In your backyard

[Scott Anderson]

Just a heads-up to you guys in the Alaskan Division-- the Air Mail Division (which for the moment consists of just yours truly) is going to start operating Foreign Air Mail Route 20 (Seattle-Ketchikan-Juneau-Whitehorse-Fairbanks). Most of this is the old Pacific Alaska Airways/Pan American route, but FAM 20 only covers the southern and eastern portions.

I decided to move up from the original Bluegrass routes in Kentucky because (a) the scenery and weather isn't as interesting down there and (b) the flights down south are short and nowhere near as interesting or challenging.

I'll let you know when you can stop in at the operations building to pick up your mail... I'll be flying the Boeing 247D-- only question now is how the ticket agents are going to persuade ten people to board a flight to Alaska in winter

[louross]

That looks interesting! Especially if you've got some add-on scenery. Not sure what I a/c have for that era. Probably 1930-40s? Where'd you get the 247?

In those times, I don't think PAX were too important. First was mail. If there was any room left; then whatever cargo they had. After that the PAX, if there was enough room. I think. I don't know, could be wrong. Not likely because I've never been wrong before. Well, I was wrong once back in April, 1972. But I found out later I really wasn't, so I must have been mistaken.

lr.

[davidrevans]

Just let the word out in Seattle there is a new gold strike ,you will be beating them off with a stick.
if you like weather you will find it on that route ,good luck an welcome to Alaska ( just leave my bill's in Seattle)

[Scott Anderson]

Lou, they have FSX and FS2004 versions of the 247 by Jens B. Kristensen, which is what I'm flying, at
simviation.com/1/search?submit=1&keywords=boeing+247&x=0&y=0

I raided the DC-3 Airways DC-3 Radio Range panels for extra period instruments (I learned the hard way on the Holkham Bay flight what I really needed). I did the repaint, but I think I could do better if I wasn't in so much of a hurry to get the plane ready. I think I have it about where I want it at this point... historically, the brakes were pretty weak, and since the aircraft.cfg is pretty accurate based on all I've read about the actual aircraft, if you download it you might want to crank up the value for them if you don't want to roll halfway across the county after you land. The original model needs a throttle panel as well. No flaps, but if you choose a good angle of attack on the approach you can slow it down pretty quick. It breaks gently in stalls, and doesn't seem to want to spin much.

I did some reading about the 247 before I chose it-- it was later outclassed by the DC-3, but it was a pioneering aircraft at the time it was introduced. Pilots seemed to like it for the most part. I had an opportunity to take a look around the United B247 at the Museum of Flight in Seattle when it was under restoration in the early 90s-- compared to what we have now, it seemed so small, and having to step over the wing spars going through the cabin must have been a constant aggrevation.

From what I understand of it, the mail really was the main thing up until the buildup for World War II, when suddenly everybody had to be somewhere in a hurry. Many companies had rules against their executives flying (they thought it unsafe), and it was practically impossible for pilots to get life insurance for a number of years.

[louross]

That's interesting, Scott. I did download and install it from calclassics which moved me over to Avsim, and I suppose its the same one you have. I took ity for a quickie fromKSEA to a field just NW- up and down. It is sleek, crossed the numbers at 88 and slowing, rolled almost to Canada! Will goi back and get all the numbers later today and fly the route KSEA-PAFA (I think you came up with it).

What livery are you painting? mmmm, Are you going to post it for downloads?

lr.

[Scott Anderson]

I am going to keep using what I had for the FlightSim Holkham Bay flight (below). If I can get caught up with my route planning for FAM 20 (a lot of Christmas things going on at the moment), I will be happy to post the livery for download.

It sounds like you had the same problem with the brakes I had-- I decided to 'cheat' and beef up the numbers in the aircraft.cfg for them, for my own sanity.

[Allen Peterson]

Hi Scott,
I've been looking for an excuse to fly my JBK Boeing 247D, so I'm on my way from Coeur d'Alene to Seattle, then up the route to Fairbanks. I'll fly using RW and with a few updated gauges in the panel.
I also beefed up the brakes a tad.
Allen

[Scott Anderson]

There's a FS2002 version of the 247 out there, with PCA livery. I downloaded it just to see the difference in it and the JBK version-- I'll stick with the JBK. The included pilot's notes make for interesting reading, especially concerning landing an aircraft of this type that doesn't have flaps:

"This aircraft was not designed to fly a three degree glidepath under power. It is from a previous era of different techniques. You must reduce to 80KIAS before beginning final descent much of which will be flown with throttles in flight idle. Reducing to 80KIAS may take some time and you should plan your circuit or IFR approach accordingly. Plan your turn onto final so that it is flown at not less than 90KIAS with time to reduce to 80KIAS before intercepting the glidepath. Once established on the glidepath speeds down to 70KIAS are safe, but with no flaps to modify the wing camber you will lose sight of your touchdown point as AoA increases. If you are not used to flying flapless approaches you will make the mistake of pushing the nose down. If you have judged your approach correctly your touchdown point will re-appear as you sink below the glidepath in a nose up attitude with some distance to run. Then, and only then, you can increase power and IAS to keep the touchdown point in sight. If you lose sight of the far end of the runway you are too slow or too high, or both, to complete the approach safely. Resist any temptation to sideslip an aircraft as big as the Boeing 247.

Failure to control airspeed prior to final descent is the greatest problem you will face when learning to fly the Boeing 247. Give yourself lots of room and lots of time when setting up the approach. Those who flew it in real life had rarely flown an aircraft with flaps and were used to using induced drag from low aspect ratio wings to control descent rate."

[Allen Peterson]

I got to Seattle, no problem, gassed up and on to PAKT. It was socked in but I managed a reasonable ILS approach to runway 11.
Gassed up again and on to PAJN (never been there before) and that was a little more interesting, thanks to a snow storm. I followed the Christian Sound and let down over the water to 2000' along the east side of Admirality Island. Using the GPS map I followed the Gastinau Channel to the airport. At six minutes out I had Charlie start a 400 fpm descent to 500' while I watched for rocks. At about 2 minutes out I could see the approach lights to the runway. I told Charlie that I had it and at about 200' I could see the runway. Piece of cake.
Whitehorse was clear, now on my way to Fairbanks.
I'm getting to like the 247, maybe I'll head on down to OZ from Fairbanks.

[Scott Anderson]

Allen, what kind of winds did you have over the mountains en route from Juneau to Whitehorse? I flew it yesterday with real weather, and had crosswinds from 34 to 41kt. Whitehorse was mostly clear with calm winds, though...

[Allen Peterson]

Scott, I had head winds all the way from Seattle to Juneau. The flight to Whitehorse was short so I didn't pay attention to the wind, just blasted on through. But I'm sure there were crosswinds. And like you say, Whitehorse was calm and clear. Guess I'd better start recording winds.
Anyway, I'm on my way to UHPP, had 12-17 knot tailwinds all the way at 9500'. Good GS.
I'll be back flying in Alaska after DC-3 WR and GAAR.