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Post by okami on Jul 1, 2010 16:04:43 GMT -5
Thanks, Tom. Oddly, most stories I read about European airlines who later got their hands on second-hand ones (all of 'em charter ones) describe this choice as mistakes at best, with these airlines either going out of business within a year or two, or switching to other material just in time to avoid doing so - something that didn't seem to be the case with airlines going for second-hand DC-7Cs. Anyway, time for the next leg, I guess. This brings us from Nairobi to Mogadishu. Airline: Aden Airways Schedule: September 1957 Flight: Aden 468 Equipment: Douglas DC-3 Dakota Frequency:Thursdays only Departs: Nairobi/Jomo Kenyatta Intl. (HKJK - Kenya) Departure: 0730 local time (0430 UTC) Arrives: Aden Intl. (OYAA - Aden Protectorate) Arrival: 1720 local time (1420 UTC) Stops: 2 stops: - Mogadishu (HCMM - Somalia) arrives 1130 local, departs 1200 local - Hargeisa/Egal Intl. (HCMH - Somalia) arrives 1510 local, departs 1540 local On take-off it soon becomes apparent our DC-3 is having quite some trouble coping with the altitude. Nairobi is situated at an altitude of 5300 ft, and with a full complement of passengers and fuel for the distance, our DC-3 appears to be on the heavy side, needing far more runway than is usually the case. In the end, it manages to take off, though. At first, we have to cope with some dense clouds, but as we get further from Nairobi, the sky clears up, with only the occasional cloud. The journey brings us from the mountains of the Yatta Plateau over the plains of the lower Juba, with scrubslands breaking the plain pattern of the arid plains. As we near the coast, control starts asking us to turn onto the approach into Mogadishu. Turning onto final approach, our plane is suddenly buffeted by quite some turbulence - almost bad enough to bring us down. Retracting the flaps a notch and pushing the throttle a bit more forward, we manage to ride out the worst of it and put the plane down. Taxying onto the apron, we park next to the plane which will be flying our next leg, all the way into Aden. Next leg: a short hop into the Middle East...
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Post by okami on Sept 28, 2010 16:51:17 GMT -5
It's been quite a while since I last posted something in this thread, for which I apologise. I've been rather busy lately, and completing the thread always seemed to come... well, certainly not first. ^^; Anyway, onwards with the show! Airline: Aden Airways Schedule: October 1962 Flight: Aden 480 Equipment: Canadair DC-4M Argonaut Frequency:Thursdays only Departs: Nairobi/Jomo Kenyatta Intl. (HKJK - Kenya) Departure: 0830 local time (0530 UTC) Arrives: Aden Intl. (OYAA - Aden Protectorate) Arrival: 1550 local time (1250 UTC) Stops: 1 stop: - Mogadishu (HCMM - Somalia) arrives 1135 local, departs 1220 local When our previous flight, Aden 468, landed at Mogadishu, Aden 480 could already be seen in the background. So here, about 40 minutes later, we continue our trip northwards towards Europe. Aden Airways was, as you can already guess by the livery, one of several BOAC regional subsidiaries. It was a British-run airline, which provided local and regional services around Aden. Originally it was equiped with Dakotas only, but in 1960 it received its very first Canadair Argonaut. Back in 1960, the Argonaut was rapidly being retired by BOAC, who had used the type since 1949. Essentially a DC-4 with a pressurised cabin and inline Merlin engines bolted on instead of radials, the Argonaut (or North Star, to call it by its Canadian name) had been used by TCA and BOAC for most of its long-haul services. By the end of the 1950s, both airlines were rapidly replacing the type with more modern aircraft (BOAC kept theirs longer than anticipated because of its trouble with the Comet 1 and Britannia). Most ended up on the second hand market, giving the type a second lease of life. It remained a familiar sight in Europe for a couple of years thanks to such charter airlines as BMI/Derby, Overseas and Flying Enterprise, as well as some slightly less legal operators (read: arms- or other smugglers), but most had been retired, scrapped or relegated to airport fire dumps by the end of the sixties. However, as with other types, a number of BOAC aircraft were either leased or sold to subsidiaries for their networks, such as East African Airways or Aden Airways. These aircraft remained in service longer than their BOAC counterparts, most of them being retired only in the early-1960s. EAA traded its Argonauts for Comets, while Aden retired their five Argonauts after receiving Viscounts. Of the five, four were scrapped at Aden; a fifth was sold to a UK operator, but scrapped just two years later. Unfortunately for Aden Airways, the second half of the 1960s saw a complete decline of the political situation in the soon-to-be ex-British protectorate. Amidst increasing political instability and violence, which saw the airline lose two of its aircraft to bombings (an empty Viscount on the ground in '67, and - tragically - an airborne Dakota in a political assassination in '66), they ceased trading in 1967. With that, our Argonaut has arrived in Aden. The next flight will see us return to the African continent, courtesy of a local operator...
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Post by okami on Sept 29, 2010 6:39:51 GMT -5
And after our short stop in the Middle East, we head back to Africa... Airline: Sudan Airways Schedule: January 1961 Flight: Sudanair 221 Equipment: Vickers Viscount 831 Frequency: Fridays only Departs: Aden Intl. (OYAA - Aden Protectorate) Departure: 0500 local time (0200 UTC) Arrives: Khartoum Intl. (HSSS - Sudan) Arrival: 0850 local time (0650 UTC) Stops: 1 stop: - Asmara/Yohannes IV (HAAS - Ethiopia) arrives 0700 local, departs 0800 local Many apologies for a lack of take-off or initial climb pictures. The livery for this Viscount was made by Gary Russell. Unfortunately, most of his repaints have black night textures, resulting in completely black aircraft at night, so I had to wait until there was some light before I could start shooting screens..., I installed these liveries on the wrong model, which resulted in black textures instead of night ones. Entirely my fault. >.< Sudan Airways was founded in 1947 by Sudan Railways, as part of the country did not have access to the railway network. From humble beginnings on Doves, Sudan Airways expanded its network in the fifties with Dakotas. In 1959, the airline leased a Viscount from Airworks, which allowed them to start scheduled flights to Europe, the so-called "Blue Nile" flights. The Viscount remained only for a short while with the airline: in 1962, it was replaced by Comet 4Cs, and returned to Airworks Ltd, which had meanwhile been absorbed into British United Airways. Soon after, the Dakotas too were replaced by Fokker Friendships. Sudan Airways still flies today; unfortunately it is a blacklisted airline, prohibited from operations over Europe. After a relatively short leg, our Viscount arrives in Asmara, then still part of Ethiopia (it's now the capital of Eritrea). Asmara makes for a rather challenging landing, as it is situated 7661 ft (2335 m) above sea level, amidst some rather rugged terrain. Our next leg will see us heading further northwards for one final stop in Africa, before we head out to Europe...
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Post by okami on Sept 30, 2010 4:56:06 GMT -5
Revisiting a familiar plane... Airline: Ethiopian Airlines Schedule: July 1958 Flight: Ethiopian 606 Equipment: Douglas DC-6B Super Cloudmaster Frequency: Saturdays only Departs: Addis Ababa/Lidetta (HAAL - Ethiopia) Departure: 1440 local time (1140 UTC) Arrives: Cairo Intl. (HECA - Egypt) Arrival: 2155 local time (1855 UTC) Stops: 1 stop: - Asmara/Yohannes IV (HAAS - Ethiopia) arrives 1135 local, departs 1220 local We've already met the Ethiopian DC-6B once before, during flight 617 (the Monrovia - Accra leg). Originally, my intention was to fly this leg by CV-240, but at the time no livery existed for the old one, and the VBF one was still top-secret and under progress. The routing would have been different as well, namely Asmara - Khartoum, with a further leg to Athens by SAS DC-7C. Anyway, the sun is already beginning to set as Ethiopian 606 takes off for Cairo. The altitude of Asmara's airport (see previous post) makes take-off a slight bit trickier, but not that much. As we turn on course, the beauty of the landscape becomes apparent... Heading north, we soon start to leave the Ethiopian highlands behind us and venture out over the Nubian desert. The barren landscape stretches out below us as far as the eye can see... However, not much later the shorelines of the Red Sea become visible. Our route brings us on a course parallel with that of the Red Sea banks. By this time, however, night has truly fallen, and our passengers see barely anything of this view (and by the looks of things, some have even decided to get a bit of a nap). Last picture, and after some six hours of flight, Ethiopian 606 starts its descent into Cairo. Unfortunately the landing brought on a heap of workload (there being no ILS available), so I forgot to take screenshots of it. As our wheels touched the ground, we landed one final time on African soil. Next time, we're heading into Europe...
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Post by okami on Sept 30, 2010 5:21:52 GMT -5
And finally, we head out into Europe, on the final part of our journey... Airline: KLM Schedule: April 1957 Flight: KLM 302 Equipment: Douglas DC-6 Cloudmaster Frequency: Mondays only Departs: Cairo Intl. (HECA - Egypt) Departure: 0835 local time (0635 UTC) Arrives: Amsterdam/Schiphol (EHAM - the Netherlands) Arrival: 2140 local time (2040 UTC) Stops: 3 stop: - Istanbul/Yeþilköy Intl. (LTBA - Turkey) arrives 1225 local, departs 1315 local - Vienna/Schwekat (LOWW - Austria) arrives 1630 local, departs 1715 local - Köln/Bonn Intl. (EDDK - West Germany) arrives 1940 local, departs 2040 local It's a familiar airline that will bring us back to Europe. We previously travelled five legs by KLM flight: Beyrouth - Karachi (KLM 861 - Super Constellation); Havana - Oranjestad via Kingston (KLM 678 - CV-340); Oranjestad - Maracaibo (KLM 711 - DC-3); and Kano - Brazzaville (KLM 593 - DC-7C). Neither will it be the last time, but more about that when we get there... :3 As we take off for a last time in Africa, we pass one of the Seven Wonders... sort of. Way in the distance, as we turn on course, we can see the Pyramids. Following the Nile up north, we soon get to the Egyptian coast, just west of Port Saïd. The skies are clear as we start heading out over the Mediterrean... ... though we do encounter some low clouds as we are over it. Not much else happening, though, it is turning out to be rather a boring flight after all. :/ After a while, we cross the Turkish coast some 30 miles south of Antalya. This brings us right over the outcrops of the Taurus mountains, which border the Mediterrean coast of Turkey. It makes for quite some sights, too. Having crossed Turkey, we start our descent into Istanbul somewhere near Burça. Here too, the terrain is rather rugged, resulting in even more spectacular sights. After an approach that takes us over the Black Sea, we finally land at Istanbul's Yeþilköy airport, on the European side of the Bosporus. Next stop: Vienna!
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Post by okami on Sept 30, 2010 7:13:35 GMT -5
At Istanbul, we change over to Cedar flight 227... Airline: MEA - Middle East Airlines Schedule: November 1958 Flight: Cedar 227 Equipment: Vickers Viscount 754 Frequency: Tuesdays and Saturdays only Departs: Beyrouth/Khaldé (OLBA - Lebanon) Departure: 1200 local time (1000 UTC) Arrives: Frankfurt/Rhein-Main (EDDF - West Germany) Arrival: 2120 local time (2020 UTC) Stops: 2 stop: - Istanbul/Yeºilköy Intl. (LTBA - Turkey) arrives 1445 local, departs 1530 local - Vienna/Schwekat (LOWW - Austria) arrives 1840 local, departs 1925 local Small discrepancy in the livery: it is post-1963, after MEA and LIA merged. ^^; Anyway, having taken off from Istanbul, Cedar 227 turns West, heading out over the Black Sea coast on its way to Vienna... While on our way, we encounter KLM 547, a Lockheed L-188 Electra II which is heading exactly the opposite way. (Amsterdam - Vienna - Istanbul - Beyrouth - Amman - Baghdad). Naturally, ATC gives us a notice of this. Our route brings us from Turkey through Bulgaria and Rumania, where we pass the Transsylvanian Alps. Somewhere down there, there's a castle... but that's an entirely different story. ;D And from there, we continue on into Hungary. We pass Lake Balaton, the so-called 'Hungarian Sea'... ... by which time we start our descent into Vienna. The sun is already setting by the time the Viscount initiates its approach into Vienna's Schwekat airport. Next: not the most obvious route West, namely via the East...
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Post by Tom/CalClassic on Sept 30, 2010 9:19:50 GMT -5
I'm enjoying your story, Nikko.
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Post by raymengel on Sept 30, 2010 13:46:24 GMT -5
Me Too!
Thanks and looking forward to the next installment of "Around the World"!
Ray Mengel Spokane Valley, WA
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Post by okami on Oct 1, 2010 3:04:15 GMT -5
Hi all, Thanks! ;D The next flights all take place during the last three days of the journey (days 74 - 76 in realtime): Airline: CSA - Ceskoslovenské Aerolinie Schedule: April 1964 Flight: CSA-Lines 592 Equipment: Ilyushin Il-14M Frequency: Wednesdays only Departs: Vienna/Schwekat (LOWW - Austria) Departure: 1250 local time (1150 UTC) Arrives: Prague/Ruzyne (LKPR - Czechoslovakia*) Arrival: 1400 local time (1300 UTC) Stops: Non-stop As noted before, I'm not taking the direct route to my final destination (Palma de Mallorca), but decided on taking a quick detour via the East. The weather conditions are somewhat questionable as we take off from Vienna, with reduced visibility and low clouds. Still, it's only a short flight - about an hour, in fact. Soon we manage to climb out into clear blue skies, but already after half an hour or so, ATC starts giving us approach instructions, as we're only about 50 miles out of Prague (the entire flight is about 180 miles) As we start our descent, visibility turns out to be even worse than when we took off. Luckily, GCA guides us into the airport (no ILS-coupled autopilot approach on the IL-14M, remember...) So after a rather short flight, we land at Prague/Ruzyne, right on schedule. It was 12:50 when we filed for our flightplan at Vienna, and as we halt at the terminal, it is exactly 14:00. :3 Next time: Flying Lufthansa - the other one, that is. ;D
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Post by okami on Oct 1, 2010 19:41:34 GMT -5
The journey continues... Airline: Deutsche Lufthansa GmbH der DDR Schedule: April 1963 Flight: Deutsche Lufthansa 619 Equipment: Ilyushin Il-14P Frequency: Wednesdays only Departs: Budapest/Ferihegy (LHBP - Hungary) Departure: 1250 local time (1150 UTC) Arrives: Berlin/Schönefeld (EDDB - East Germany) Arrival: 1800 local time (1700 UTC) Stops: 1 stop: - Prague/Ruzyne (LKPR - Czechoslovakia) arrives 1600 local, departs 1650 local About 2 hours and 50 minutes after our arrival at Prague, we're off again, this time courtesy of Lufthansa. No, not Deutsche Lufthansa AG of West Germany, but Deutsche Lufthansa GmbH der DDR, its East-German... 'cousin'. Both airlines fought for the Lufthansa name for a while, but in 1963 a ruling forced the East German Lufthansa to adopt another name. The airline subsequently was reborn as 'Interflug', even though that name was already in use by East Germany's second airline, a state-owned charter company. For a while, though, both Lufthansas existed alongside one another, even though they served entirely different destinations. Logically, as East Germany's official airline, Deutsche Lufthansa served only East-German destinations. It had its hub at Berlin-Schönefeld, all the way up to its demise in 1991. Like the CSA flight before it, this one is reasonably short, lasting only an hour and ten minutes. The visibility at Prague is still marginal, but as we head out to Berlin it soon improves, with clear skies and perfect visibility. After a very short, uneventful flight, we touch down at Schönefeld and taxi to the terminal. Next time: one final leg East before turning West again...
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Post by okami on Oct 2, 2010 5:35:53 GMT -5
Last flight on day 74... Airline: LOT - Polskie Linie Lotnicze Schedule: April 1957 Flight: Pollot 228 Equipment: Ilyushin Il-12B Frequency: Weekdays including Saturday Departs: Paris/Le Bourget (LFPB - France) Departure: 1530 local time (1430 UTC) Arrives: Warsaw/Okecie (EPWA - Poland) Arrival: 2210 local time (2110 UTC) Stops: 2 stops: - Brussels/Melsbroek (EBBR - Belgium) arrives 1640 local, departs 1720 local - Berlin/Schönefeld (EDDB - East Germany) arrives 1940 local, departs 2020 local Some two hours and twenty minutes after our arrival at Schönefeld, we depart again, this time for Warsaw. In the meantime, the weather has deteriorated, with visibility about as bad as it was when we left Prague earlier the same day. This time our airline of choice is LOT of Poland. As we turn east, we climb out over Schönefeld, with Tempelhof visible in the background. Soon we manage to break through the cloud cover. Once we cross the Polish border, the weather seems to improve a bit, with less cloud cover, however there still appears to be a light ground haze. In the distance, the city of Pilzen can be seen. As we begin to descend, the weather conditions deteriorate again, proving to be very much similar as those on our departure in Berlin. The clouds are low and plentyful; and visibility is much limited by haze. And so we touch down at Warsaw airport, bringing an end to the 74th day of the journey. We'll stay at Warsaw for this night, but tomorrow we'll head west again... Next time: East meets West...
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Post by okami on Oct 2, 2010 6:25:18 GMT -5
The morning of day 75... Airline: LOT - Polskie Linie Lotnicze Schedule: April 1963 Flight: Pollot 237 Equipment: Vickers Viscount 804 Frequency: Thursdays only Departs: Warsaw/Okecie (EPWA - Poland) Departure: 0800 local time (0700 UTC) Arrives: Copenhagen/Kastrup (EKCH - Denmark) Arrival: 1000 local time (0900 UTC) Stops: non-stop. After a rather good night's rest, we continue our journey. The next leg will bring us from Warsaw to Copenhagen; however, rather than yesterday's 'Coach', we'll be travelling in style this time. For a time during the late '50s and early '60s, LOT decided to purchase Western equipment rather than having Russion planes forced upon it. This started with a handful of second-hand CV-240s; in 1962 they were joined by second-hand Viscount 800s. LOT's three Viscounts started out as Transair Ltd. aircraft, before they were transferred to British United Airways upon the merger of Transair into the BUA group. They joined LOT as SP-LVA to LVC late 1962. However, LOT never seems to have had much luck with its Viscounts: SP-LVB was lost barely a month after its delivery, when in December 1962 it crashed on approach to Warsaw with the loss of all 33 aboard; three years later SP-LVA flew into cumulonimbus and disintegrated over Jeuk, Belgium. Luckily the aircraft was in transit, so only the crew of four was lost. These accidents left SP-LVC as the sole surviving Viscount in LOT's fleet. Soon after, though, the purchasing policy of the airline was changed, and it decided to go fully Russian again: the surviving Convairs and Viscount were sold on. SP-LVC was sold to NZNAC as ZK-NAI; it later had a stint as Pearl Air's VQ-GAB before becoming G-CSZB with a number of airlines (including Dan-Air, British Air Ferries and British World Airlines) before it was withdrawn from service in 1996 with 46220 hours and 40643 cycles. She was scrapped in 1998, with parts being used for the restauration of VH-TVR at Essendon, Melbourne, Australia; however, her front fuselage was also salvaged and is now part of the Aeropark collection. After about one and a half hour, ATC begins to instruct us on our approach into Copenhagen. It proves not to be easy, though, as there's a lot of traffic around. At one point we are perilously close to Transair Sweden flight 532 which is on approach to Malmo/Bulltofta. On our final approach, however, our automated approach fails to engage, so I have to put the plane down manually. This happens without much trouble, so we're soon taxying past the old terminal towards the new one. As we park up at the new terminal at Kastrup, we celebrate a milestone: with this flight, we have officially passed the 100000 km mark! Up to now, we have flown a total distance of 100149 km or 62295 miles. However, we still need to get to Palma... (As a bonus, a nice spotters' picture of SP-LVC parked up at the new terminal) Next time: turning south...
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Post by okami on Oct 3, 2010 5:12:30 GMT -5
Meanwhile, out on the observer's deck, a spotter takes another picture... Airline: Lufthansa Schedule: April 1958 Flight: Lufthansa 201 Equipment: Convair CV-440 Metropolitan Frequency: Daily Departs: Copenhagen/Kastrup (EKCH - Denmark) Departure: 1200 local time (1100 UTC) Arrives: München/Riem (EDDM - West Germany) Arrival: 1545 local time (1445 UTC) Stops: 1 stop: - Hamburg/Fuhlsbüttel (EDDH - West Germany) arrives 1305 local, departs 1335 local Two hours after our arrival in Copenhagen, we're off again, this time on our way to Hamburg. It's still misty and cloudy as we climb out of Kastrup. Soon we head out south from Copenhagen over Sjaelland. Over the snow-covered fields (it's early April) there's a persistent fog, though soon we're climbing out of it, into the blue skies. As we begin to cross the Femern Belt, the weather improves drastically, with excellent all-round visibility. We cross the German coast just east of Kiel. Soon, ATC begins to direct us into Hamburg's Fuhlsbüttel airport. There's quite a lot of traffic there, and we're put in a queue behind another Lufthansa Convair and a Pan Am DC-6B. A couple of minutes later, ATC clears us to land. The Pan Am DC-6B is right in front of us, though, so I slow down the Convair in order to give it enough clearance. Despite everything, we land at Hamburg slightly ahead of schedule. Within minutes, we park up at the terminal, and the passengers start to leave the plane. As we step off, we look back one more time at the little plane that brought us here... Next time: an Ace to Amsterdam...
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Post by okami on Oct 3, 2010 6:45:19 GMT -5
About three hours after our landing in Hamburg, we're on the move again. Airline: KLM Schedule: November 1962 Flight: KLM 216 Equipment: Vickers Viscount 803 Frequency: Weekdays including Saturdays. Departs: Hamburg/Fuhlsbüttel (EDDH - West Germany) Departure: 1605 local time (1505 UTC) Arrives: Amsterdam/Schiphol (EHAM - the Netherlands) Arrival: 1715 local time (1615 UTC) Stops: non-stop I told you we'd be flying KLM again, didn't I? ;D This time we're going 'jet' - or at least, that's how the Viscount was universally marketed back before the introduction of the 'real' jets. In 1957, they started to accept their first Viscounts, all newly-built series 803. Each aircraft was named for an aviation pioneer; PH-VIE was baptised 'Jan Olieslagers'. Jan Olieslagers, born 1883 in Antwerp, Belgium, originally was a motorcycle rider. He was the first person ever to exceed a speed of 100 km/h (62.5 mph), at a time when medical science generally accepted that at that speed, people wouldn't be able to breathe due to the speed. His exploits on a motorcycle would earn him the name of the 'Antwerp Devil'. In 1909, he shifted his interests to aviation, when he bought a Blériot XI. His debut as a pilot came at the Antwerp Aviation Week in October 1909, the first large-scale aviation event held in Belgium. (Granted, Ghent beat us by a year with their event in May 1908, but only one aircraft was presented there, namely a Voisin Farman I. This event, though, saw the first ever sustained flight with a passenger; first ever female passenger; and the first ever flight with a winged aircraft in Belgium.) Anyway, the weather during those eleven days (yes, a week seems to have lasted longer back then) was only marginal at best. Jan Olieslagers only made four flights during the event: on the third day, when he made one circuit of the field; the fourth day, when he crashed his Blériot on take-off, breaking one of its wings; the eight day, when he circled the field four times in his repaired (!) Blériot; and the tenth day, when he made one flight at dusk in marginal weather conditions. After his crash on the fourth day, he is said to have remarked to Prince Albert, the then future Albert I of Belgium that to be an aviator, one needed "lots of courage, lots of patience, but mostly... lots of money". Olieslagers continued to fly in competitions, setting seven world records doing so, right up to the outbreak of World War I, when things became serious. The very first day of the War he became a fighter pilot, taking off with a gun in his Blériot XI when a German plane was sighted. He and his two brothers, Max and Jules, subsequently donated their three Blériots to the Belgian Army - Jan's Blériot was destroyed in 1915, but its wings were preserved and are now being used for the construction of a replica of his plane in the Brussels Aviation Museum. By the end of the war, Jan was an Ace, having claimed 6 aircraft. However, he had the habit of only rarely claiming his kills, so it's highly likely he scored many more kills during his 491 sorties and 97 dogfights. Post-war he helped develop Antwerp Airport, and he remained active in aviation (though increasingly more as an organiser rather than a pilot) throughout his life, until his death in 1942. Jan has a statue dedicated to him in front of his airport; it was unveiled in 1952, ten years after his death. Meanwhile, 'our' Jan has had a bit of a frightful encounter. Probably due to the poor visibility, the pilot of a Cessna 170 failed to spot us in time. Luckily, we didn't, and managed to take evasive action. Unfortunately I didn't manage to catch its registration, because I would like to have had a word with him... But not now. Amsterdam ATC is calling us, directing us for a landing on runway 22. We soon initiate our descent into Schiphol. Again, on our approach the visibility deteriorates markedly, with a considerable ground haze. Luckily it has no real influence on our landing, and before long we touch down safely at Schiphol. Next time: Paris by Night...
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Post by garryrussell on Oct 3, 2010 16:18:32 GMT -5
In reference to my Viscount texture ALL my textures have correct night map What you are experienceing is the fact the model was updated and uses different night texture type on the update so if you use newer paints on the older model or older paints on the newer models there is a problem I have never issued a paint without proper day and night textures and all got checked before uploading. If you look at the textures you will see the night textures are there. If you use the correct version of the model then there is no problem. not my fault..... Youi don't seem to have reflection turn on
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