Propliner Flyer Magazine Issue - 1

THE ALL NEW, AMAZING, FAST AND LUXURIOUS PROPLINER MAGAZINE !!
MAGAZINE
Issue 1
Lockheed L-749 Asia Pacific 1962 Weather

Classic spotlight
MS-Flight ? And much more! Exclusive!! Propliner Manual, part 1
Propliner Flyer Magazine
Introduction
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 calclassic.com 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.
Johan
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 calclassic.com 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 www.calclassic.com Upload of this magazine to fsplanet.com 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 www.calclassic.com forum.
Contents
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
THE LOCKHEED Manfred Jahn L-749 CONSTELLATION

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n early 1947, the Lockheed Aircraft Corporation unveiled the model L-749, a derivative of its L-649 Constellation. The L-749 was to have more fuel tanks, which was to increase the range of the aircraft by 1,000 miles. Due to the increased weight of the aircraft, the landing gear and tires had to be strengthened. Jet stacks were also introduced, increasing the speed of the aircraft by 15 mph (24.14 km/h). These new jet stacks increased the noise of the engine calling for more insulation. As with the L-649, ten different layouts of the internal cabin were possible. The airlines that were originally attracted to the L-649 changed their orders to the L749. The L-749 was to become the standard version of the regular Constellation. The L-749 first flew on March 14, 1947and received certification that same month. The first L-749 was delivered to Air France on April 18, 1947. Pan American World Airways received its first L-749 in June. L-749 service began with Pan Am in June 1947 on their "Round The World" service. The L749 first entered service with However, 1,200 jobs were lost at Lockheed in March 1947, making production of the aircraft at a near stand-still. A large order from the United States Air Force for 10 L749A aircraft designated the C-121 Constellation, saved the Constellation program from cancellation. The United States Navy followed in, ordering two L749A aircraft designated the PO-1W Constellation (later WV-1). It is worth mentioning that the first L749A aircraft off the production lines were destined for the military. Lockheed started producing the improved model L749A in 1949. This new model incorporated a strengthened fuselage, even further strengthened landing gear and a Plycor floor. This increased the mass of the aircraft by over 4,000 pounds and increased the MTOW of the aircraft. A slightly redesigned engine cowling, and new Curtiss Electric propellers were also introduced. Besides production, Lockheed also offered a L-749 to L-749A production kit. The first civilian customer for the L749A was South African Airways, but its largest customer was Trans World Airlines, which had 26 L-749A aircraft in its fleet. TWA's aircraft would not be retired until 1967. A cargo version of the L749A based on the military C-121A was offered, but no airlines showed any interest, therefore never leaving the drawing board. An L-749B turboprop version was even envisaged, but this too never left the drawing board, as now reliable engine was found. Production of the L-749A ended in 1951 to give way to its stretched successor, the L1049 Super Constellation. (Wikipedia) But we already know that, dont we ?
Recently
the Lockheed Constellation was made available in our world by the very talented Manfred Jahn and his team. The version we are briefly looking at in this article is the L-749 variant. First of all, it has to be said, Manfred and his team did a wonderfull job to bring us for free his version, available by links from the calclassic.com website. Yes, she is free of charge, and is payware quality. Its that good. When I started with flying in our simulated world, the big iron of that time was the Boeing 747, and I loved it very much. With all its automation, systems, and a flight m a n a g e m e n t computer, it was like flying in heaven. Flying as the pros did. After many years you get the feeling of been there done that. There arent much more things to learn and it will become boring. Even walking the dog around while the plane flies itself was possible. Then, not so long we got the FDzings L049 and it looked like the 747s grandmother. She had a lot to get me busy, a lot to learn, and with the help of the propliner manual by FSAviator it became much more clear. But study is still mandatory, and to grasp it all, reading the tutorial again, again and again is needed. I was hooked, en my backdated world is all I use today. Then bring in Manfred and his L-749 Connie. Shes faster, up to date, wonderfull panel, and great engines who need to be taken care off. To fly his rendition you need to r eset yourself, and learn to fly it again. If you look at the above picture, you can see how big she really is. Those often called dolphin shape of the fuselage, and big props make her an imposant appearance. One blade is just as long as the people standing next to it, and is stunning. The KLM Connie currently stored at the Aviodrome at Lelystad in the Netherlands doesnt fly much anymore it seems, but in our world she does every day, thanks to Manfred. I can ramble much longer on how good she looks, how the fuselage shape looks perfect, with lots of details and great repaints available. But I
refrain myself a bit of that, there is more to tell. We take a deeper look into the L-749 in a moment. The model is in my eyes perfect. I am not a rivet counter, and if it looks like a Connie, it is a Connie, at least to me. So I cant say much more of it. Just get it and study it as you wish. There are already a lot of liveries available, so for everyone there is something in it. Just look at the two big sites for those. Something other than the visual model are the flight characteristics, panel and sound. Since I fly from inside the cockpit, its that what counts for me, but you may see that different. Looking at the panel, shown on the following pages, we see immediatly how close it looks to the real Constellation. The cockpit is not a big one, in fact its rather small for such a big propliner, and cramped in you barely see outside thru those small windows. Standing in the KLM Connie its showing well. If you ever have the opportunity to visit a Connie, do it, you will be amazed. The panel, and three-dimensional cockpit offered is top quality. The flight engineer console is also there, and available as popup. You wont need it much however, the flight engineer is integrated by clickspots to help our one man show getting in the air. Very Handy!. Everything Works as it should. We have the possibility of using a simple autopilot, but the version installed looks a out of place to me. A replacement may be found elsewere and installed if you like. The 3D cockpit handles look a bit bright in color, but are the same in the real airplane. So it looks ok Ill gues. The radios are of a modern variant, so flying in the early fifties with these may seem a bit out of place, but they work handy. In the 2D setup one can easily swap them with whatever you want. Since I have a seven screen setup, I revamped the complete panel to fit on my screens, and replaced the radio with the DC3 stack at this moment, untill something better comes up.
The upper Photo on this page shows the cockpit of a real world Constellation, and just below it, our Connie. Find the differences. The sounds are included, and are good. There are easily been replaced with other and perhaps better ones. Pick what you like, and enjoy. A nice touch are the clicks you hear when fiddling with the knobs, and the voice of the copilot who announces the refrence speeds, and announce the gear up and down. Recently some very good sounds with a low bass are available and made by Gary Harper. He has done an outstanding job. Also for other propliners he did soundsets, and I suggest you take a look at them, or should I say an ear? Now its time we get more serious, all that talk about how good she looks, but how is the job done ? We take a look in that now. After we did our walk around, added some fuel, we are ready to start and do a circuit to know her a little bit better. The L-749 comes with a manual covering the panel and gauges, and flying notes on how to handle the engines, start and stopping them. We take a look on how to bring live in them. The Curtiss Wright Cyclone 2600 HP
R3350s are big radials. On the next page a drawing is presented for the later versions of this marvel of engineering. The final versions reached to 3400 HP and thats a lot. They became more and more complex, and know to fail easily when abused. To give some insight in those days, when the engines were new, and the correct usage not always understood, 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. For both economy of fuel, and economy of parts. As an example Charlie Thompson was a major representative for Curtiss Wright. He once told me that he was called onto the carpet by Eddie Rickenbacker for engine failures. There were about ten or so Eastern Airlines executives around the table, and Captain Eddie lit into Charlie for the engine problems they were having, after this Rickenbacker said he wanted the responsible person or persons found and identified. Charlie responded, OK sir, You are responsible, You ch an g e d E a st er n s cl im b procedure and your running the hot, too long. burning up
engines
too
Two left pictures are the real engine, and on the left we see a closup of the Manfred Jahns Cyclone. See also picture on page 6
At this point Mr. Rickenbacker said prove it, a Constellation was made available and the two of them got on board and an air crew took off. Mr. Thompson and Mr. Rickenbacker watched the gauges on the flight engineer panel during climb out following Easterns Climb Procedure. Then they cooled the airplane, landed took off again and watched the gauges following the Curtiss Wright/ Lockheed procedure, Yes Fuel flow was up, but so was airspeed, torque, but CHT and Oil Out temperatures were down. The airplane was landed. Lunch was served and the policy was immediately changed. (bellcobraiv) Let start the engines. We power up with a ground electrical powerline, otherwise we will drain the batteries very quickly. This can be done from the flight engineer panel. If you are quick you can do it without, or let your mechanic enhance the batteries lifespan a bit. (fsuipc comes in handy here). Parking brake set, de-icer boots, anti-icer off, generator switches off, inverter on, check cowl flaps open 100%, carburetor air cold, propellers full rpm, fuel tanks check fuel quantities, fuel tank selector select takeoff tanks: 1, 2, 3, 4,
mixtures cut off, engine area clear, note oil temperature. Pffw. Ready ? Here we go. Start engine 3 first, throttle lever approximately 1200 rpm (6-8%), engines start selector switch set to engine 3, start switch engage, rotate prop six blades, ignition switch engine 3, both, auxiliary fuel pump engine 3 low, prime as required, mixture lever between idle and lean, hold start switch until ignition light goes out (maximum 30 seconds). When engine has started, quickly move it to position auto rich, oil pressure check for rise in pressure, auxiliary fuel pump engine 3, off. Start engine 4 next. Generator switches on, ground power off, start engine 2, then 1. Engine start selector switch set to off. Run engines at 1000-1400 rpm until oil inlet temperature at least 6C above prestarting temperature and oil pressure is stabilized. Who said propliners are boring and simple ? When done right all four engines will come to life. I have a seperate mixture lever and do not...
use automixture. Simply I want to use my lever, and have something to fine tune and look after when flying. When starting this way, you might play a little with it, otherwise the mixture may be too rich. It sure gives a nice startup this way, with a lot of smoke. Real or not, its fun, and thats what counts.
blower we will only have a BMEP setting of 144, rpm remains 2300. We will climbing in auto rich mixture. Climb and descent rate is legally required to be at least 500 fpm. Initial rate of climb can be as high as 1000 fpm, though, particularly al lower weights. If cannot be maintained a 500 fpm climb or descend, we need to level off and begin the cruise segment. Our L-749 is fitted with BD-1 engines, capable of delivering of 2500 hp for up to 2 minutes at sea level and 2100 hp continuously. There is no one size fits all solution for cruise power for an aircraft of this size and weight. While take-off and climb are relatively straightforward, choosing the right cruise power setting is determined by a number of factors. The plane was designed with long-range operation in mind, hence the weight of the plane varies considerably as fuel is burnt off at a rate of about one ton per hour. A number of basic power settings are given in the checklist. For short flights this might be just fine. On short-range flights, flight segments are usually divided into 1/3 for climb, cruise and descent each. Even at high load, cruise at FL 140 to 160 is usually possible. If we (conservatively) estimate climb rate at 500 fpm average, we need about 30 minutes to reach our operational ceiling. That means that the short flight rule would apply to any flight up to Lockheed L-749 Constellation Manual 181 hours. There is no particular need to use elaborate fuel and power planning for flights of such a short duration or only slightly longer.
The manual supplied with the L-749 has explained it all in depth and reading is encouraged, if not mandatory. The other fun part is the takeoff. When fully loaded, ,meaning up to its maximum takeoff weight, its a handfull to get airborne, and climb. Once airborne, we retract the gear and accelerate to 120 kts first in a shallow climb at take-off power, before we can reduce power to METO (maximum continuous) power. We will want to limit time in take-off power as it is very hard on the engine, and a maximum of 2 minute is allowed. 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. This is followed by a steeper climb at METO power and take-off flaps (60%) above all obstructions. Only then we can allow the aircraft to accelerate to 130 kts, retract flaps, accelerate further to 150 kts and establish climb power. We set MAP and RPM first, then set the autopilot and change to the FE panel to set details like cowl flap settings. During climb, we will need to maintain constant engine torque, indicated by the BMEP gauges (literally brake mean effective pressure) adjust throttle to keep it at 151. 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. Once climb is established, we can change to the flight engineer to set details like cowl flap settings. At around 8,000 ft, we will notice MAP dropping and we can adjust throttle settings. The supercharger drive gear can also be shifted to higher RPM, just like the gear in a car with a manual gearbox. But around 10,000 ft, we need to change the superchargers to higher drive speed, the blower shift. To do this we briefly level off, reduce RPM to avoid straining the engine and shift superchargers to high. The engine is less efficient in high blower, with a climb power MAP of 33 in high
When the Constellation flew regular flights, a real cook was making dinners. No prefab stuff!
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For longer flights, more care must be taken for flight planning. While we have a large number of options, these are not random. The basic principles are described in the FSAviator Propliner Tutorial mentioned above. In brief, we do not want to let airspeed (and drag) rise, but we want to climb high into thin air with lower drag, where we get more true air speed (TAS) for the same indicated air speed (IAS). Significant headwind needs to be countered by higher cruise power settings and possibly lower cruise levels, but dont cruise nose down unless youre battling a severe headwind. For flight planning purposes, you can read TAS from the mouse tooltip of the airspeed indicator. If you want to estimate TAS at other altitudes, ASI can be roughly estimated as indicating
the same time, avoid Mach limit. This will get simpler once we descend into denser air and below the engines' critical altitude. We set mixture to Auto Lean when you descend, otherwise we will have to reset mixture every few minutes. We need to shift superchargers to low during descent. While we might not notice a high blower during a normal descent and landing, 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 couldnt afford it. It is even more critical than in the Super Constellation to arrive at the airfield with the proper speed. 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. We allow for 3 or 4 minutes level flight at initial approach height in order to slow down. An airspeed of 150 kts is recommended for flap extension, max. flap extension speed is 174 kts, but if we are that fast, we will have to retrim considerably as speed bleeds off. If we are still too fast, we must enter a holding pattern to allow airspeed to slow down. Holding is usually performed in approach configuration 2100 RPM, 130 kts and 60% flaps. If fuel is critical or a prolonged holding is expected, we may use the Low Cruise / Holding power settings instead as given n the Power Table. The Constellation certainly is a complex aircraft, but it is not particularly difficult to land. We need to keep speed under control, though. The speeds are listed in the checklist: 130 kts and 60% flaps on downwind leg, 120 kts, 80% flaps and gear down on base leg, approach speed and 100% flaps once on final approach at about 200 ft above ground, reference speed over the threshold (Vat, approach speed minus 10 kts). The plane usually needs some power all the way to touchdown, 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, what fits in exactly. I suggest you read the supplied manual and fly with a big smile on your face, the Constellation deserves it, and Manfred and his team deserves it. Hats off sir! about 2% less than TAS per 1,000ft of altitude above sea level. Thus for a given IAS, the True Airspeed is about 2% higher than IAS per 1,000ft of altitude above sea level. When flying at 15,000ft with an IAS of 200kt, is actually flying at 260 kts TAS. Like similar airliners of the era, the Constellation needs some attention during descent. Power must be reduced carefully at steps of only 3 MAP per minute. 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. Should we start our descent from a high altitude, we will initially need to adjust throttle more frequently to avoid MAP increasing instead as we descent into denser air. At
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Weather in our world

By Johan Dees In this series of articles we dive a bit deeper in the
inner workings of our world, meaning the simulator of our choice. In our world we have a lot in control, something our real counterparts dont have. We have the luxuory to refill in the air where and whenever we want, we can jettison people or cargo where and whenever we want, and we can even, believe it or not, change aeroplanes in mid of our flight without passengers even notice it, without harming them, and without any government organisation penalize us. We can, do the most amazing landings or takeoffs without the FAA ever notice it, without ATC complains. Maybe someday it will be included, and if so, then I will be one of the first to point them to those dare devils in our skies, called artificial intelligent captains, who seem to be directed by Tommy Cooper. Za Za Za. We seem to have total control of our world. Or dont we ? Well, actually sometimes we do not. What did I say ? We do not have total control ? Yes and no. If its weather related, sometimes we are left wondering, especially we throw in an extra hand of mother nature, in the shape of an active sky full of unwanted or wanted, but hard to find, weather conditions. Luckily, or perhaps not always so luckily, an extra hand to mother nature is Active Sky. Available at your local dealer. What this nice extra hand to mother nature does most of us already know, but for those left in vain, its capable of adding weather as it is in the other world of aviatiors, so we also have the crap what they have becomming to hate and love. And its pretty good in it too! Now here comes the catch, and yes there is always a catch. Our world have some little issues. Some are big some are small, but annoying as equal. The weather depiction is overall good, but the winds we are been thrown into arent always matching the other world pilots expiriences. We have the tendacy to be blown over the place now and then where we shouldnt, and that nice gentle rocking is totally absent. Ever watched footage on that hyper superduper modern thing called youtube, you can see the cockpit swaying a little to the left and right while the aeroplane is keeping track down to the runway. How sweet! So presented with this you wonder, can we have this too, if only a little, to enhance the expirience, make our world nicer and help mother nature a bit ? As someone will say decades from now, Yes we can! Read on!
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Now after we have done this, we can locate our Documents and Settings folder, and look for the username we use for our login. Inside is a folder called Applications, then Microsoft, and finally we see FS9. Inside that one, is our FS9.cfg file. We can open that with Notepad.
First a word of warning. Backup, backup and backup. It cant be stressed enough, make backups of your files before tampering with them. The first step we need to do is find our FS9.cfg file. A lot of not so handy computer experts cannot find this file, but its to that difficult to find. If you use XP you might already done this, but if not, you can set the file explorer so that it will show hidden files. Windows has certain folders obscured in a vain attempt to secure it a bit better, and also offers then the option to undo this. We can do this by going to tools, in the upper menu. The you should see something like this, depending on your version. Windows 7 has more or less the same thing.
Above is an general example of how it may look. Now, when we have done that and opened the configuration file, scroll down untill we see the weather section. Here all sort of vales are set, 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=0.500000
Of course you did made a backup didnt you ? Now, the turbulence scale is a personal preference, since I always found the turbulence to mild. When using real world weather, downloaded in the sim or by injecting from a weather engine, one seldom has good turbulence. It can be rough now, and very rough when stepping outside in a thunderstom, but.. Yes, but, it isnt as you know it from before. The unrealistig blowing away of a big propliner is much reduced, and feels more controllable, but not by removing to much. Also crosswinds still be enjoyable but dont feel like a hurricane wind anymore.
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Just try it now, and see and feel the differerence. Of course setting up weather is mandatory, otherwise there is no wind nor turbulence to feel. You can use one of the supplied weather themes, or download realworld weather. What you should notice that with the wind gusts the nose will go left and right more politely, a bit nervous maybe, but no big sways, blowing you out of the sky. Turbulence A note on the turbulence setting. If you use FSUIPC registered, you can set turbulence in clouds and winds. I found with the scalar to 0.5 the options enabled in FSUIPC gives a smooth ride with now and then a mild bump. Feels real to me. If you however have it disabled, and use an external weather program you might set it back to 1.0 or 1.5 to get some turbulence feeling. I dont now how often Active Sky for example injects turbulence. If it is only when reported, it again might be too high. I suggest play with either 0.5, a value of 1.0 or 1.5 if you like more. Interresting is also to note that in our lightweight propliners 0.5 feels best. In jets, who tend to be heavier and fly faster, 1.5 might give a nicer effect. Your milage may vary, so try it out yourself. Good luck captains.
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n this series we take a look at the Asia Pacific 1962
scenery from Mike Stevens, made together with Wolfgang Gersch, and Tom Gibson. It is a massive backdate to our world, and there are a lot of airports touched by Mike. You want to know wich ones ?, take a look at page 21. There must be anything there that you like!. The scenery needs some other scenery installed, and I also recommend the Indochina package to be used, so a lot of ground is covered. Also Jakarta and Singapore should be installed seperatly, altough not required, its available, so why not. Including new landclass and waterclass, also editvoicepack extensions are included. This could be payware folks. Mike wrote what he likes in his own creation, and where we should look for some memorable moments.
Hailar and on to Chita; or the CAAC route from Xilinhot-Hohhot-Beijing-Shanghai-GuangzhouHanoi. But you have to see it for yourself. There is just way to much to tell for what we have space for in this magazine. In this series we go back to the days when the Dutch left New Gunea in a fictious story of a boy, on its way back to The Netherlands, in 1962. In 1949, when the rest of the Dutch East Indies became fully independent as Indonesia, the Dutch retained sovereignty over western New Guinea, and took steps to prepare it for independence as a separate country. Some five thousand teachers were flown there. The Dutch put an emphasis upon political, business, and civic skills. 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, 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. Trying to land at the old Harbin, China downtown airport with a twin piston....you have to come in steep over the buildings, then over the trees and phone poles and wires, over the fence and then come to a stop in 3900 feet. Landing at Beijing Capital, taxi up to the apron and see Mao and his wife and dog with their limo waiting for you. The constant parade of MATS traffic at Guam and Wake NAS, perhaps catching JFKs 707. The new Manila terminal, the fantastic fountain with all the "mushrooms" in front of it, comparing it to what a dump the old terminal is. How ugly the old terminal really is/was at Taipei. Trying to get a DC-4 in and out of Bikini Atoll, and seeing the H-bomb at night over the lagoon. Naha, Okinawa, and just outside the airbase/airport gate are all the bars and hookers. Flying the string of pearls CAAK route Pyongyang-Shenyang-Harbinon 18 December 1961. Following some skirmishes between Indonesian and Dutch forces, an agreement was reached and the territory was placed under United Nations administration in October 1962. It was subsequently transferred to Indonesia in May 1963. In this athmosphere we meet John, 14 years old, and on his way to Hollandia. Bye grandma, I said to her when we got out of her car. Mom and me are going to the Netherlands, never been there. Grandma will stay here, she is here too long to go and restart over. She just didnt want to. Dad had just arrived, he flies with KLM, and this will be one of the last scheduled flights out. Ive got a new camera, and this flight is a nice opportunity to use it! A lot of people are gathered on the apron. We all got our tickets, and the bags are being loaded in. Dad comes out of the dispatch office , and I got permission to run to the front of the aircraft and make some pictures. Its a Douglas, I said to him. He nodded, and said I should wait a little, they need to refuel her.
By Johan Dees
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Asia pacific
1962
On the apron I met a man, his name was Tom. He was from America, and thats a long way from here. I dont know if he has a longer way to go than me. Hoi, I said to him. You also leave for Holland?. The man looked at me and said in English he didnt understand what I was saying in Dutch. In my best English I repeated, and he understood. Yes, its time to leave for me. Still a long way to go tough. I took another picture, and said I am going to Hollandia, and you too ?. He laughed at me and said, of course, in one plane we all go the same route. Stupid me. He continued to tell he lived in California, but I didnt knew where that was. It must be some town in America. He explained he will go to Hollandia, and then by boat to Japan. From there on another ship to his California. Why on a boat ?, I asked curious. Well son, he said, If I tell you, I have to kill you, and he laughed out loud. My mother looked at me, and ordered me back. No more talking to strangers. But maybe I will speak to him when we are in the air. Mom asked me to take pictures from our neighbours who will also flying with us. And that annoying dog of them. Constanly barking to anyone. On top of this page you can see grandma her car, the
neighbours and the great shot I took from the aircraft, the mighty Douglas. Its a DC3, said my dad. Come on, I show you the cockpit. I have been there before, but that was years ago. I barely remember, but now, and with my camera I want to learn it all!. We climbed on the stairs and went directly to the cockpit. His copilot was already in there, checking his papers, and talking in the radio. We will soon takeoff John, dad said. We have a schedule to keep. I looked around, and took a nice picture of the panel. When we are in the air, I let you fly a little, he promised. I went to my seat, next to mom and asked, What will dad do when we are in Hollandia?. Mom smiled a lot, and said,I think I am the luckiest woman in New Gunea, because he will take us to Hollandia, and then fly us all the way back to the Netherlands. KLM offered him a job there, so he will be with us all the time.. And that was the best news I heard for a while. That was the reason mom was so happy the last week!. The stewardess closed up the door of the aircraft, and yelled to us to buckle up and be quiete, the captain has something to say (tbc)
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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, Tahiti French Polynesia NTAW Faaa Seaplane Base Papeete, 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, Guam USA PGUW Guam Seaplane Base Agana, Guam USA PGWT West Tinian Tinian Is Northern Marianas PHBK Barking Sands NAF Kauai, Hawaii USA PHFS Tern Is NAF French Frigate Shoals USA PHJR Barbers Point NAS Capolei, 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.
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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, real name unknown. The magazine has got the right to publish parts of the tutorial here by Tom Gibson, and illustrate it. Of course you can read the tutorial by yourself, but we found that digisting it in small parts, with illustrations where applicable, is often better. Also, we like to take this opportunity to bring the tutorial to a wider audience. Not all is copied, some text is ommited, some text may be added for further clarification. Please enjoy the old new tutorial. This tutorial is not aimed at users of simulators who are still uncertain how to use avionics such as ADF, VOR and ILS to conduct basic radio navigation of aircraft. Tutorials concerning use of ADF, VOR and ILS are available within the 'Learning Center'. Explanations of modern approach lighting etc., are also available elsewhere. This tutorial explains how to use vintage and classic era avionics realistically within the context of commercial propliner operation in a non radar environment. Unless explicitly stated everything in this tutorial assumes the nil wind case. In order to simulate the operation of propliners realistically, in any era, we need to undertake pre flight planning. To simulate some early phases of commercial aviation history we need only a good tourist map. For others we need to download and study the current real world departure, arrival and approach procedures for our point of departure and destination. Most are freely available on the web. When simulating the operation of a propliner prior to
the 21st century there is little point in 'filing an IFR plan'. The canned ATC will just try to impose unsafe radar vectors, unrealistic clearances and unrealistic rates of climb and descent that are not appropriate to the era being simulated or the aircraft in use. The canned procedures are never appropriate outside the U.S. anyway. Within MSFS ATC is more of a navigation cheat mode than a simulation of real ATC. Creation of a hand written, or printed, 4D flight plan to follow is essential. It must be corrected as we fly along. The difference between estimated time of arrival (ETA) and actual time of arrival (ATA) is crucial. We must be able to update our plan as we execute it. If we fail to plan, then we plan to fail. The usual flight planning tools are not capable of doing that without error. We must also learn to issue appropriate ATC clearances to ourselves. The tutorial will provide guidance as it progresses, but that level of detail can wait until later. First we need to cover the basics of propliner flying.
JETLINERS v PROPLINERS
The dynamics of jet engines and piston engines are not just dissimilar, they are totally different. Consequently many of the statements in this tutorial are false when applied to jets. Miles per gallon achieved in a jet depend on altitude. Any jet has double the fuel economy, and therefore double the range, at 41,000 feet. It must get up there as fast as possible, stay up there as long as possible and therefore plans to descend in a high drag, steep, power off, dive. This profile is not about saving
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money. Any jet will run out of fuel as little as half way to destination if it cruises too low or descends too soon. Regardless of the velocity it cruises at. For a jet early climb and late descent are flight safety requirements. Jet aircraft require a radar based ATC environment to meet that requirement. Propliners did not and until commercial jets arrived ATC, navigation and flight planning was 'procedural'. Piston engines have neither the benefits nor the problems of jet engines. 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. So long as they do not exceed their current operational ceiling. The time it takes a propliner to get from A to B depends mostly on altitude, but unlike a jet the fuel burned does not. Piston engined aircraft are therefore very inefficient for long range flying. 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. The operational ceiling depends on the current weight. We must climb to the initial operational ceiling and as weight reduces through the flight we must step climb to new higher operational ceilings. therefore plans to descend in a high drag, steep, power off, dive. This profile is not about saving money. Any jet will run out of fuel as little as half way to destination if it cruises too low or descends too soon. Regardless of the velocity it cruises at. For a jet early climb and late descent are flight safety requirements. Jet aircraft require a radar based ATC environment to meet that requirement. Propliners did not and until commercial jets arrived ATC, navigation and flight planning was 'procedural'. Piston engines have neither the benefits nor the problems of jet engines. 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. So long as they do not exceed their current operational ceiling. The time it takes a propliner to get from A to B depends mostly on altitude, but unlike a jet the fuel burned does not. Piston engined aircraft are therefore very inefficient for long range flying. 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. The operational ceiling depends on the current weight. We must climb to the initial operational ceiling and as weight reduces through the flight we must step climb to new higher operational ceilings.
OPERATIONAL CEILING.
The practical definition of operational ceiling when using a simulator is the maximum level to which the aircraft can climb, *using only climb MAP and rpm*, without the Vertical Speed Indicator (VSI) falling below 500 ft/min and without the Indicated Air Speed (IAS) falling below the mandated climb IAS. During a short haul flight a propliner (or bomber etc) may never reach operational ceiling, and will never achieve the cruising velocity we see quoted in references. Cruising velocity can only be achieved at operational ceiling. 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. 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. In a propliner fuel consumption per mile will not vary significantly with altitude at constant power, but fuel consumption per hour will. Piston engined aircraft can cruise slowly at low level without significant fuel penalty if required to do so. Jets cannot.
DRAG.
The lower we fly, the slower we fly, in any aircraft. We are ramming more air molecules and they slow us down (a lot). Think about what a 34 KIAS wind, called a gale, does to a tree. The Air Speed Indicator (ASI) is just recording the number of molecules rammed per second, (collected in the pitot tube), and therefore displays our profile drag, not our velocity. Whenever we fly any aircraft we must work hard to maximise our velocity (TAS) whilst restraining our profile drag (IAS).
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Air molecules exert great drag on aeroplanes. Gale force upon gale force of drag. We must keep the IAS down and the TAS high by flying as high as possible in the thinnest possible air. Anyone using a flight simulator needs to understand that before they can use a flight simulator realistically, but most simulator users never quite grasp the difference between drag (IAS) and velocity (TAS). Consequently they end up trying to increase the wrong one, applying more and more power, at too low an altitude, achieving ever more nose down attitudes, as the gales of drag rise out of control due to the abusive power and abusive fuel burn. That extra power is there only so that we can climb into thinner air. It is not there to increase drag (IAS) at low level
final stage of the acceleration. We start the acceleration burning 600 gallons per hour and finish it burning only 480 gallons per hour. We cannot accelerate a DC-6B by applying 37 inches and burning only 480 USG/hr at low level. We can only do it at the top of a long, long hill climb. In an aeroplane climbing enables acceleration and diving promotes deceleration. When climbing we need less and less power to go faster and faster. The aeroplane is the exact opposite of a terrestrial vehicle. That's the whole point. Airliners cannot fly fast at low level. They do not have enough power. To fly fast an airliner must accelerate for as long as possible, and the only way to accelerate an aircraft, for more than a couple of minutes, is to point it uphill and keep on going uphill for as long as possible.
ACCELERATION and DECELERATION

Most MSFS users have never flown an aircraft, but have operated terrestrial vehicles. Everything they have ever learned about terrestrial vehicles leads them to believe that any vehicle is easier to accelerate going downhill than going uphill. The whole point about aircraft, and the only reason airliners exist, is that aircraft are incredibly easy to accelerate when going uphill and almost impossible to accelerate when going downhill. If that sounds unlikely then you are bound to be flying unrealistically. It takes simulator users, (and many real pilots), a long time to understand that if a fighter pilot power dives his fighter from 250 KIAS at 40,000 feet to 400 KIAS at low level he has decelerated from about 500 KTAS to about 400 KTAS. As the fighter pilot dives hard and watches the ASI needle proceed from 250 to 400 he is watching the drag rise, he hears the wind noise screaming ever louder as he decelerates a hundred knots in no time at all. 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. It's just a lot more drag, so we hear much more wind noise. Wind noise isn't an indicator of velocity; it's just an indicator of drag. IAS isn't an indicator of velocity; it's just an indicator of drag. 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. It is impossible to flight plan, and it is impossible to understand why aircraft must follow a 4D flight plan. In a DC-6B we must take care that the drag does not rise above 165 KIAS until we have finished accelerating the aircraft, which will be at least 30 minutes after take off. We must keep the drag low and point it up hill or it will not accelerate. 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 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. 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. To go faster (accelerate) we must step climb again and again as weight reduces hour by hour. Many hours later we can cruise at 258 KTAS up at FL220, still with only 182 KIAS of drag. We will have turned a ten hour flight into a seven hour flight by climbing and sustaining operational ceiling as weight reduces. Most of the time we will be flying above most of the weather in smooth air. Whether we can see the surface will be a matter of chance. How we navigate will be explained shortly. 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. We would be trashing the engines at the same time confusing drag with velocity, confusing IAS with TAS. Aeroplanes are not terrestrial vehicles. The closer they are to sea level the worse they perform. 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. They are efficient at low levels.
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AIR TRAFFIC CONTROL.

MSFS assumes that ATC are using radar in conjunction with modern era jetliner procedures, and so it assumes that ATC can construct the approach sequence using lateral separation. In the vintage and classic phases of commercial aviation they could not. Approach sequencing was entirely vertical. The first aircraft to badger a clearance out of ATC to the lowest level in the stack (sequence) landed first. All pilots bitched for early descent, but they got a descent clearance based on their number in the stack (approach) sequence anyway. There is always an approach sequence whether or not aircraft are actually stacking. In real life ATC force aircraft to descend to control their energy state. Altitude controls energy state and therefore turn rate. In real life if ATC intend to start vectoring an aircraft they will force it to descend to kill its energy state first. The canned ATC in MSFS is too dumb to do this. Because it is too dumb to control aircraft energy state it vectors aircraft over huge distances at excessive velocities in huge radius turns. 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. This decelerates the aircraft by 14 knots from 269 KTAS to 255 KTAS. But ATC can only tell an aircraft in the cruise to reduce profile drag (IAS) a fairly small amount before it might become unsafe. Reducing drag also potentially reduces lift.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. Increasing drag by 10 knots while power diving 7000 feet with increasing IAS slows the aircraft 17 KTAS. The higher the IAS in a dive, the more the drag, the steeper the dive, and the faster the deceleration. 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. 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 16% deceleration and 25% reduced energy state are mostly due to the ATC mandated descent. At any bank angle its turn radius will now be 25% reduced when (RDF or radar) vectored. 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. That's why terminal ATC airspace has to look like a series of inverted wedding cake tiers. The sky is crowded. ATC cannot afford to do most of the early approach sequencing by dog legging high velocity aircraft all over the sky. Inbounds are selectively decelerated by instructing them to descend in the appropriate sequence. Telling a pilot to reduce altitude and drag at the same time is
stupid. An aircraft can go down and slow down (reduce TAS) very easily, but it cannot easily go down and reduce drag (IAS) at the same time. A descent with drag lower than cruise drag would be very shallow. The pilot needs to target higher drag than econ cruise IAS to dive steeply to decelerate the aircraft quickly. I realise that this is entirely counter intuitive to users of terrestrial vehicles, 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. It follows that the airliner that needed to dive hardest and farthest was Concorde. It had to decelerate faster and more than any other airliner. 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, but they get clearance according to their position in the approach sequence. At a busy airport today there are never fewer than thirty aircraft in the queue for each landing runway, often there are over fifty. In the classic era more like a dozen. Either way they are being approach sequenced by ATC before they get descent clearance from FL 220. 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. 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. Descending at more than 700 VSI we risk exceeding first Mno and then Vno. We will study those structural limits in detail later. Of course some propliners have higher drag co-efficients than others and some are stronger than others. Some run little risk of exceeding Mno, even when descending at more than 700 VSI, even in econ cruise power. 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. That's one of the things what makes it so much more interesting to operate than a jet. Back in the classic phase of aviation history we would have been approach sequenced entirely by when we were given descent clearance, from cruising level, and to each successive level. Remember we are not entitled to descent clearance at all. As we fly towards our destination we do not have an approach clearance. In real life we may have to maintain cruising level into the stack and make all of our descent winding down in the hold, round and round until it is our turn to have approach clearance. For a DC-3 cruising down at FL100 this would happen frequently, but for a DC-6B up at FL220 hardly ever. 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. In real life, when and how much an airliner descends is not an aircrew problem, but they can always ask politely if ATC have forgotten them. ( FSAviator )
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Brake Horsepower; 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. MAP is defined as the absolute pressure of the air inside the induction system. On a non supercharged engine this can be below atmospheric, 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 14.7 for the standard atmosphere at sea level and multiplying by 2.04. The reverse of the equation works for the opposite conversion. (Divide MAP by 2.04 and subtract 14.7).Manifold pressure and RPM are settings that are found through testing and engineering that provide the best settings for the engine/airframe combination. For both economy of fuel, and economy of parts.
Engine 1-0-1
CHT: Cylinder Head Temperature
The cylinder heads used on the engines that powered the propliners were forged aluminum. 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. In addition usually the master rod cylinders were monitored, as these carried the primary thrust load for the engine, for each row. 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 . . . .
METO: Maximum Except Take Off

This is a maximum continuous operational power setting for engine operations. Once again determined by engineering and testing at the factory. You dont want to live your life flying around at METO power, If we had to SIM the cost of overhaul and maintenance to get flying hours we would all better understand the concept .
BMEP: Brake Mean Effective Pressure

This is the pressure during the power stroke of a reciprocating engine measured in pounds per square inch. It is used as an indicator of power output by the FE, he could adjust the mixtures to achieve a rise in BMEP and find best power using that information.
BSFC: Brake Specific Fuel Consumption

Since we are in the neighborhood lets hit the other indicator of performance. This is the pounds of fuel burned per hour for each brake horsepower the engines develops...
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AIR MAIL
Next issue we will publish and answer letters to the editors. You can send us a mail with your question, story or just tell us about yourself or the magazine. All names will be kept private if you wish, just tell us, and your email address will never been shown nor made public or sold. To contact us write an email to: Propliner Flyer Magazine Editors Jobia at zeelandnet dot com Replace the at with @ and dot with a . Propliner Flyer Magazine 2012
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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. If water vapor in the air condenses when the carburetor temperature is at or below freezing, ice may form on internal surfaces of the r.p.m., which may be followed by engine roughness. In an airplane with a constant-speed propeller, carburetor icing usually is indicated by a decrease in manifold pressure, but no reduction in r.p.m. Propeller pitch is automatically adjusted to compensate for loss of power. Thus, a constant r.p.m. is maintained. Although carburetor ice can occur during any phase of flight, it is particularly dangerous when using reduced power during a descent. Under certain conditions, carburetor ice could build unnoticed until you try to add power. To combat the effects of carburetor ice, engines with float-type carburetors employ a carburetor heat system. 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. Carburetor heat can be used to melt ice that has already formed in the carburetor provided that the accumulation is not too great. The emphasis, however, is on using carburetor heat as a preventative measure. The carburetor heat should be checked during the engine runup. When using carburetor heat, follow the manufacturers recommendations. When conditions are conducive to carburetor icing during flight, periodic checks should be made to detect its presence. If detected, full carburetor heat should be applied immediately, and it should be left in the ON position until you are certain that all the ice has been removed. If ice is present, applying partial heat or leaving heat on for an insufficient time might aggravate the situation. In extreme cases of carburetor icing, even after the ice has been removed, full carburetor heat should be used to prevent further ice formation. A carburetor temperature gauge, if installed, is very useful in determining when to use carburetor heat. Whenever the throttle is closed during flight, the engine cools rapidly and vaporization of the fuel is less complete than if the engine is warm. Also, in this condition, the engine is more susceptible to carburetor icing. Therefore, if you suspect carburetor icing conditions and anticipate closed-throttle operation, adjust the carburetor heat to the full ON position before closing the throttle, and leave it on during the closed-throttle operation. The heat will aid in vaporizing the fuel, and help prevent the formation of carburetor ice. Periodically, open the throttle smoothly for a few seconds to keep the engine warm, otherwise the carburetor heater may not provide enough heat to prevent icing.The use of carburetor heat causes a decrease in engine power, sometimes up to 15 percent, because the heated air is less dense than the outside air that had been entering the engine. This enriches the mixture. When ice is present in an airplane with a fixed-pitch propeller and carburetor heat is being used, there is ..
carburetor, including the throttle valve. The reduced air pressure, as well as the vaporization of fuel, contributes to the temperature decrease in the carburetor. Ice generally forms in the vicinity of the throttle valve and in the venturi throat. This restricts the flow of the fuel/air mixture and reduces power. If enough ice builds up, the engine may cease to operate. Carburetor ice is most likely to occur when temperatures are below 70F (21C) and the relative humidity is above 80 percent. However, due to the sudden cooling that takes place in the carburetor, icing can occur even with temperatures as high as
100F (38C) and humidity as low as 50 percent. This temperature drop can be as much as 60 to 70F. Therefore, at an outside air temperature of 100F, a temperature drop of 70F results in an air temperature in the carburetor of 30F. The first indication of carburetor icing in an airplane with a fixed-pitch propeller is a decrease in engine
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a decrease in r.p.m., followed by a gradual increase in r.p.m. as the ice melts. The engine also should run more smoothly after the ice has been removed. If ice is not present, the r.p.m. will decrease, then remain constant. When carburetor heat is used on an airplane with a constant-speed propeller, and ice is present, a decrease in the manifold pressure will be noticed, followed by a gradual increase. If carburetor icing is not present, the gradual increase in manifold pressure will not be apparent until the carburetor heat is turned off.
used when full power is required (as during takeoff) or during normal engine operation, except to check for the presence or to remove carburetor ice. Carburetor air temperature gauge Some airplanes are equipped with a carburetor air temperature gauge, which is useful in detecting potential icing conditions. Usually, the face of the gauge is calibrated in degrees Celsius (C), with a yellow arc indicating the carburetor air temperatures where icing may occur. This yellow arc typically ranges between -15C and +5C (5F and 41F). If the air temperature and moisture content of the air are such that carburetor icing is improbable, the engine
Also in our world (MSFS) we can enjoy carbicing. The default DC3, and a lot of calclassic endorsed aircraft have anti icing equippement like carburetor heaters.
It is imperative that a pilot recognizes carburetor ice when it forms during flight. In addition, a loss of power, altitude, and/or airspeed will occur. These symptoms may sometimes be accompanied by vibration or engine roughness. Once a power loss is noticed, immediate action should be taken to eliminate ice already formed in the carburetor, and to prevent further ice formation. This is accomplished by applying full carburetor heat, which will cause a further reduction in power, and possibly engine roughness as melted ice goes through the engine. These symptoms may last from 30 seconds to several minutes, depending on the severity of the icing. During this period, the pilot must resist the temptation to decrease the carburetor heat usage. Carburetor heat must remain in the full-hot position until normal power returns.
can be operated with the indicator in the yellow range with no adverse effects. However, if the atmospheric conditions are conducive to carburetor icing, the indicator must be kept outside the yellow arc by application of carburetor heat. Certain carburetor air temperature gauges have a red radial, which indicates the maximum permissible carburetor inlet air temperature recommended by the engine manufacturer; also, a green arc may be included to indicate the normal operating range. Outside air temperature gauge Most airplanes also are equipped with an outside air temperature (OAT) gauge calibrated in both degrees Celsius and Fahrenheit. It provides the outside or ambient air temperature for calculating true airspeed, and also is useful in detecting potential icing conditions.
Since the use of carburetor heat tends to reduce the output of the engine and also to increase the operating temperature, carburetor heat should not be
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Lufthansa
flies to the east!
From our German correspondent: Arne Ziesmann.
Started at the Hamburg-Fuhlsbttel airport on 12

September, a Super-G-Constellation of Deutsche Lufthansa for its first flight on the new route via Dusseldorf - Frankfurt - Munich - Istanbul - Beirut Baghdad to Tehran. Twice weekly, the silver birds fly on this route of Lufthansa in both directions. Thus, Lufthansa will appear again on a track that already trialling, mail and passenger flights were the efforts of the old German commercial aviation. Federal Transport Minister Dr. Seebohm officially opened the route through his participation on the first flight. 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. Under this conception, including the establishment of Russian society Deruluft in 1921 and the SinoGerman Eurasia is due in 1930, have been explored already in the thirties, the flight routes to the Middle East and the road there Date. As early as 1924, 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). In 1929, Joachim von Schrder started on a reconnaissance flight to Turkey in order to explore the possibilities here for a scheduled air traffic. On 25 October, he flew 11 hours from Berlin to Istanbul with a Junkers W33. 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 - Vienna - Budapest - Belgrade - Sofia Istanbul opened, were being transported, the first shipments between Berlin and Vienna at night by train. A year later, the post already in Breslau was taken from the aircraft. In the year 1930 is also a reconnaissance flight to Baghdad, the Dr. Knauss on 14 November with the W33 "Balkan" undertook. 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. 1934 led the old Lufthansa board member, Carl
August Freiherr von Gablenz, such a flight with a Ju -52 over Cairo, Baghdad, Djask, Calcutta, Bangkok, Canton to Shanghai. The inclusion of mailflight operations on the route Berlin - Baghdad on 29 October 1937, its extension to Tehran on 1 April 1938 and Kabul, including the expansion of the passenger traffic however should be seen as a direct result of that flight, took the two Ju52 over the Pamir Mountains on the way to the Far East. Von Gablenz, Untucht and Kirchhoff with the DANOY and Drechsel, von Tettenborn and Penke with the D-AMIP on 24 and 26 August 1937, defeated the roof of the world. On the return flight the D-ANOY had to make an emergency landing, due to an engine defect in the desert at the oasis of Chota. 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.
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Propliner Flyer Humor
40
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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. This issue will look at Sabena World Airlines of Belgium and its helicopter operations, which, at their high point, served seventeen destinations in four countries. February 1954, and the third to M.A.T.A. of France one month later. But meanwhile, Sabena had expanded its helicopter operations... The first scheduled passenger services On July 2 1953, MS Bastogne arrived in the harbour of Antwerp with a special cargo, namely the first of an order of six Sikorsky S-55 helicopters. The Sabena management had decided to purchase these helicopters for use on the short-range passenger network, as an alternative for fixed-wing operations with DC-3s. Such operations already existed in the US, where New York Airways and Chicago Helicopter Airways offered connections between the airports and nearby destinations, and in the UK, BEA was experimenting with regional helicopter services. But Sabena would be the first airline to offer international services, its network spreading across Belgium, France, the Netherlands and Germany.
Sabena World Airlines started their helicopter services in 1950 as an experiment, when they ordered 2 Bell 47D-1s for use on internal postal services. The first of these helicopters arrived on July 28 of that year, followed during the next month by the second one. From August 21 onwards, the two Bell 47s were used for postal flights on weekdays, delivering and collecting mail at several landing sites around Belgium. Additionally, the helicopters were used for proving flights, which gave Sabena the chance to gather valuable experience on how to exploit a helicopter network. A third Bell 47 was acquired in 1952, and together, the three Bell 47s were involved in the relief operation following the flood disaster of February 1953 in the Netherlands. Legend has it that it was a Sabena Bell 47 which did the first reconnaissance flights above the affected area; in fact, it was a Hiller, albeit flown by a Sabena pilot, with the three Bell 47s joining the rescue effort later that same day. After about 1000 postal flights, carrying 166183 kg of mail, Sabena ceased its postal flights on January 16 1954. The three Bell 47s were put up for disposal, two being sold to Osterman Aero AB of Sweden in
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During the summer of 1953, two more S-55s arrived, and after some proving flights, scheduled services were inaugurated in September. From its two Brussels hubs - one at Brussels' Melsbroek Airport, the other at the Alle Verte/Groendreef heliport some 500 meters from the Brussels North Station - Sabena started services to Lille; to Rotterdam via Antwerp; and to Maastricht either direct or via Lige. One month later, the route Brussels - Lige - Cologne - Bonn was inaugurated. In the first winter, this network was served during weekdays only, with the Maastricht, Bonn, and Lille routes being flown daily, and the Rotterdam route being flown twice a day. As a fourth S-55 was delivered to Sabena in 1954, this allowed the company to drastically expand the frequencies of its services. Starting March 1st 1954, the Maastricht service was expanded into a second daily Bonn service, and a second daily Lille service and third daily Rotterdam service were established. One month later a further adjustment was made in services, with a separate flight to Cologne being inaugurated on April 1st 1954. This third German service followed a slightly different route: while the two Bonn flights both flag-stopped at Lige and Maastricht, the Cologne flight only stopped at Maastricht. During this time, Sabena also did two experimental flights, one to Paris on December 20th 1953, and one to London on July 7th 1954, but neither resulted in immediate scheduled services.
In 1955, Sabena received two additional S-55s, which allowed the company to further expand its network. Starting in the summer of 1955, a new service was inaugurated from Brussels to Duisburg and Dortmund. Much like the Cologne/Bonn service, Sabena offered two different services: two daily flights from Brussels via Eindhoven to Duisburg, and a third flight which included a DuisburgDortmund connection. Also during that summer, Sabena offered a coastal helicopter service. Flown trice weekly, 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, where a direct DC-3 service to London was offered. However, this service was short-lived, lasting only until September 3rd 1955. For the 1956 and 1957 services, the Rotterdam routing was revised. Still trice-daily, a single flight each week was routed via the airfield at Axel-Terneuzen rather than Antwerp. New helicopters and a World Fair The biggest change came late in 1956, when Sabena began receiving the first of its Sikorsky S-58C's. With a larger capacity and higher cruise speed than the S-55s, these helicopters allowed Sabena to greatly expand its services, and more specifically to inaugurate one important new route: on March 3rd 1957, the entire fleet of eight newly purchased S58Cs left the Brussels city heliport, landing little over an hour later at the newest
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Sabena helicopter destination in Paris. 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, two of the services continuing through Brussels to Rotterdam and Dortmund. The six S-55s were sold to the French government, and were subsequently used by the French Army. 1958 was an important year for Sabena, with the World Fair being held at Brussels. In order to assure full services on its network, as well as sightseeing flights around the Fair, Sabena leased additional capacity in the form of two Vertol V-44B and one Westland Widgeon helicopter. The company also opened a temporary helicopter base on the World Fair premises themselves, which was connected with the rest of the network. While the Vertols were mainly used for sightseeing flights, they were also used on scheduled services between Brussels and Cologne; the Widgeon, with its relatively small capacity, was exclusively used for sightseeing and aerial photography duties. The special services into the World Fair heliport lasted from April 17th until October 19th, the entire duration of the Fair, after which the services were stopped, the leased helicopters returned to their respective owners, and the World Fair heliport was dismantled. Reducing the fleet By 1959, the Sabena helicopter services had already transported over 250000 passengers. However, it was increasingly becoming clear that the helicopter services were making substantial losses, for which the scheduled airline services had to cover. This was punctuated even more by the total number of passengers carried that year: just 35637 passengers were carried, the total number being lower than those of 1957 and 1958. Sabena began considering replacements of the S-58C: Fairy gave a demonstration flight with its Rotodyne, flying the prototype on a London - Brussels - Paris - London loop, but the closest Sabena got to obtaining a replacement was a trial of the Sikorsky S-62. One was delivered by Sikorsky for tests on Sabena's passenger network in June of 1960, and was used by the airline until February 28 1961, when they returned it to Sikorsky. The airline was not satisfied by the type, and decided not to purchase the S-62s. However, interest was expressed in the new, large Vertol 107. Also during 1960, Sabena started reducing the size of its helicopter fleet. One of its S-58s was sold to Gyrafrique in April 1960, and later that month two more were leased to Elipadana of Italy for the duration of three months. In September, two S-58s were requisitioned by the Belgian government for use in the Congo, and in December, one further S-58 was sold to Asahi Helicopters of Japan. This left Sabena with four of its original eight S-58s. The fleet was even further reduced in May of 1961, when one of the remaining S-58s was lost in a flying accident during an engine test, luckily without causing injury to the crew. This forced Sabena to use alternative equipment on its network: the flights to Lille were temporally flown by the company's sole Alouette II.
The situation for Sabena's helicopter network improved in April of 1962, when the two S-58s that had been used in the Congo were returned to Belgium. However, by this time, the helicopter network was in decline. The first destination to go was Antwerp, as Sabena had decided to stop serving the city due to its proximity to its Brussels hub. The airline had already stopped its fixed-wing operations into the city's airport in 1961; October 1st 1962 saw the last helicopter services into Antwerp, after which the Brussels-Rotterdam route was flown non-stop. At this point, though, it was already clear that the helicopter services were nearing their end. Due to the independence of Congo and the subsequent troubles there, Sabena had lost a large part of its network and income, and for the first time the airline was in deep financial trouble, this situation being worsened by the recent purchase of jet equipment in the form of Boeing 707-329s and Caravelle 6Ns. As a result, the decision was made to stop the loss-making helicopter operations, and sell the remaining S-58s to the Belgian Air Force. The sale was made in September of 1962, and the decision was made to end the helicopter services, initially from September 1962 onwards, although this date was later revised to June 30th 1963. As part of the helicopter fleet was already being converted for Air Force use, a much reduced service was continued over the winter.
45
Air Force as VIP aircraft, while the Alouette II was sold to Isral. Starting from 1968, Sabena introduced an equivalent replacement service: the Common Market Commuter services, flown with light passenger aircraft. A Colonial Chapter: Sabena helicopters in Congo In 1951, the Central Government of the Belgian Congo decided to purchase three Westland-Sikorsky WS51 Dragonfly Mk.1B helicopters, for aerial spraying operations. While not officially part of the Sabena fleet, these three helicopters were maintained and flown by Sabena personnel, and used to kill malaria mosquitoes around the Congolese capital of Lopoldville. In 1955, these Dragonflies were sold, and three Sikorsky S-55s were purchased as replacements. Painted in full Sabena livery minus the titles, these aircraft were also flown for aerial spraying operations, although one of them was used during the visit of the Belgian king in 1955. One of the S-55s was lost in an accident in January of 1958, while the two remaining aircraft were handed to the Force Publique in 1960. In 1957, 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. In order to continue service, two S-58Cs were
leased from Chicago Helicopter Airlines, and later purchased. In order to cover the loss of capacity on the network, a number of destinations was dropped. The helicopter services to Lille and Paris were scrapped, as were those to Dortmund and Bonn. A variation on the route to Rotterdam was introduced: Sabena now served the city directly from Brussels, as well as via Eindhoven. Cologne was served during weekdays, with flagstops at Maastricht and Lige, with the service continuing trice weekly to Duisburg. In this reduced form, the helicopter services were continued until November 1st 1966, when Sabena decided to cease its helicopter services altogether. The two remaining S-58Cs were sold to the Belgian
use by the Congolese department of Waterways. Painted up in a full Sabena livery, the helicopter was occasionally used for aerial spraying, but it had a very short career in Congo: in June of 1959, it was returned to Belgium. Very little is known about the Congolese service of the Sabena S-58Cs. In September of 1960, OO-SHG and OO-SHM were sent to Elisabethville for use by the Katangese government. Officially registered as KAT-43 and KAT-44, the two Sikorsky's remained in Congo until April of 1962, when they were returned to Belgium and returned to Sabena service.
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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. Acquired in 1957, it was never intended for use on the scheduled network: instead, it was purchased for use by the Belgian Antarctic Expedition for liaison and reconnaissance purposes, with technical support provided by the airline. As such, it carried the Sabena logo on its tail. Departing for the South Pole in November 1957, the aircraft served for three years until it returned to Belgium in 1960. After this it was stored at Brussels, until it was sold to Osterman Aero AB of Sweden in 1962. In 2001, the aircraft was put on display at the International Helicopter Museum in Weston-Super-Mare, after it had been restored to its Sabena/Belgian Antarctic Expedition colours.
spraying 1952-1955. Sold Mexico 1955. W/O Brazil. Sikorsky S-55 OO-SHA Arrived Antwerp July 2 1953. Used on scheduled passenger flights 1953-1956. Sold to Arme de l'Air (France) 1956. WFU & scrapped. OO-SHB Arrived Antwerp 1953. Used on scheduled passenger flights 1953-1956. Sold to Arme de l'Air (France) 1956. WFU & scrapped. OO-SHC Arrived Antwerp 1953. Used on scheduled passenger flights 1953-1956. Sold to Arme de l'Air (France) 1956. WFU & scrapped. OO-SHD Arrived Antwerp 1954. Used on scheduled passenger flights 1954-1956. Sold to Arme de l'Air (France) 1956. WFU & scrapped. OO-SHE Arrived Antwerp 1955. Used on scheduled passenger flights 1955-1956. Sold to Arme de l'Air (France) 1956. WFU & Scrapped. OO-SHF Arrived Antwerp 1955. Used on scheduled passenger flights 1955-1956. Sold to Arme de l'Air (France) 1956. OO-CWE Arrived Leopoldville 1955. Used for aerial spraying 1955-1958. W/O January 27 1958. OO-CWF Arrived Leopoldville 1955. Used for aerial spraying 1955-1960. Handed to Force Publique as S -40 in April 1960. W/O Congo. OO-CWG Arrived Leopoldville 1955. Used for aerial spraying 1955-1960. Handed to Force Publique as S -41 in April 1960. Last seen as Force Arienne Congolaise WT-01. Sikorsky S-58C OO-SHG Arrived Brussels October 4 1956. Used on scheduled passenger flights 1956-1960. Damaged in minor accidents in 1957 and 1960 (both repaired). Transferred to Congo for operations in Katanga, September 27 1960; returned to Belgium December 1962. Sold to Belgian Air Force September 1962 and registered as B9/OT-ZKI. Converted to HSS-1 standard 1963; delivered to Koksijde Heli Flight April 1964. W/O September 21 1964. OO-SHH Arrived Brussels October 4 1956. Used on scheduled passenger flights 1956-1962. Sold to Belgian Air Force September 1962 and registered as B10/OT-ZKJ. Converted to HSS-1 standard 1963; delivered to Koksijde Heli Flight May 1963. Retired Belgian Air Force May 1976; sold D-HAUE to Meravo Luftreederei Fluggesellschaft MBH August 1978. SOC September 1985; used as spares for D-HAUG. OO-SHI Arrived Brussels November 1956. Used on scheduled passenger flights 1956-1962. Sold to Belgian Air Force September 1962 and registered as B11/OT-ZKK. Converted to HSS-1 standard 1963; delivered to Koksijde Heli Flight May 1963. Retired Belgian Air Force June 1976; sold D-HAUF to Meravo Luftreederei Fluggesellschaft MBH August 1979. SOC 1980; preserved Sinsheim Museum. OO-SHK Arrived Brussels November 1956. Used on scheduled passenger flights 1956-1961. W/O Brussels May 5 1961. OO-SHL Arrived Brussels January 1957. Used on scheduled passenger flights 1957-1962. Sold to Belgian Air Force September 1962 and registered as B12/OT-ZKL. Converted to HSS-1 standard 1963; delivered to Koksijde Heli Flight November 1963.
The Fleet
Bell 47D-1 OO-UBA Arrived Brussels July 28 1950. Used on postal flights 1950-1954. Registration changed to OO-SHX July 1953; sold as SE-HAI to Osterman Aero AB of Sweden in February 1954. W/O India. OO-UBB Arrived Brussels August 1950. Used on postal flights 1950-1954. Registration changed to OO-SHY July 1953; sold as SE-HAK to Osterman Aero AB of Sweden in February 1954. Preserved Finland. OO-UBC Arrived Brussels June 21 1952. Used on postal flights 1952-1954. Registration changed to OO-SHZ July 1953; sold as F-OAPY to M.A.T.A. of France in March 1954. Bell 47H-1 OO-SHW Arrived August 21 1957. Used by Belgian Antarctic Expedition 1957-1960. Stored Brussels 1960-1962. Sold as SE-HBE to Osterman Aero AB of Sweden 1962. Restored as OO-SHW and exhibited at International Helicopter Museum, Weston-SuperMare, UK since 2001. Westland-Sikorsky WS-51 Mk.1B OO-CWA Arrived Leopoldville May 18 1951. Used for aerial spraying 1951-1955. Sold Mexico 1955. Preserved Museu de Bebedouro, Brazil. OO-CWB Arrived Leopoldville 1952. Used for aerial spraying 1952-1955. Sold Mexico 1955. WFU Brazil. OO-CWC Arrived Leopoldville 1952. Used for aerial
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Retired Belgian Air Force July 1976; sold D-HAUD to Meravo Luftreederei Fluggesellschaft MBH May 1978. SOC April 1984; preserved Frankfurt Airport. OO-SHM Arrived Brussels January 1957. Used on scheduled passenger flights 1957-1960. Transferred to Congo for operations in Katanga, September 27 1960; returned to Belgium December 1962. Sold to Belgian Air Force September 1962 and registered as B13/OT-ZKM. Converted to HSS-1 standard 1963; delivered to Koksijde heli Flight October 1963. W/O October 15 1971. OO-SHN Arrived Brussels February 1957. Used on scheduled passenger flights 1957-1960. Sold as JA7067 to Asahi Helicopters of Japan, December 1 1960. OO-SHO Arrived Brussels February 1957. Used on scheduled passenger flights 1957-1960. Sold as FOBON to Gyrafrique of France, April 24 1960. OO-SHP Arrived Brussels June 24 1963, delivered as N869 (ex-Chicago Helicopter Airways). Used on scheduled passenger flights 1963-1966. Sold to Belgian Air Force December 1967 and registered as B15/OT-ZKP. Converted to VVIP standard and delivered to Koksijde Heli Flight January 1969. Retired Belgian Air Force October 1975; sold D-HAUG to Meravo Luftreederei Fluggesellschaft MBH May 1978. Airworthy. OO-SHQ Arrived Brussels June 24 1963, delivered as N878 (ex-Chicago Helicopter Airways). Used on scheduled passenger flights 1963-1966. Sold to Belgian Air Force December 1967 and registered as B14/OT-ZKN. Converted to VVIP standard and delivered to Koksijde Heli Flight June 1969. Retired Belgian Air Force August 1976; sold D-HAUC to Meravo Luftreederei Fluggesellschaft MBH February 1978. SOC early 1980s, preserved German Army Field Laupheim, Germany. Alouette II OO-CWH Arrived Leopoldville 1957. Used for antimalaria flights 1957. Transferred to Brussels June 1959, registration changed to OO-SHV. Used for medevac flights; also used to fill shortage in capacity during 1961-1962. Sold to Isral January 12 1968. Vertol 44A N74057 Arrived Brussels April 3 1958, on lease from Vertol for passenger flights during World Fair of 1958. Returned to Vertol October 1958. Sold USSR 1960 together with N74056, status unknown. N74058 Arrived Brussels April 17 1958, on lease from Vertol for passenger flights during World Fair of 1958. Returned to Vertol October 1958. Preserved Classic Rotors Museum, Ramona, CA. Westland Widgeon WS51 Mk.2 G-ANLW Arrived Brussels April 1958 on lease from Westland for passenger flights during World Fair of 1958. Returned to Westland October 1958. Preserved Norfolk and Suffolk Aviation Museum. Sikorsky S-62 N976 Arrived Brussels May 19 1960, on lease from Sikorsky for proving flights. Used on scheduled passenger services winter 1960-1961 (Brussels - Eindhoven & Brussels - Eindhoven - Duisburg - Dortmund).
Returned to Sikorsky February 28 1961. Cape Town 1979.
Scrapped
SABENA Destinations
Antwerp/Deurne (B): served September 1953October 1962. Axel/Terneuzen (NL): Served 1956 - 1957 only as alternative routing for Brussels-Rotterdam route (weekly single stop either way). Bonn Rmerbadplatz (D): Served October 1953June 1963. Brussels Alle Verte/Groendreef (B): Sabena Helicopter Hub, Brussels City Heliport. Served September 1953-November 1966. Brussels Exposition 1958 (B): Brussels Expo temporary Heliport. Served April-October 1958 only, during World Exposition. Brussels Melsbroek/Brussels National (B): Sabena Helicopter Hub, Brussels Airport Heliport. Served September 1953-November 1966. Dortmund (D): Served 1955-June 1963. Duisburg And der Aakerfhre (D): Served 1955November 1966. Eindhoven Genneperweg (NL): Served 1955November 1966. Knokke/Zoute (B): Served Summer 1955 only. Kln Venloerstrasse (D): Served October 1953November 1966. Lige Boulevard Frre-Orban (B): Served September 1953-November 1966. Lille Place des Buisses (F): Served September 1953June 1963. London Southbank Heliport (UK): Experimental flight, July 7 1954 only. No scheduled flights resulted. Maastricht De Griend (NL): Served September 1953November 1966. Paris/Issy-Les-Moulineaux (F): Experimental flight December 20 1953; scheduled flights March 1957June 1963. Rotterdam Katshoek (NL): Served September 1953November 1966. Vlissingen (NL): Served Summer 1955 only.
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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, called simply FLIGHT. And there seem to be a big reason as to why the words simulator are dropped from the title. It is much more different than what was released earlier in any incarnation of the series, started way back in the eighties. What we have now, and I applied for a beta testing position, is what some may call a facepalm on the forehead. First take a look at the flashy movie they released on youtube: http://www.youtube.com/watch? feature=player_embedded&v=5xJImWUdA-E It looks good isnt ? Well it might untill you get it and see for your self. To me it looks FSX, with some refinements, but it breathes FSX inside out. Perfomance is a bit better, some claim much better, but in my expirience it is just a bit better, lets say 25% or so. Gone is the handy menu on top, in stead we have the usual game interface, with less setting we are used to, an overall dumbed down interface. The game is totaly geared to gameplay in stead of simulation. Yes, its Windows LIVE enabled, and will rely heavily on DLC, downloaded contanten, and includes just the bare bones. However soon we all get it for free!. Yes, MS will release it for free, but to use it a bit you need addons. Only those from MS at the moment, no 3th party developpers allowed. What did I say ? None. Sound seems ok, als scenery looks more dense, but the blurries are still there, and in my setup the ground behaves as in FS2004. Nice from 2000 feet and up, but lower it gets worse very rapidly. No living world, no cars, nor birds, or moving traffic what so ever. I didnt saw them. There is no way to get old addons in it. The whole file structure is way smaller and in packs. (PAK) So its closed.
This all just mean to us no way to adjust it to our needs. No 2D panel to find, nor any refrence to it, so I assume it is non existant, This alone means for me that it is a no go. A show stopper. I need 2D panel capability due to my setup with 7 screens. A lot of homebuild cockpit builders also cannot use it, since the VC is there all the time. Yes, its a VC only game, not a simulator yet. Then, there is lot of game element in it, with all sorts of missions, suitable for casual flyers, but not for the serious simmers like us. My conclusion is that MS Flight is absolutly cannot be used for propliner simulation, nor any simulation and in this form it can be skipped or igored. We can luckily stay with FS2004, and upgrade to FSX if we like, but we will then miss the scenery addons, and the great performance of FS2004. Also XPlane 10 is not an option, with its mediocre airfields, lower appeal and smaller design group. If you look at XP10 then you may like me not impressed. I wasnt. It looks not good, worse then FS2004 to me. Oh, ORBX and Aerosoft lost interrest in Flight, they wont develop for it. This tells us a lot. FS2004 will live at least again another year! This guy is what I need now to get it rid of my PC Johan
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THE ALL NEW, AMAZING, FAST AND LUXURIOUS PROPLINER MAGAZINE !!

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n this series we take a look at the Asia Pacific 1962

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Classic Airline Spotlight

Sabena World Airlines The Helicopter Years 1950-1966