I had that happen to me last night on the way to Innsbruck. An FS aircraft joined the airway about five miles in front of me. As I was closing on him, he moved over a mile and allowed me to pass.

Never saw that happen in all my FS years of flying.

My first IVAO flight in three years today...finally. I got the comm system installed into the simulator and downloaded the IVAP and TS software to a client and went at it.

Innsbruck to Frankfurt. The controller assigned the max-performance departure from 26. The KPT1Z I believe. You'd have to fly it to appreciate it. Loads of fun and will test your airmanship at the highest levels. I don't know that the controller on duty had ever seen a 727 perform a max climb departure before. He had me turn to KPT at my descretion before even getting to AB NDB. AB is the first fix after the 180+° turn off of 26 and then direct to RTT. I was at FL110 long before AB. You get to do this at a max speed of 165KIAS with a 25° minimum bank.

Leave the FMS and AP at home because you can't use it for this departure. If you can't fly your aircraft stay on the apron because you'll never get out of Innsbruck. 

A wonderfull flight and it was nice to have the closest thing to ATC I've heard in five years or more.

Fozzer wrote on Nov 17^th, 2009 at 7:42am:


Share your preference for 'small and interesting,' Fozzer - in terms of both aeroplanes and airfields! But I'm also an 'RW addict'!

Over the years I've 'developed' a compromise that gives me the best of both worlds - I generally stick to aircraft with a still-air range of 1,500nms. or less. This means that you have to plan your route very carefully, because you can't just sail straight across the Pacific or the Atlantic. For the former, for example (starting from Oz), you have to head north via Midway Island or Japan to Adak in the Aleutians; for the latter you have to use the 'old' route via St. John's, Newfoundland, and the Azores.

I almost never use the same route twice, because of the differing characteristics of the various aircraft. And RW in aircraft with limited range and only the 'basic' instruments can lead to lots of 'thrills and spills.' Time and again 'real weather' springs a nasty headwind or zero visibility - I've often found myself 'scraping in' on the last couple of teaspoonsful of fuel, or having to file IFR in the air and then hand-fly those awful roundabout approaches that the FS 'controllers' love to inflict on you!

I also log the flights, and make myself taxi in and out and spend at least an hour parked on the ground between flights. The record so far in a prop (in clock time, not elapsed time, and including stops) is four days 20 hours in the DH88 Comet; which CAN handle Honolulu-San Francisco (my all-time favourite trip, great scenery at both ends!) and St. John's/Heathrow.

Currently having a change though, belting round in Dave Garwood's very nice Hawker Hunter (which has a max. range of only about 1,400nms.). On impulse I'm currently re-enacting the MacRobertson Race route from England to Australia -on the last leg to Melbourne right now, looks like I'll make it in 46 hours 'clock time,' including nine one-hour stops. After that I plan to take the Hunter on round, via Midway, Alaska, and Canada, hoping to crack four days for the whole RW trip.      

Buming around in a New Stearman package I acquired 

Bangkok - London with Thai Airways A380 -800
Bangkok - Sydney with Thai Airways A340-600
Tokyo - Fukuoka with ANA 747-400D. I just had to fly one of the few domestic routes with a jumbo .

Now i am flying Lufthansa A340-600 from Münich to Hong Kong