"VFR" Flying in IMC

I still haven't returned to my day job in Minneapolis. Instead I'm still up here in Alaska doing "VFR" flying. Currently, I've been sucked into Yoland's heroic "Grand Tour" of Alaska. This consists of 98 flights starting in Juneau, traveling east then north to Point Barrow and finally all the way back down to Kenai. I've completed 48 of these flights, so I'm almost halfway done. I started off in the venerable DHC-2 Beaver, but several weeks ago I switched over to the Aerosoft DHC-6 Twin Otter, first the old version (c. 2008) and, more recently the newer and considerably enhanced Aerosoft Twin Otter Extended (c. 2013). Though somewhat more difficult to fly (e.g., difficult to taxi, prone to engine fires and unforgiving stall characteristics), the newer version is much more realistic and has many more active subsystems. As a bonus, if you get the payware version of FSUIPC and use it to recalibrate the throttle, you can use the reversible props to back out of a parking place without needing to call a tug.

The Twin Otter has several features that make it ideal for backcountry flying including: powerful twin turboprops, tricycle gear, reversible props and, on some models, tundra tires (or skis or pontoons). The result is a 12,000 lb aircraft (fully loaded) that can seat about 20, can cruise comfortably at 140 KIAS, but still land reliably on a gravel strip in about 1500 ft. when fully loaded at low altitude with reasonably favorable wind conditions. The extended version also has extensive subsystem implementation (e.g.,anti-icing boots), an elaborate set of checklists, and significantly upgraded avionics including a radar altimeter and a Garmin GNS530 GPS incorporated in the instrument panel.

These features, particularly the GPS, have proven essential as I have proceeded towards the north coast of Alaska. Further south it was definitely Spring, with lengthening days and mild weather. But up here on the North Slope, north of the Brooks Range and on the shores of the Arctic Ocean, the weather features strong winds (20 - 25 knots is routine) and greatly reduced visibility, particularly inland and near the ground where there is rarely a visible horizon. Add to that the relative absence of radio navigation aides, runway lighting or radar service and you have pretty challenging IFR flying, some of the hardest I've ever done. Sometimes I find it hard just to fly the pattern, because I can't find the runway visually.

To top it all off, with the new econ module, the company now requires that I turn a profit on these flights . The result is that I have to load up the aircraft to near capacity and be careful about carrying too much fuel. Neither of these help when flying in difficult conditions. However there is one realistic aspect which I cannot reproduce. Very few of these strips in the far north have fuel available. The real world alternative is to fly it in, either in advance or as part of the cargo. Since fuel resupply is not a paying customer, treating this realistically would put me into the red and before long Yoland would probably have me back at my desk job in Minneapolis. So, I refuel on the ground as needed.

I'll post a few shots of my latest adventures in my photo album (Mike's Miscues).

Mike

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