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Mega World Tour Complete!

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Not just any old lap of the world. This one was with the venerable FS9 combo of SSTSIM Concorde, FSPax, FSNav, ActiveSky 6.5 and a visit to every country sporting a 6500ft or longer runway, about 210 all up! I started on 04 April and finished 21 August, so just over 4.5 months. 217 flights (a couple of reruns of aborted legs due to FPax major failures) and 195 flying hours, of which 86 hrs were night flights.http://users.tpg.com.au/roger38//Concorde+Classic.jpgThe most challenging leg was from VNKT (Kathmandu, Nepal) to LQPR (Paro, Bhutan) bringing this big and fast bird down on a 6500ft rwy of 7333ft elevation nestled deep in a valley. Then I had to get out of there!Anyway, the tour was great fun and I have already started on my next world lap, this time using the 1989 Concorde World Tour Route of a more docile 12 leg total I do all my flights on VATSIM as QF5442, so say g'day if you see me on line.Gary

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Wow - excellent simachievement! I really admit your dedication to comleting something like that. I'm terrible for starting world tours, then getting bored with whatever I'm flying and abandoning the tour!I was flying a cross-atlantic flight (Canada, Greenland, Iceland, Scotland route, not straight across the pond), as a simulated delivery flight of the excellent Eaglesoft Twin Commanche, but my plane is currently stranded in Greenland, as I then bought the SR22 Turbo and have been flying that in te Pacific North West instead!

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I must admit that some of the multiple 300-400nm legs had me struggling for a while, but I slowly chipped away at it. Another interesting stat was that for all the 195 hours I was on VATSIM, I only had ATC coverage for about 8 hours max. Probably a good thing though as I've come across more than a few controllers who don't know how to handle the block altitude of FL480 to FL600 that the Concorde used. They get obsessed with having to assign you a specific altitude, even though no other bugger could get up there to conflict with whatever airspace you are assigned!Gary

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Great achievement and one that I am sure is really appreciated by anyone who has attempted to fly the great SSTSIM Concorde. I have completed the 1989 and 1999 World Tour as BA9046 and BA9095 (The real world callsigns) and it was a fantastic challenge. Good luck on your next tour.BTW...what program did you use to capture the legs and produce the map?Mark.

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That is some endurance test! Tell me, any particular areas that are worth noting? Such as most breathtaking places to fly or perhaps difficult approaches/landings? Next time you should back your 'virtual camera' ;)

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>That is some endurance test! Tell me, any particular areas>that are worth noting? Such as most breathtaking places to>fly or perhaps difficult approaches/landings? Next time you>should back your 'virtual camera' ;)Give NVVV a go - nice offset ILS - a bit like LICR. Just flew it on my round the world :-)

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As corny as it sounds, I liked all the places I visited due to the diversity of the trip. This ranged from island hopping in the Pacific and between North/South Ameria, the thunderstorms around Asia, the tick tacking across the many countries of Europe, the vast wide open spaces of Africa and Australia, the high mountains of South America and the Himalayas, and the air traffic density around North America.My favourite flights were those in bad weather with difficult approaches and with an FSPax fault thrown in for good measure. Tricky/enjoyable approaches (that I remember!) were:- VNKT Kathmandu, Nepal with bad weather and rollercoaster VOR approach- ZMUB, Mongolia with really bad weather- a couple of '..kstan' airports due high surrounding mountains- MMMX Mexico City at night and high surrounding mountains- EETN Estonia where the approach from the West on sunset is spectacular - BTGL Greenland because I had no realistic alternate airports in the event of a major failure and it was extremely hazy- KDEN Denver USA because I got to use that beautiful 16000ft rwy- SKBO Bogota Columbo because of the high alt and surrounding mountains- SELT Ecuador, because it was nestled in mountains with no nav aids and I arrived at night- SLLP La Paz Bolivia because it is the highest airport (13333ft) in the world long enough for Concorde to use (Just!)- FHAW Ascension Island as it was a one shot landing with no precision approach, again at night- ORBS Baghdad Iraq for the thrill of being shot up on landing and takeoff with 100% chance of war zone attack (FSPax)- and finally YSSY Sydney Australia for plonking this graceful bird back on the ground again after 215 legs.Gary

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Mark,>BTW...what program did you use to capture the legs and produce the map?The map is an output of FSPassengers.Gary

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For anyone that is interested in torturing themselves in a similar manner, here are the legs I flew:# Type: Name: Frequency: Course: Dist.: ============================================================================================ Depart: Kingsford Smith Intl [YSSY] ATC: 126.25 0 nm Arrive: Kingsford Smith Intl [YSSY] ATC: 126.25 104827 nm ============================================================================================ Aircraft: Aerospatiale Concorde Cruise: 1100 kts============================================================================================1 Depart: Kingsford Smith Intl [YSSY] ATC : 3 Waypoint: Auckland Intl [NZAA] APT 86

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Well done (applause!).I have done 200 hours in FSP in two years so it was quite a feat you pulled off there. I have seen some of your shots in the forum here too during your journey.Now try it in a Cessna ;)

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Congrats indeed! So I've dusted off my FSFrance Projet Mach 2 Concorde and have given it a shakedown from Heathrow to Manchester, before I head off in it - somewhere global. Haven't decided yet...;)

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Actually Andrew, I was hoping the SSTSIM and FSPax FSX versions would be completed by the time I finished, so that I could do a similar tour again but this time in a different order and perhaps the second largest airfield for variety. I'm looking forward to both of these products hitting the streets.Gary

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I just love flying the Concorde - four hours flight time max, the vast distance that can be covered at Mach 2, a handful to fly from start to finish (especially if you manage that fuel balance all by yourself!), and can go most places with 6500ft+ of rwy to offer. What more could you ask for? :-)Gary

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Nice tour. I am getting ready to embark on a tour of Russia. I have been spending the past few days flying in the Seattle area, first at KRNT doing some touch and go's with the Posky B737-900ER and then at KPAE with the new Posky B777-200. I think I am going to fly the B737-900ER. AI aircraft is my addiction, and I cannot wait to get over there to see the Russian AI. I think after my Russian tour, I am going to go to the Mideast and fly out of OMSJ with an old smokey An-12.

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The most challenging leg was from VNKT (Kathmandu, Nepal) to LQPR (Paro, Bhutan) bringing this big and fast bird down on a 6500ft rwy of 7333ft elevation nestled deep in a valley. Then I had to get out of there! Hee hee you flew Concorde on that route?! That should have caused a few avalanches, sent the wildlife scattering and scared the locals http://www.clicksmilies.com/s1106/grinser/...-smiley-028.gifThats some endurance, I admit I do not have the patience for a tour like that so props to you :)

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>The most challenging leg was from VNKT>(Kathmandu, Nepal) to LQPR (Paro, Bhutan) bringing this big>and fast bird down on a 6500ft >rwy of 7333ft elevation nestled deep in a valley. Then I had>to get out of there! >>Hee hee you flew Concorde on that route?! That should have>caused a few avalanches, sent the wildlife scattering and>scared the localsYes it was quite an interesting approach which would not be advisable IRL methinks :-). Basically, I had to cross the PRO VOR at 12500ft all dirtied up and just off stall (150kts, gear down) then sink like a rock the next 6.7nm down to 7333ft (around 4000FPM). About 0.5nm out I had to do a mother of all flares to arrest my descent rate and then power up enough to keep the pitch at less than 12 degrees for touchdown. Admittedly, I did overrun the runway by about 100ft, for which I was duly punished by FSPax by sustaining undercarriage damage. A million dollars worth of repairs later, fresh underpants :-lol, and a minimum load of fuel and I was off again. This time, the departure was on rwy 15 with a full afterburner ascent up the same valley I had previously fell into to clear the mountain peaks at up to 14000ft and be on my way to the next airport.Oh, and did I mention that with AS6.5 weather, this all took place through cloud capped mountains that killed visibility for the initial approach. For a while there is was just me, the GPS terrain map, the rad alt and stick manouvres keeping me out of trouble on the descent!Edit - Just found the flight log from FSPax, so here is the evidence:Flight ID: SB185Pilot: Gary DunneCompany: Concorde ClassicAircraft: Concorde BANC HiVC NoCabinFlight Date: 11 August 2008Departure: 16h34 (10h49 GMT)Arrival: 17h36 (11h36 GMT)From: VNKT - Tribhuvan Intl - NepalTo: VQPR - Paro - BhutanNbr of Passengers: 67Report:Flight Distance: 216 Nm Landing Speed: 161.89 ktTime Airborne: 00h42:04 Landing Touchdown: -325.38 ft/mFlight Time (block): 00h46:38 Landing Pitch: 10.23

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