-Shenyang-Harbinon 18 December 1961. Hailar and on to Chita. Indonesia attempted to invade the region Asia pacific 1962 Part 1 Some of the things he liked about the scenery are: Landing at French Frigate shoals. The constant parade of MATS traffic at Guam and Wake NAS. comparing it to what a dump the old terminal is. Also Jakarta and Singapore should be installed seperatly. Some five thousand teachers were flown there. and took steps to prepare it for independence as a separate country. taxi up to the apron and see Mao and his wife and dog with their limo waiting for you. “Its a Douglas”. business. an agreement was reached and the territory was placed under United Nations administration in October 1962. By Johan Dees Propliner Flyer Magazine 19 . The scenery needs some other scenery installed. I said to her when we got out of her car. and civic skills. It was subsequently transferred to Indonesia in May 1963. and I also recommend the Indochina package to be used. and I got permission to run to the front of the aircraft and make some pictures.. its available. then over the trees and phone poles and wires. and this flight is a nice opportunity to use it! A lot of people are gathered on the apron.

The man looked at me and said in English he did’nt understand what I was saying in Dutch.Asia pacific 1962 On the apron I met a man. Mom smiled a lot. checking his papers. He continued to tell he lived in California. His copilot was already in there. dad said. and talking in the radio. his name was Tom. “Yes. But maybe I will speak to him when we are in the air. next to mom and asked. and yelled to us to buckle up and be quiete. On top of this page you can see grandma her car. In my best English I repeated. Still a long way to go tough”. “If I tell you. and ordered me back. he promised. KLM offered him a job there. “Hoi”. “We have a schedule to keep”. “You also leave for Holland?”. and then by boat to Japan. Stupid me. I have to kill you”. No more talking to strangers. and he understood. and then fly us all the way back to the Netherlands. “We will soon takeoff John”. in one plane we all go the same route”. I said to him. I asked curious. and you too ?”. He laughed at me and said. We climbed on the stairs and went directly to the cockpit. and with my camera I want to learn it all!. but now. I looked around. and took a nice picture of the panel. I dont know if he has a longer way to go than me. and said. My mother looked at me. It must be some town in America. And that was the best news I heard for a while. the neighbours and the great shot I took from the aircraft. “the captain has something to say…” (tbc) Propliner Flyer Magazine 20 . I barely remember. He explained he will go to Hollandia. and he laughed out loud. From there on another ship to his California. And that annoying dog of them. so he will be with us all the time. “When we are in the air. I took another picture. “Well son”. I have been there before. he said”. “What will dad do when we are in Hollandia?”.”. because he will take us to Hollandia. He was from America. but I didnt knew where that was. and said “I am going to Hollandia. I let you fly a little”. the mighty Douglas. said my dad. I show you the cockpit”. “Come on. but that was years ago. That was the reason mom was so happy the last week!. Constanly barking to anyone. “Its a DC3”. The stewardess closed up the door of the aircraft. its time to leave for me. “Why on a boat ?”. I went to my seat.”I think I am the luckiest woman in New Gunea. and thats a long way from here. “of course. Mom asked me to take pictures from our neighbours who will also flying with us.

Oahu USA PJON Johnson Atoll Johnson Is USA PKMA Enewetak Aux AF Enewetak Atoll Marshall Is PKMW Majuro Seaplane Base Majuro Atoll Marshall Is PKWA Bucholz AAF Kwajalein Atoll Marshall Is PKWW Kwajalein Seaplane Base Kwajalein Atoll Marshall Is 1962 Airport list PLCH Christmas Is Christmas Is Kiribati PMDY Henderson Field Midway Is USA PTKK Truk Weno Is Micronesia PTKW Truk Seaplane Base Weno Is Micronesia PTPW Pohnpei Seaplane Base Pohnpei Is Micronesia PTRW Koror Seaplane Base Babelthuap Is Micronesia PTYW Yap Seaplane Base Yap Is Micronesia PWAK Wake Is NAS Wake Is USA RCSS Song Shan Taipei Taiwan RJAM Marcos Is Minama Torishima Japan RJAW Iwo Jima Field Iwojima Japan RKJJ Kwangju Field Gwangju Korea RKNN Gangneung Field Gangneung Korea RKPC Chejudo Field Jeju Korea RKPP Pusan Busan (Pusan) Korea RKSM Seoul Airbase Seoul Korea RKSS Kimpo Intl Seoul Korea RKTN Taegu Airfield Daegu Korea ROAH Naha Field Okinawa Japan RPLL Manila Intl Manila Philippines RPMD Davao Davao Philippines RPML Cagayan de Oro Cagayan de Oro Philippines RPMZ Zamboanga Zamboanga Philippines RPUH San Jose San Jose Philippines RPUY Cauayan Cauayan Philippines RPVA Tacloban Tacloban Philippines RPVB Bacolod Bacolod Philippines RPVI Iloilo Iloilo Philippines RPVP Puerto Princesa Puerto Princesa Philippines RPVV Lahug Cebu City Philippines WABB Mokmer Intl Biak Dutch New Guinea (Indonesia) WAJJ Holandia Airfield Holandia (Jayapura) Dutch New Guinea (Indonesia) WMKF Kuala Lumpur Kuala Lumpur Malaysia YPCC Cocos Field Cocos Is Australia YPXM Christmas Is Christmas Is Australia ZBAA Bejing Capital Bejing (Peking) China ZBHH Kuei Sui Airfield Hohhot China ZBLA Hailar Airfield Hailar China ZBXH Xilinhot Xilinhot China ZGGG Baiyun Guangzhou (Canton) China ZKCJ Seishin Chongjin North Korea ZKGS Kaesong Kaesong North Korea ZKHH Yonpo Airfield Hamhung North Korea ZKPY Pyongyang Capital Pyongyang North Korea ZKWS Wonsan Wonsan North Korea ZMUB Buyant Ukhaa Ulaanbaatar Mongolia ZSSS Hongqiao Shanghai China ZYHH Harbin Harbin China ZYYY Dongta Shenyang China In the next part of the story we takeoff to Hollandia with John and his family. Hawaii USA PHFS Tern Is NAF French Frigate Shoals USA PHJR Barbers Point NAS Capolei.Asia pacific AYLA Lae Airfield Lae Papua New Guinea (Australia) AYNZ Nadzab Airfield Lae Papua New Guinea (Australia) AYRB Lakunai Airfield Rabaul Papua New Guinea (Australia) AYPY Jackson's Field Port Moresby Papua New Guinea (Australia) AGGH Henderson Field Honiera (Guadacanal) Solomon Is ANG Anguir Airstrip Anguir Is Micronesia BII Bikini Atoll Enyu Marshall Is N55 Jabor Jaluit Jabor Jaluit Atoll Marshall Is NCAW Aitutaki Aitutaki Cook Islands NFFN Nandi Intl Nadi Fiji NFLB Lauthala Bay Suva Fiji NFNA Suva Nausouri Fiji NFNL Lebase Bay Lebase Fiji NFNM Matei Matei Fiji NFNR Routuma Routuma Fiji NFTF Fua'amotu Intl Nuku'alofa Tonga NGTA Mullinix Field Tarawa Kiribati NPS Pearl Harbor NAS Honolulu USA NSFA Faleolo Intl Apia Samoa NSSB Satapuala Bay Apia Samoa NSTU Tafuna Intl Pago Pago American Samoa NTAA Faaa Papeete. Guam USA PGWT West Tinian Tinian Is Northern Marianas PHBK Barking Sands NAF Kauai. Guam USA PGUW Guam Seaplane Base Agana. Tahiti French Polynesia NTBW Motu Mute Seaplane Base Bora Bora French Polynesia NTTB Motu Mute Bora Bora French Polynesia NTHW Fare Seaplane Base Huahine French Polynesia NTNW Rangiroa Seaplane Base Rangiroa French Polynesia NTRW Uturoa Seaplane Base Raiatea French Polynesia NTTG Rangiroa Rangiroa French Polynesia NTTR Uturoa Raiatea French Polynesia NTTW Temae Seaplane Base Moorea French Polynesia NVSS Santo-Pekoa Luganville Vanuatu NVVV Bauerfield Port Vila Vanuatu NWWE Moue Des Pins Is New Calidonia NWWH Nesson Houailou New Calidonia NWWK Koumac Koumac City New Calidonia NWWL Ouanaham Lifou New Calidonia NWWM Magenta Noumea New Calidonia NWWR La Roche Aero Mare New Calidonia NWWV Ouloup Ouvea New Calidonia NWWW Tontouta Field Noumea New Calidonia PCIS Topham Airfield Canton Is Kiribati PGRO Rota Rota Is Northern Marianas PGSN Isley Field Saipan Northern Marianas PGUA Andersen AFB Guam USA PGUM Agana Field Agana. Tahiti French Polynesia NTAW Faaa Seaplane Base Papeete. Propliner Flyer Magazine 21 .

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power off. Also.S. This tutorial is not aimed at users of simulators who are still uncertain how to use avionics such as ADF. but that level of detail can wait until later. In order to simulate the operation of propliners realistically. VOR and ILS to conduct basic radio navigation of aircraft. dive. are also available elsewhere. The tutorial will provide guidance as it progresses. or printed.Propliner Flyer Tutorial PART 1 By FSAviator In this series the Propliner Flyer Magazine is proud to bring you the Propliner 2008 Tutorial written by FSAviator. Miles per gallon achieved in a jet depend on altitude. and illustrate it. Of course you can read the tutorial by yourself. unrealistic clearances and unrealistic rates of climb and descent that are not appropriate to the era being simulated or the aircraft in use. then we plan to fail. Any jet has double the fuel economy. This tutorial explains how to use vintage and classic era avionics realistically within the context of commercial propliner operation in a non radar environment. We must be able to update our plan as we execute it. with illustrations where applicable. is often better. The difference between estimated time of arrival (ETA) and actual time of arrival (ATA) is crucial. VOR and ILS are available within the 'Learning Center'. The magazine has got the right to publish parts of the tutorial here by Tom Gibson. Tutorials concerning use of ADF. arrival and approach procedures for our point of departure and destination. some text is ommited. When simulating the operation of a propliner prior to the 21st century there is little point in 'filing an IFR plan'. Unless explicitly stated everything in this tutorial assumes the nil wind case. we need to undertake pre flight planning. Within MSFS ATC is more of a navigation cheat mode than a simulation of real ATC. For others we need to download and study the current real world departure. Most are freely available on the web. anyway. Creation of a hand written. but we found that digisting it in small parts. in any era. JETLINERS v PROPLINERS The dynamics of jet engines and piston engines are not just dissimilar. stay up there as long as possible and therefore plans to descend in a high drag. We must also learn to issue appropriate ATC clearances to ourselves. It must get up there as fast as possible. we like to take this opportunity to bring the tutorial to a wider audience. some text may be added for further clarification. Consequently many of the statements in this tutorial are false when applied to jets. First we need to cover the basics of propliner flying. The canned procedures are never appropriate outside the U. steep. The usual flight planning tools are not capable of doing that without error. at 41. Please enjoy the old new tutorial. To simulate some early phases of commercial aviation history we need only a good tourist map. 4D flight plan to follow is essential. If we fail to plan. This profile is not about saving Propliner Flyer Magazine 27 . It must be corrected as we fly along. and therefore double the range. they are totally different. real name unknown. The canned ATC will just try to impose unsafe radar vectors..000 feet. Explanations of modern approach lighting etc. Not all is copied.

and will never achieve the cruising velocity we see quoted in references. The Air Speed Indicator (ASI) is just recording the number of molecules rammed per second. Cruising velocity can only be achieved at operational ceiling. During a short haul flight a propliner (or bomber etc) may never reach operational ceiling. but unlike a jet the fuel burned does not. Piston engines have neither the benefits nor the problems of jet engines. without the Vertical Speed Indicator (VSI) falling below 500 ft/min and without the Indicated Air Speed (IAS) falling below the mandated climb IAS. OPERATIONAL CEILING. They achieve about the same fuel economy (range) at any altitude. Any jet will run out of fuel as little as half way to destination if it cruises too low or descends too soon. However the only way to get from A to B in the minimum time in any aeroplane is to operate it at its operational ceiling. We are ramming more air molecules and they slow us down (a lot). We must climb to the initial operational ceiling and as weight reduces through the flight we must step climb to new higher operational ceilings. Piston engined aircraft can cruise slowly at low level without significant fuel penalty if required to do so. The time it takes a propliner to get from A to B depends mostly on altitude. therefore plans to descend in a high drag. (collected in the pitot tube). but fuel consumption per hour will. Piston engines have neither the benefits nor the problems of jet engines. Jet aircraft require a radar based ATC environment to meet that requirement. Regardless of the velocity it cruises at. This profile is not about saving money. The operational ceiling depends on the current weight. Propliners did not and until commercial jets arrived Propliner Flyer Magazine 28 . Think about what a 34 KIAS wind. So long as they do not exceed their current operational ceiling. However the only way to get from A to B in the minimum time in any aeroplane is to operate it at its operational ceiling. Whenever we fly any aircraft we must work hard to maximise our velocity (TAS) whilst restraining our profile drag (IAS). steep. For a jet early climb and late descent are flight safety requirements. The practical definition of operational ceiling when using a simulator is the maximum level to which the aircraft can climb. The operational ceiling depends on the current weight. but unlike a jet the fuel burned does not. However even though fuel economy varies little the higher they fly the less air resistance propliners encounter and the higher the True Air Speed = TAS = velocity they achieve without any loss of range or economy of operation. They achieve about the same fuel economy (range) at any altitude. However even though fuel economy varies little the higher they fly the less air resistance propliners encounter and the higher the True Air Speed = TAS = velocity they achieve without any loss of range or economy of operation. Regardless of the velocity it cruises at. Any jet will run out of fuel as little as half way to destination if it cruises too low or descends too soon. not our velocity. navigation and flight planning was 'procedural'. *using only climb MAP and rpm*. The lower we fly. in any aircraft. power off. Propliners did not and until commercial jets arrived ATC. DRAG. Jet aircraft require a radar based ATC environment to meet that requirement. does to a tree. dive. Piston engined aircraft are therefore very inefficient for long range flying. So long as they do not exceed their current operational ceiling. For a jet early climb and late descent are flight safety requirements. the slower we fly. called a gale. and therefore displays our profile drag. We must climb to the initial operational ceiling and as weight reduces through the flight we must step climb to new higher operational ceilings. The time it takes a propliner to get from A to B depends mostly on altitude. It may take a propliner more than thirty minutes to reach its initial operational ceiling and more than ten hours to reach final cruising level after several step climbs. In a propliner fuel consumption per mile will not vary significantly with altitude at constant power. Piston engined aircraft are therefore very inefficient for long range flying. Jets cannot. navigation and flight planning was 'procedural'. Most MSFS users fail to understand that they will arrive at destination many hours later than necessary if they do not sustain operational ceiling throughout the flight.

It is impossible to flight plan. They do not have enough power. Aeroplanes are not terrestrial vehicles. achieving ever more nose down attitudes. Wind noise isn't an indicator of velocity. at too low an altitude. To go faster (accelerate) we must step climb again and again as weight reduces hour by hour.Air molecules exert great drag on aeroplanes. That extra power is there only so that we can climb into thinner air. long hill climb. applying more and more power. ACCELERATION and DECELERATION Most MSFS users have never flown an aircraft. The aeroplane is the exact opposite of a terrestrial vehicle. Until MSFS users grasp that IAS is drag and TAS is velocity it is impossible to understand how to plan the climb and descent of aircraft. but have operated terrestrial vehicles. It takes simulator users. Whether we can see the surface will be a matter of chance. is to point it uphill and keep on going uphill for as long as possible. We start the acceleration burning 600 gallons per hour and finish it burning only 480 gallons per hour. Airliners cannot fly fast at low level. That's the whole point. How we navigate will be explained shortly. Anyone using a flight simulator needs to understand that before they can use a flight simulator realistically. To fly at even 231 KTAS at low level we would need to apply abusive power to try to get the drag up to almost 231 KIAS. The aircraft would be forced nose down passing a drag of about 190 KIAS and the fuel burn would be horrendous. Gale force upon gale force of drag. confusing IAS with TAS. In a DC-6B we must take care that the drag does not rise above 165 KIAS until we have finished accelerating the aircraft. it's just an indicator of drag. Many hours later we can cruise at 258 KTAS up at FL220. It's just a lot more drag. So long as we keep going up hill it will accelerate so fast that we can reduce MAP from 45 inches in the stage 1 climb to just 37 inches in stage 3 climb during the At sea level a drag of 160 KIAS delivers a velocity of 160 KTAS. but most simulator users never quite grasp the difference between drag (IAS) and velocity (TAS). (and many real pilots). To fly fast an airliner must accelerate for as long as possible. still with only 182 KIAS of drag. he hears the wind noise screaming ever louder as he decelerates a hundred knots in no time at all. If that sounds unlikely then you are bound to be flying unrealistically. Consequently they end up trying to increase the wrong one. and the only reason airliners exist. Everything they have ever learned about terrestrial vehicles leads them to believe that any vehicle is easier to accelerate going downhill than going uphill. A drag of 400 KIAS at low level ensures that the fighter is much slower than it is with a drag of 250 KIAS at high level. and the only way to accelerate an aircraft. We will have turned a ten hour flight into a seven hour flight by climbing and sustaining operational ceiling as weight reduces. so we hear much more wind noise. We cannot accelerate a DC-6B by applying 37 inches and burning only 480 USG/hr at low level. is that aircraft are incredibly easy to accelerate when going uphill and almost impossible to accelerate when going downhill. In an aeroplane climbing enables acceleration and diving promotes deceleration. it's just an indicator of drag. We must keep the IAS down and the TAS high by flying as high as possible in the thinnest possible air. We would be trashing the engines at the same time confusing drag with velocity. as the gales of drag rise out of control due to the abusive power and abusive fuel burn. Of course manufacturers like Cessna provide aircraft like the C172 with an operational ceiling of a couple of thousand feet or the C182 whose operational ceiling is a few thousand higher. The closer they are to sea level the worse they perform. IAS isn't an indicator of velocity. which will be at least 30 minutes after take off. and it is impossible to understand why aircraft must follow a 4D flight plan. The whole point about aircraft. We can only do it at the top of a long.000 feet to 400 KIAS at low level he has decelerated from about 500 KTAS to about 400 KTAS. but after going up hill in a DC-6B at a drag of about 160 KIAS for 30 minutes we will have reached about FL160 and we will have accelerated to a velocity of 205 KTAS. When climbing we need less and less power to go faster and faster. a long time to understand that if a fighter pilot power dives his fighter from 250 KIAS at 40. We must keep the drag low and point it up hill or it will not accelerate. Propliner Flyer Magazine 29 . If we departed at max gross in a DC-6B we will be around our current operational ceiling by then so we will reduce power further to 31 inches and allow the drag to rise to just over 180 KIAS allowing the aircraft to accelerate further to a velocity of 231 KTAS. As the fighter pilot dives hard and watches the ASI needle proceed from 250 to 400 he is watching the drag rise. They are efficient at low levels. Most of the time we will be flying above most of the weather in smooth air. It is not there to increase drag (IAS) at low level final stage of the acceleration. for more than a couple of minutes.

In real life ATC force aircraft to descend to control their energy state. but to succeed in flight simulation it is absolutely necessary to understand that the more we need to decelerate the harder and further we must dive. Altitude controls energy state and therefore turn rate. Some run little risk of exceeding Mno. Telling a pilot to reduce altitude and drag at the same time is stupid. As we fly towards our destination we do not have an approach clearance. MSFS assumes that ATC are using radar in conjunction with modern era jetliner procedures. That's why terminal ATC airspace has to look like a series of inverted wedding cake tiers. but for a DC-6B up at FL220 hardly ever. Because it is too dumb to control aircraft energy state it vectors aircraft over huge distances at excessive velocities in huge radius turns. The pilot needs to target higher drag than econ cruise IAS to dive steeply to decelerate the aircraft quickly. and the faster the deceleration. In real life if ATC intend to start vectoring an aircraft they will force it to descend to kill its energy state first. Back in the classic phase of aviation history we would have been approach sequenced entirely by when we were given descent clearance. but they got a descent clearance based on their number in the stack (approach) sequence anyway. When ATC have killed an aircraft's energy state to their satisfaction they will start to vector it hard in low radius turns that do not endanger other aircraft and don't take 2 minutes to turn 60 degrees. It follows that the airliner that needed to dive hardest and farthest was Concorde. Suppose in real life ATC instruct a DC-6B to maintain FL 220 and to reduce drag by ten knots from 190 KIAS to 180 KIAS. There is always an approach sequence whether or not aircraft are actually stacking. The DC-6B is pretty slippery and tends to have an energy state problem that we have to manage with both care and foresight in order to avoid structural failure. It had to decelerate faster and more than any other airliner. That's one of the things what makes it so much more interesting to operate than a jet. often there are over fifty. ( FSAviator © ) Propliner Flyer Magazine 30 . A descent with drag lower than cruise drag would be very shallow.AIR TRAFFIC CONTROL. On reaching FL150 the pilot can now be instructed to reduce (drag) 20 KIAS to 180 KIAS and TAS will fall by a further 25 KTAS to 227 KTAS. For a DC-3 cruising down at FL100 this would happen frequently. Approach sequencing was entirely vertical. the more the drag. At any bank angle its turn radius will now be 25% reduced when (RDF or radar) vectored. The 16% deceleration and 25% reduced energy state are mostly due to the ATC mandated descent. Increasing drag by 10 knots while power diving 7000 feet with increasing IAS slows the aircraft 17 KTAS. even when descending at more than 700 VSI. Reducing drag also potentially reduces lift. ATC cannot afford to do most of the early approach sequencing by dog legging high velocity aircraft all over the sky. I realise that this is entirely counter intuitive to users of terrestrial vehicles. This decelerates the aircraft by 14 knots from 269 KTAS to 255 KTAS. In real life ATC will force it much lower and kill its energy state much further before vectoring it hard for approach sequencing else it will exit the protected airspace of the airway or terminal area when turning. Given a free hand we will not choose to descend at more than 700 VSI in a propliner as it will quickly cause profile drag (IAS) to rise to unsafe values. But ATC can only tell an aircraft in the cruise to reduce profile drag (IAS) a fairly small amount before it might become unsafe. At a busy airport today there are never fewer than thirty aircraft in the queue for each landing runway. The first aircraft to badger a clearance out of ATC to the lowest level in the stack (sequence) landed first. In real life a pilot can bitch at ATC for descent in accordance with his or her airline's fuel saving policy all they like. The higher the IAS in a dive. Remember we are not entitled to descent clearance at all. but they get clearance according to their position in the approach sequence. Either way they are being approach sequenced by ATC before they get descent clearance from FL 220. We will study those structural limits in detail later. even in econ cruise power. In real life we may have to maintain cruising level into the stack and make all of our descent winding down in the hold. but it cannot easily go down and reduce drag (IAS) at the same time. An aircraft can go down and slow down (reduce TAS) very easily. and so it assumes that ATC can construct the approach sequence using lateral separation. when and how much an airliner descends is not an aircrew problem. In the classic era more like a dozen. Of course some propliners have higher drag co-efficients than others and some are stronger than others. Inbounds are selectively decelerated by instructing them to descend in the appropriate sequence. All pilots bitched for early descent. In the vintage and classic phases of commercial aviation they could not. In real life. The aircraft will have decelerated 42 KTAS for the 10 KIAS drag reduction from the original 190 KIAS to 180 KIAS losing almost 16% of its velocity (TAS) and a quarter of its energy state. The sky is crowded. However inbound to a busy airfield we are always in the ATC approach sequence at least 20 minutes before we get an approach clearance and normally before top of descent. The canned ATC in MSFS is too dumb to do this. and to each successive level. but they can always ask politely if ATC have forgotten them. Descending at more than 700 VSI we risk exceeding first Mno and then Vno. round and round until it is our turn to have approach clearance. the steeper the dive.Instructing the same DC-6B to increase (drag) to 200 KIAS and descend to FL150 reduces its velocity from 269 KTAS at FL220 to 252 KTAS at FL150. from cruising level.

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04. .. If we had to SIM the cost of overhaul and maintenance to get flying hours we would all better understand the concept …………………………………………. For both economy of fuel.7). It is used as an indicator of power output by the FE.04 and subtract 14. METO: Maximum Except Take Off This is a maximum continuous operational power setting for engine operations. You don’t want to live your life flying around at METO power. The total actual Horsepower delivered to the crankshaft. This was originally measured on a prony brake and eventually was measured in test cell and by engine mounted internal Tourquemeters………………………… MAP: Manifold Absolute Pressure Now here is something that Americans have forced upon the world The Brits use BOOST Pressure and others use ATMOSPHERES. Once again determined by engineering and testing at the factory.7 for the standard atmosphere at sea level and multiplying by 2.Manifold pressure and RPM are settings that are found through testing and engineering that provide the best settings for the engine/airframe combination. as these carried the primary thrust load for the engine. .. …… . MAP is defined as the absolute pressure of the air inside the induction system. On a non supercharged engine this can be below atmospheric. for each row. and economy of parts. (Divide MAP by 2. In addition usually the master rod cylinders were monitored. A high indication on a master rod related CHT could in di cat e p ot ent i al Ma st er rod b e ar ing p r o b l e m s ………………………………………… . as well as on a supercharged engine that is not producing boost at lower power levels British Boost pressure gauges read in PSI and can be converted by adding 14. BSFC: Brake Specific Fuel Consumption Since we are in the neighborhood lets hit the other indicator of performance. Propliner Flyer Magazine 33 . The factory determined a temperature based on engineering data that the cylinder head should not exceed in order to insure a long life without mechanical or structural failure. BMEP: Brake Mean Effective Pressure This is the pressure during the power stroke of a reciprocating engine measured in pounds per square inch. This is the pounds of fuel burned per hour for each brake horsepower the engines develops……………………………………………. Engine 1-0-1 CHT: Cylinder Head Temperature The cylinder heads used on the engines that powered the propliners were forged aluminum. The reverse of the equation works for the opposite conversion.Brake Horsepower. he could adjust the mixtures to achieve a rise in BMEP and find best power using that information.

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story or just tell us about yourself or the magazine. and your email address will never been shown nor made public or sold. You can send us a mail with your question. © Propliner Flyer Magazine 2012 Propliner Flyer Magazine 35 . just tell us.AIR MAIL Next issue we will publish and answer letters to the editors. All names will be kept private if you wish. To contact us write an email to: Propliner Flyer Magazine Editors Jobia at zeelandnet dot com Replace the at with @ and dot with a .

full carburetor heat should be used to prevent further ice formation. follow the manufacturer´s recommendations. Whenever the throttle is closed during flight. To combat the effects of carburetor ice. and it should be left in the ON position until you are certain that all the ice has been removed. carburetor ice could build unnoticed until you try to add power.p. otherwise the carburetor heater may not provide enough heat to prevent icing. ice may form on internal surfaces of the r. the engine is more susceptible to carburetor icing. engines with float-type carburetors employ a carburetor heat system. due to the sudden cooling that takes place in the carburetor. This temperature drop can be as much as 60 to 70°F. icing can occur even with temperatures as high as 100°F (38°C) and humidity as low as 50 percent. Also. The first indication of carburetor icing in an airplane with a fixed-pitch propeller is a decrease in engine Propliner Flyer Magazine 36 . the engine may cease to operate. However. a temperature drop of 70°F results in an air temperature in the carburetor of 30°F. carburetor. In an airplane with a constant-speed propeller. as well as the vaporization of fuel.m. open the throttle smoothly for a few seconds to keep the engine warm. If enough ice builds up. but no reduction in r. This restricts the flow of the fuel/air mixture and reduces power. sometimes up to 15 percent. including the throttle valve. The carburetor heat should be checked during the engine runup. a constant r. contributes to the temperature decrease in the carburetor. however. and leave it on during the closed-throttle operation. If detected. there is . Under certain conditions. Carburetor heat Carburetor heat is an anti-icing system that preheats the air before it reaches the carburetor. Carburetor heat is intended to keep the fuel/air mixture above the freezing temperature to prevent the formation of carburetor ice. the engine cools rapidly and vaporization of the fuel is less complete than if the engine is warm.m. Therefore. When ice is present in an airplane with a fixed-pitch propeller and carburetor heat is being used. Carburetor heat can be used to melt ice that has already formed in the carburetor provided that the accumulation is not too great. Propeller pitch is automatically adjusted to compensate for loss of power. Ice generally forms in the vicinity of the throttle valve and in the venturi throat.p. is maintained. Thus. full carburetor heat should be applied immediately. Although carburetor ice can occur during any phase of flight.The use of carburetor heat causes a decrease in engine power. it is particularly dangerous when using reduced power during a descent. A carburetor temperature gauge. if you suspect carburetor icing conditions and anticipate closed-throttle operation. If ice is present.What about: Carburetor Icing ? Carburetor ice occurs due to the effect of fuel vaporization and the decrease in air pressure in the venturi. which causes a sharp temperature drop in the carburetor. The heat will aid in vaporizing the fuel. at an outside air temperature of 100°F. The reduced air pressure. Periodically. even after the ice has been removed. applying partial heat or leaving heat on for an insufficient time might aggravate the situation. carburetor icing usually is indicated by a decrease in manifold pressure. If water vapor in the air condenses when the carburetor temperature is at or below freezing. The emphasis. and help prevent the formation of carburetor ice. In extreme cases of carburetor icing. This enriches the mixture.. adjust the carburetor heat to the full ON position before closing the throttle. because the heated air is less dense than the outside air that had been entering the engine. Carburetor ice is most likely to occur when temperatures are below 70°F (21°C) and the relative humidity is above 80 percent..p. Therefore. is very useful in determining when to use carburetor heat. is on using carburetor heat as a preventative measure. which may be followed by engine roughness.m. if installed. When using carburetor heat. periodic checks should be made to detect its presence. in this condition. When conditions are conducive to carburetor icing during flight.

m. altitude. which indicates the maximum permissible carburetor inlet air temperature recommended by the engine manufacturer. Carburetor heat must remain in the full-hot position until normal power returns. the indicator must be kept outside the yellow arc by application of carburetor heat. Certain carburetor air temperature gauges have a red radial.p. immediate action should be taken to eliminate ice already formed in the carburetor. The default DC3. and a lot of calclassic endorsed aircraft have anti icing equippement like carburetor heaters. Carburetor air temperature gauge Some airplanes are equipped with a carburetor air temperature gauge. However. depending on the severity of the icing. followed by a gradual increase in r. as the ice melts. If the air temperature and moisture content of the air are such that carburetor icing is improbable. can be operated with the indicator in the yellow range with no adverse effects. Usually. It provides the outside or ambient air temperature for calculating true airspeed. If ice is not present. carburetor heat should not be Propliner Flyer Magazine 37 . It is imperative that a pilot recognizes carburetor ice when it forms during flight. a loss of power. This is accomplished by applying full carburetor heat. followed by a gradual increase. During this period. except to check for the presence or to remove carburetor ice. will decrease. In addition. and possibly engine roughness as melted ice goes through the engine.p. which will cause a further reduction in power. the r. If carburetor icing is not present. a decrease in the manifold pressure will be noticed. also.a decrease in r. a green arc may be included to indicate the normal operating range.m. Since the use of carburetor heat tends to reduce the output of the engine and also to increase the operating temperature. and to prevent further ice formation. used when full power is required (as during takeoff) or during normal engine operation. with a yellow arc indicating the carburetor air temperatures where icing may occur.. When carburetor heat is used on an airplane with a constant-speed propeller. the gradual increase in manifold pressure will not be apparent until the carburetor heat is turned off. the face of the gauge is calibrated in degrees Celsius (°C). This yellow arc typically ranges between -15°C and +5°C (5°F and 41°F). the pilot must resist the temptation to decrease the carburetor heat usage. Outside air temperature gauge Most airplanes also are equipped with an outside air temperature (OAT) gauge calibrated in both degrees Celsius and Fahrenheit. and/or airspeed will occur. if the atmospheric conditions are conducive to carburetor icing. The engine also should run more smoothly after the ice has been removed. Once a power loss is noticed. and also is useful in detecting potential icing conditions. and ice is present. These symptoms may sometimes be accompanied by vibration or engine roughness. then remain constant. which is useful in detecting potential icing conditions. the engine Also in our world (MSFS) we can enjoy carbicing. These symptoms may last from 30 seconds to several minutes.m.p.

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the Dr. As early as 1924.Sofia Istanbul opened.Beirut Baghdad to Tehran. the Junkers air transport company "Iran Air" was launched on the two scheduled routes linking Tehran and Isfahan with the Russian transport network and the coast (Bushehr). defeated the roof of the world. In 1929. 1934 led the old Lufthansa board member. Knauss on 14 November with the W33 "Balkan" undertook. including the establishment of Russian society Deruluft in 1921 and the SinoGerman Eurasia is due in 1930. Seebohm officially opened the route through his participation on the first flight. Lufthansa will appear again on a track that already trialling. Thus.Lufthansa flies to the east! From our German correspondent: Arne Ziesmann. mail and passenger flights were the efforts of the old German commercial aviation. The inclusion of mailflight operations on the route Berlin .Munich . Untucht and Kirchhoff with the DANOY and Drechsel. Djask. the flight routes to the Middle East and the road there Date. In the year 1930 is also a reconnaissance flight to Baghdad. have been explored already in the thirties. Calcutta. Canton to Shanghai. Twice weekly. Federal Transport Minister Dr. von Tettenborn and Penke with the D-AMIP on 24 and 26 August 1937. Baghdad. the first shipments between Berlin and Vienna at night by train. Joachim von Schröder started on a reconnaissance flight to Turkey in order to explore the possibilities here for a scheduled air traffic.Istanbul . A year later. Bangkok. Crucial for the further expansion of the route network to the Middle East was first the expedition flights to opening the airway to the Far East.Baghdad on 29 October 1937. On the return flight the D-ANOY had to make an emergency landing. Propliner Flyer Magazine 39 . As a result of this was on the flight after an agreement with the Turkish Ministry of 5th May 1930 of scheduled air mail service on the route Berlin .Frankfurt .Vienna . Von Gablenz. its extension to Tehran on 1 April 1938 and Kabul. Started at the Hamburg-Fuhlsbüttel airport on 12 September. due to an engine defect in the desert at the oasis of Chota. such a flight with a Ju -52 over Cairo. On 25 October. a Super-G-Constellation of Deutsche Lufthansa for its first flight on the new route via Dusseldorf . Carl August Freiherr von Gablenz. the silver birds fly on this route of Lufthansa in both directions. The crew was captured as a result of the turmoil of a Chinese partisan general and received back only after four weeks of captivity to freedom.Budapest . Under this conception. were being transported. the post already in Breslau was taken from the aircraft. Besides the creation of European air connections had been the efforts of the old Deutsche Lufthansa and its predecessor companies in the development of major air routes to Asia counted. took the two Ju52 over the Pamir Mountains on the way to the Far East. including the expansion of the passenger traffic however should be seen as a direct result of that flight. he flew 11 hours from Berlin to Istanbul with a Junkers W33.Belgrade .

Propliner Flyer Humor Propliner Flyer Magazine 40 .

sounds. from the DC-3 to the final glory days before the mid 1970' California Classic Propliners is devoted to the Microsoft Flight Simulator simulation of the propliners flying in California. panels.Propliner Flyer Magazine is endorsed by www. Welcome! News.calclassic. downloads. scenery and the best propliners in the world Check everyday!! Propliner Flyer Magazine 41 . tutorials. forums.

Propliner Flyer Magazine 42 .

France. the two Bell 47s were used for postal flights on weekdays. and together. served seventeen destinations in four countries. Sabena had expanded its helicopter operations.. The first of these helicopters arrived on July 28 of that year. and the third to M. which gave Sabena the chance to gather valuable experience on how to exploit a helicopter network. Sabena ceased its postal flights on January 16 1954. when they ordered 2 Bell 47D-1s for use on internal postal services. the three Bell 47s were involved in the relief operation following the flood disaster of February 1953 in the Netherlands. From August 21 onwards. namely the first of an order of six Sikorsky S-55 helicopters. of France one month later. The Sabena management had decided to purchase these helicopters for use on the short-range passenger network. BEA was experimenting with regional helicopter services. the Netherlands and Germany. its network spreading across Belgium. Additionally. with the three Bell 47s joining the rescue effort later that same day.. After about 1000 postal flights. The three Bell 47s were put up for disposal. in fact. A third Bell 47 was acquired in 1952. But meanwhile.A. the helicopters were used for proving flights. where New York Airways and Chicago Helicopter Airways offered connections between the airports and nearby destinations.T. albeit flown by a Sabena pilot. February 1954. at their high point. followed during the next month by the second one. But Sabena would be the first airline to offer international services. Sabena World Airlines started their helicopter services in 1950 as an experiment. two being sold to Osterman Aero AB of Sweden in Propliner Flyer Magazine 43 . This issue will look at Sabena World Airlines of Belgium and its helicopter operations. and in the UK. carrying 166183 kg of mail. Legend has it that it was a Sabena Bell 47 which did the first reconnaissance flights above the affected area.A. it was a Hiller. which. The first scheduled passenger services On July 2 1953. as an alternative for fixed-wing operations with DC-3s. MS Bastogne arrived in the harbour of Antwerp with a special cargo. delivering and collecting mail at several landing sites around Belgium. Such operations already existed in the US.Classic Airline Spotlight Sabena World Airlines The Helicopter Years 1950-1966 From our Correspondent in Belgium: Nikko Yaginuma Classic Airline Spotlight will try to give an insight into some of the airlines which grace our classic skies.

As a fourth S-55 was delivered to Sabena in 1954. and more specifically to inaugurate one important new route: on March 3rd 1957. these helicopters allowed Sabena to greatly expand its services. a new service was inaugurated from Brussels to Duisburg and Dortmund. Flown trice weekly. this service was short-lived. a single flight each week was routed via the airfield at Axel-Terneuzen rather than Antwerp. For the 1956 and 1957 services. Bonn. the entire fleet of eight newly purchased S58Cs left the Brussels city heliport. and to Maastricht either direct or via Liège. Still trice-daily. and a third flight which included a DuisburgDortmund connection. with the Maastricht. this allowed the company to drastically expand the frequencies of its services. the Rotterdam routing was revised.Sabena started services to Lille. this network was served during weekdays only. landing little over an hour later at the newest Propliner Flyer Magazine 44 .Cologne . the route Brussels . Also during that summer. Sabena received two additional S-55s. scheduled services were inaugurated in September. where a direct DC-3 service to London was offered. In at Brussels' Melsbroek Airport. but neither resulted in immediate scheduled services. the Cologne flight only stopped at Maastricht. Much like the Cologne/Bonn service. Sabena also did two experimental flights. two more S-55s arrived. Starting March 1st 1954. This third German service followed a slightly different route: while the two Bonn flights both flag-stopped at Liège and Maastricht. this connected Brussels with Vlissingen via Knokke-Zoute: this coastal service also offered further connections with Sabena's coastal services out of the Knokke-Zoute airport. one to Paris on December 20th 1953. and after some proving flights. One month later a further adjustment was made in services. Starting in the summer of 1955.During the summer of 1953. Sabena offered a coastal helicopter service. to Rotterdam via Antwerp. when Sabena began receiving the first of its Sikorsky S-58C's. Sabena offered two different services: two daily flights from Brussels via Eindhoven to Duisburg. With a larger capacity and higher cruise speed than the S-55s. the other at the Allée Verte/Groendreef heliport some 500 meters from the Brussels North Station . However.Bonn was inaugurated. From its two Brussels hubs . and Lille routes being flown daily. During this time. and one to London on July 7th 1954. One month later. In the first winter. with a separate flight to Cologne being inaugurated on April 1st 1954. and a second daily Lille service and third daily Rotterdam service were established.Liège . and the Rotterdam route being flown twice a day. which allowed the company to further expand its network. lasting only until September 3rd 1955. New helicopters and a World Fair The biggest change came late in 1956. the Maastricht service was expanded into a second daily Bonn service.

the entire duration of the Fair. the Sabena helicopter services had already transported over 250000 passengers. Sabena started reducing the size of its helicopter fleet. In September. with its relatively small capacity. and for the first time the airline was in deep financial trouble. for which the scheduled airline services had to cover. large Vertol 107. and later that month two more were leased to Elipadana of Italy for the duration of three months. after which the services were stopped. However. Due to the independence of Congo and the subsequent troubles there. However. the decision was made to stop the loss-making helicopter operations. The first destination to go was Antwerp. This was punctuated even more by the total number of passengers carried that year: just 35637 passengers were carried. two S-58s were requisitioned by the Belgian government for use in the Congo. after which the Brussels-Rotterdam route was flown non-stop. the helicopter network was in decline.London loop. The airline was not satisfied by the type. initially from September 1962 onwards.Sabena helicopter destination in Paris. One of its S-58s was sold to Gyrafrique in April 1960. as Sabena had decided to stop serving the city due to its proximity to its Brussels hub. it was already clear that the helicopter services were nearing their end. This forced Sabena to use alternative equipment on its network: the flights to Lille were temporally flown by the company's sole Alouette II. and the decision was made to end the helicopter services. two of the services continuing through Brussels to Rotterdam and Dortmund. one further S-58 was sold to Asahi Helicopters of Japan. with the World Fair being held at Brussels. and the World Fair heliport was dismantled. a much reduced service was continued over the winter. the total number being lower than those of 1957 and 1958. The importance of this route was only further emphasised by the fact that Sabena chose to serve this new destination no less than five times a day. when one of the remaining S-58s was lost in a flying accident during an engine test. At this point. luckily without causing injury to the crew. As a result. interest was expressed in the new. and was used by the airline until February 28 1961. The company also opened a temporary helicopter base on the World Fair premises themselves. as well as sightseeing flights around the Fair. Sabena had lost a large part of its network and income. they were also used on scheduled services between Brussels and Cologne. The six S-55s were sold to the French government. which was connected with the rest of the network.Brussels . the leased helicopters returned to their respective owners. The airline had already stopped its fixed-wing operations into the city's airport in 1961. but the closest Sabena got to obtaining a replacement was a trial of the Sikorsky S-62. this situation being worsened by the recent purchase of jet equipment in the form of Boeing 707-329s and Caravelle 6Ns.Paris . This left Sabena with four of its original eight S-58s. it was increasingly becoming clear that the helicopter services were making substantial losses. The sale was made in September of 1962. Sabena leased additional capacity in the form of two Vertol V-44B and one Westland Widgeon helicopter. While the Vertols were mainly used for sightseeing flights. In order to assure full services on its network. The fleet was even further reduced in May of 1961. Also during 1960. flying the prototype on a London . by this time. the Widgeon. The situation for Sabena's helicopter network improved in April of 1962. and were subsequently used by the French Army. though. and sell the remaining S-58s to the Belgian Air Force. However. and decided not to purchase the S-62s. One was delivered by Sikorsky for tests on Sabena's passenger network in June of 1960. when they returned it to Sikorsky. when the two S-58s that had been used in the Congo were returned to Belgium. 1958 was an important year for Sabena. The special services into the World Fair heliport lasted from April 17th until October 19th. was exclusively used for sightseeing and aerial photography duties. October 1st 1962 saw the last helicopter services into Antwerp. although this date was later revised to June 30th 1963. Reducing the fleet By 1959. Sabena began considering replacements of the S-58C: Fairy gave a demonstration flight with its Rotodyne. and in December. As part of the helicopter fleet was already being converted for Air Force use. Propliner Flyer Magazine 45 .

and used to kill malaria mosquitoes around the Congolese capital of Léopoldville. with flagstops at Maastricht and Liège. these three helicopters were maintained and flown by Sabena personnel. Sabena introduced an equivalent replacement service: the Common Market Commuter services. In September of 1960. a number of destinations was dropped. In order to cover the loss of capacity on the network.1B helicopters. with the service continuing trice weekly to Duisburg. In this reduced form. the helicopter was occasionally used for aerial spraying. The two remaining S-58Cs were sold to the Belgian use by the Congolese department of Waterways. flown with light passenger aircraft. while the two remaining aircraft were handed to the Force Publique in 1960. Painted up in a full Sabena livery. Painted in full Sabena livery minus the titles. the two Sikorsky's remained in Congo until April of 1962. as were those to Dortmund and Bonn. the Central Government of the Belgian Congo decided to purchase three Westland-Sikorsky WS51 Dragonfly Mk. it was returned to Belgium.Air Force as VIP aircraft. Officially registered as KAT-43 and KAT-44. while the Alouette II was sold to Israël. two S-58Cs were leased from Chicago Helicopter Airlines. OO-SHG and OO-SHM were sent to Elisabethville for use by the Katangese government. One of the S-55s was lost in an accident in January of 1958. Propliner Flyer Magazine 46 . although one of them was used during the visit of the Belgian king in 1955. for aerial spraying operations. Cologne was served during weekdays. In order to continue service. and three Sikorsky S-55s were purchased as replacements. these aircraft were also flown for aerial spraying operations. and later purchased. The helicopter services to Lille and Paris were scrapped. the helicopter services were continued until November 1st 1966. but it had a very short career in Congo: in June of 1959. as well as via Eindhoven. Starting from 1968. A variation on the route to Rotterdam was introduced: Sabena now served the city directly from Brussels. when they were returned to Belgium and returned to Sabena service. A Colonial Chapter: Sabena helicopters in Congo In 1951. these Dragonflies were sold. Very little is known about the Congolese service of the Sabena S-58Cs. In 1955. an Alouette II was purchased for An unexpected reprieve The decision to stop the scheduled helicopter services was unexpectedly reversed when many of the destination cities expressed interest to continue these flights. when Sabena decided to cease its helicopter services altogether. In 1957. While not officially part of the Sabena fleet.

Used for aerial spraying 1955-1958. Sold to Armée de l'Air (France) 1956. Converted to HSS-1 standard 1963. W/O Brazil. Preserved Museu de Bebedouro. Restored as OO-SHW and exhibited at International Helicopter Museum. OO-UBB Arrived Brussels August 1950. Sold to Armée de l'Air (France) 1956. Sold Mexico 1955. Sold to Armée de l'Air (France) 1956. of France in March 1954. After this it was stored at Brussels. Used for aerial Propliner Flyer Magazine 47 . Sold to Belgian Air Force September 1962 and registered as B12/OT-ZKL. Used on postal flights 1952-1954. OO-CWF Arrived Leopoldville 1955. W/O January 27 1958. Used on scheduled passenger flights 1954-1956.A. Last seen as Force Aérienne Congolaise WT-01.1B OO-CWA Arrived Leopoldville May 18 1951. In 2001. Used on scheduled passenger flights 1956-1962. WFU & scrapped. the aircraft was put on display at the International Helicopter Museum in Weston-Super-Mare. OO-SHE Arrived Antwerp 1955. OO-SHB Arrived Antwerp 1953. returned to Belgium December 1962. Sold to Belgian Air Force September 1962 and registered as B9/OT-ZKI. OO-SHI Arrived Brussels November 1956. OO-SHH Arrived Brussels October 4 1956. The Fleet Bell 47D-1 OO-UBA Arrived Brussels July 28 1950.Polar Service: Sabena's Antarctic Bell 47 One final strange chapter in the history of Sabena's helicopter services was that of their single Bell 47H1. sold as SE-HAK to Osterman Aero AB of Sweden in February 1954. UK since 2001. Sikorsky S-55 OO-SHA Arrived Antwerp July 2 1953. Used on scheduled passenger flights 1953-1956. sold as SE-HAI to Osterman Aero AB of Sweden in February 1954. Used for aerial spraying 1955-1960. Stored Brussels 1960-1962. Sold as SE-HBE to Osterman Aero AB of Sweden 1962. WFU Brazil. Sold Mexico 1955. OO-CWB Arrived Leopoldville 1952. Used on scheduled passenger flights 1955-1956. Weston-SuperMare. delivered to Koksijde Heli Flight May 1963. Sold to Belgian Air Force September 1962 and registered as B11/OT-ZKK. after it had been restored to its Sabena/Belgian Antarctic Expedition colours. SOC 1980. Registration changed to OO-SHY July 1953. W/O Congo. Transferred to Congo for operations in Katanga. Used on scheduled passenger flights 1956-1961. OO-SHC Arrived Antwerp 1953.T. WFU & scrapped. OO-SHK Arrived Brussels November 1956.A. preserved Sinsheim Museum. sold D-HAUE to Meravo Luftreederei Fluggesellschaft MBH August 1978. W/O September 21 1964. spraying 1952-1955. Used on postal flights 1950-1954. Used by Belgian Antarctic Expedition 1957-1960. OO-CWC Arrived Leopoldville 1952. Converted to HSS-1 standard 1963. Used on postal flights 1950-1954. Used on scheduled passenger flights 1957-1962. Converted to HSS-1 standard 1963. SOC September 1985. Retired Belgian Air Force June 1976. it carried the Sabena logo on its tail. it was never intended for use on the scheduled network: instead. Registration changed to OO-SHX July 1953. Handed to Force Publique as S -41 in April 1960. Used for aerial spraying 1955-1960. used as spares for D-HAUG. Handed to Force Publique as S -40 in April 1960. W/O Brussels May 5 1961. delivered to Koksijde Heli Flight May 1963. Acquired in 1957. until it was sold to Osterman Aero AB of Sweden in 1962. As such. delivered to Koksijde Heli Flight April 1964. OO-SHD Arrived Antwerp 1954. Sold to Armée de l'Air (France) 1956. Sold to Belgian Air Force September 1962 and registered as B10/OT-ZKJ. OO-SHF Arrived Antwerp 1955. OO-SHL Arrived Brussels January 1957. Westland-Sikorsky WS-51 Mk. Sold Mexico 1955. OO-CWG Arrived Leopoldville 1955. Retired Belgian Air Force May 1976. Used on scheduled passenger flights 1953-1956. sold as F-OAPY to M. the aircraft served for three years until it returned to Belgium in 1960. OO-CWE Arrived Leopoldville 1955. delivered to Koksijde Heli Flight November 1963. Departing for the South Pole in November 1957. Used for aerial spraying 1952-1955. Brazil. Preserved Finland. Damaged in minor accidents in 1957 and 1960 (both repaired). sold D-HAUF to Meravo Luftreederei Fluggesellschaft MBH August 1979. Registration changed to OO-SHZ July 1953. OO-UBC Arrived Brussels June 21 1952. Sold to Armée de l'Air (France) 1956. Used on scheduled passenger flights 1956-1960. it was purchased for use by the Belgian Antarctic Expedition for liaison and reconnaissance purposes. W/O India. WFU & scrapped. Used on scheduled passenger flights 1956-1962. Used on scheduled passenger flights 1955-1956. WFU & Scrapped. Bell 47H-1 OO-SHW Arrived August 21 1957. Sikorsky S-58C OO-SHG Arrived Brussels October 4 1956. with technical support provided by the airline. Used on scheduled passenger flights 1953-1956. Converted to HSS-1 standard 1963. Used for aerial spraying 1951-1955. WFU & scrapped. Sold to Armée de l'Air (France) 1956. September 27 1960.

Returned to Sikorsky February 28 1961. Brussels Melsbroek/Brussels National (B): Sabena Helicopter Hub. Returned to Vertol October 1958. Used on scheduled passenger flights 1957-1960. Sold to Israël January 12 1968. Retired Belgian Air Force October 1975. OO-SHQ Arrived Brussels June 24 1963. Served April-October 1958 only. Dortmund (D): Served 1955-June 1963. on lease from Vertol for passenger flights during World Fair of 1958. Knokke/Zoute (B): Served Summer 1955 only. Brussels Exposition 1958 (B): Brussels Expo temporary Heliport. returned to Belgium December 1962. during World Exposition. Liège Boulevard Frère-Orban (B): Served September 1953-November 1966. Cape Town 1979. Sold USSR 1960 together with N74056. Propliner Flyer Magazine 48 .Retired Belgian Air Force July 1976. Airworthy. Used on scheduled passenger flights 1957-1960.Eindhoven . Returned to Vertol October 1958. Brussels City Heliport. preserved German Army Field Laupheim. Rotterdam Katshoek (NL): Served September 1953November 1966. Germany. on lease from Vertol for passenger flights during World Fair of 1958. Converted to VVIP standard and delivered to Koksijde Heli Flight June 1969. Bonn Römerbadplatz (D): Served October 1953June 1963. September 27 1960. registration changed to OO-SHV. Returned to Westland October 1958. Ramona. Used for medevac flights. Sikorsky S-62 N976 Arrived Brussels May 19 1960. N74058 Arrived Brussels April 17 1958. Transferred to Congo for operations in Katanga. Westland Widgeon WS51 Mk. April 24 1960. OO-SHO Arrived Brussels February 1957. OO-SHN Arrived Brussels February 1957.Dortmund). Retired Belgian Air Force August 1976. Converted to HSS-1 standard 1963. Served September 1953-November 1966. CA. Sold as FOBON to Gyrafrique of France.Eindhoven & Brussels . delivered as N878 (ex-Chicago Helicopter Airways). Sold to Belgian Air Force December 1967 and registered as B15/OT-ZKP. Scrapped SABENA Destinations Antwerp/Deurne (B): served September 1953October 1962. on lease from Sikorsky for proving flights. Eindhoven Genneperweg (NL): Served 1955November 1966. delivered to Koksijde heli Flight October 1963. Used on scheduled passenger flights 1957-1960. Paris/Issy-Les-Moulineaux (F): Experimental flight December 20 1953. Alouette II OO-CWH Arrived Leopoldville 1957. Served September 1953-November 1966. July 7 1954 only. Köln Venloerstrasse (D): Served October 1953November 1966. Brussels Airport Heliport. Duisburg And der Aakerfähre (D): Served 1955November 1966. sold D-HAUD to Meravo Luftreederei Fluggesellschaft MBH May 1978. W/O October 15 1971. Transferred to Brussels June 1959. sold D-HAUG to Meravo Luftreederei Fluggesellschaft MBH May 1978. OO-SHP Arrived Brussels June 24 1963. Axel/Terneuzen (NL): Served 1956 . Used on scheduled passenger services winter 1960-1961 (Brussels .1957 only as alternative routing for Brussels-Rotterdam route (weekly single stop either way).Duisburg . sold D-HAUC to Meravo Luftreederei Fluggesellschaft MBH February 1978. scheduled flights March 1957June 1963. December 1 1960. Sold to Belgian Air Force September 1962 and registered as B13/OT-ZKM. Maastricht De Griend (NL): Served September 1953November 1966. Vlissingen (NL): Served Summer 1955 only. Brussels Allée Verte/Groendreef (B): Sabena Helicopter Hub. status unknown. delivered as N869 (ex-Chicago Helicopter Airways).2 G-ANLW Arrived Brussels April 1958 on lease from Westland for passenger flights during World Fair of 1958. Sold as JA7067 to Asahi Helicopters of Japan. Used for antimalaria flights 1957. preserved Frankfurt Airport. SOC April 1984. Sold to Belgian Air Force December 1967 and registered as B14/OT-ZKN. Preserved Norfolk and Suffolk Aviation Museum. OO-SHM Arrived Brussels January 1957. Lille Place des Buisses (F): Served September 1953June 1963. Preserved Classic Rotors Museum. Converted to VVIP standard and delivered to Koksijde Heli Flight January 1969. Used on scheduled passenger flights 1963-1966. also used to fill shortage in capacity during 1961-1962. Vertol 44A N74057 Arrived Brussels April 3 1958. London Southbank Heliport (UK): Experimental flight. Used on scheduled passenger flights 1963-1966. No scheduled flights resulted. SOC early 1980s.

Propliner Flyer Magazine 49 .

so I assume it is non existant. A lot of homebuild cockpit builders also cannot use it. suitable for casual flyers. and will rely heavily on DLC. worse then FS2004 to me.Recently there was a lot of stirr up at the flightsimulator forums because the big sites like AVSIM and FLIGHTSIM where invited in a preview of the new upcomming and much anticipated new sucessor to FSX. There is no way to get old addons in it. Oh. but to use it a bit you need addons. This tells us a lot. with its mediocre airfields. It looks not good. and in my setup the ground behaves as in FS2004. FS2004 will live at least again another year! This guy is what I need now to get it rid of my PC Johan Propliner Flyer Magazine 50 . als scenery looks more dense. not a simulator yet. lets say 25% or so. This alone means for me that it is a no go. The whole file structure is way smaller and in packs. and the great performance of FS2004. However soon we all get it for free!. nor birds. with all sorts of missions. Also XPlane 10 is not an option. If you look at XP10 then you may like me not impressed. This all just mean to us no way to adjust it to our needs. The game is totaly geared to gameplay in stead of simulation. with some refinements. or moving traffic what so ever. and upgrade to FSX if we like. Gone is the handy menu on top. no 3th party developpers allowed. some claim much better. No living world. its Windows LIVE enabled. they won’t develop for it. downloaded contanten. but lower it gets worse very rapidly. feature=player_embedded&v=5xJImWUdA-E It looks good isn’t ? Well it might untill you get it and see for your self. No 2D panel to find. It is much more different than what was released earlier in any incarnation of the series. A show stopper. Nice from 2000 feet and up. an overall dumbed down interface. Perfomance is a bit better. but it breathes FSX inside out. its a VC only game. but we will then miss the scenery addons. but the blurries are still there. is what some may call a facepalm on the forehead. To me it looks FSX. Only those from MS at the moment. What did I say ? None. What we have now. there is lot of game element in it. Sound seems ok. started way back in the eighties. in stead we have the usual game interface. and includes just the bare bones. Then. I wasn’t. MS will release it for free. ORBX and Aerosoft lost interrest in Flight. no cars. We can luckily stay with FS2004. nor any refrence to it. And there seem to be a big reason as to why the words simulator are dropped from the title. First take a look at the flashy movie they released on youtube: http://www. lower appeal and smaller design group. but in my expirience it is just a bit better. since the VC is there all the time. nor any simulation and in this form it can be skipped or igored. Yes. My conclusion is that MS Flight is absolutly cannot be used for propliner simulation. I didnt saw them. I need 2D panel capability due to my setup with 7 screens. (PAK) So its closed. and I applied for a beta testing position. with less setting we are used to. but not for the serious simmers like us. called simply FLIGHT.

Propliner Flyer Magazine Propliner Flyer Magazine 51 .

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