FAO Blog Readers

Hello. Due to other commitments during the summer, updates will be sperratic and inconsistant. However, I am not discontinuing the tour or the blog. Please keep checking for updates. I'd like to thank you for taking the time to read the blog, and I can't wait to keep you posted on new portions of the tour.

Antonio Rivera Rodríguez-Benjamín Rivera Noriega

This next flight is the first of several that take me straight from one traffic pattern to the next. After taking off from runway 9 at Antonio Rivera Rodríguez Airport (VQS/TJVQ) on Vieques, I continued on runway heading until I leveled off at 1100 feet. I then turned to headed 040 to make a base leg for runway 13 at Benjamín Rivera Noriega Airport on Culebra (CPX), the second biggest of the Spanish Virgin Islands. My approach was terrible (high and off-center). It was, surprisingly, one of the smoothest landings I've ever made.

Note: This is the first leg where I used Irfanview to reformat the screenshots. They will be a bit bigger and definately higher quality. If you have any feedback, let me know.

TJVQ-CPX

Luis Muñoz Marín International-Antonio Rivera Rodríguez

Next I headed southeast for Vieques, in the little-known Spansh Virgin Islands. After taking off from runway 8 at Luis Muñoz Marín International (SJU/TJSJ), I turned right to a heading of about 120. I continued across Puerto Rico, and almost as soon as I crossed the Puerto Rican coast, It was time to enter the pattern for Antonio Rivera Rodríguez Airport (VQS/TJVQ) in Vieques. I entered a base leg for runway 9, and made a crappy approach. All because I was trying to get a screenshot.

TJSJ-TJVQ

Rafael Hernández-Luis Muñoz Marín International

After a quick layover in Aguadilla, I taxied back out to runway 8, and took off for Luis Muñoz Marín International (SJU/TJSJ) in San Juan. After leveling out at 1500 feet (I decided to stay low as I would be shortly beginning my descent), I turned right to heading 105. I continued along this heading for about 30 minutes. As I approached San Juan I was given clearance to fly the straight-in approach for runway 8. I remained 1500 feet and heading 105 until I intercepted the end of the ILS feather on the GPS (I wasn't actually using instrument procedures), when I turned to ruwnay heading and began my descent. My approach was better than the one into Punta Cana, and after landing I taxied over to General Aviation parking, satisfied with another great leg.

TJBQ-TJSJ

Punta Cana International-Rafael Hernández

After a relaxing break in Punta Cana, it was time to head east to Puerto Rico. I was anticipating being able to fly straight across the Mona Passage on runway heading, but it turned out Rafael Hernández Airport (BQN/TJBQ) was a bit further south. I banked a bit south, but that ended up not being enough. About 20 miles out from runway 8 (I had selected the runway for a straight-in approach-strangely this commercial airport is uncontrolled in FSX) I entered a pseudo-base leg. I lined up for the final approach just north of Isla Desecheo, an uninhabited Island to the west of Puerto Rico. I flew a decent approach and taxied through the uninhabited airport to a parking stand by the terminal. I need to turn my AI up.

MDPC-TJBQ

Las Américas International-Punta Cana International

After the debacle that was my previous leg, I needed a vacation. No better place to do so than beautiful Punta Cana. After pushing back, I taxied out to runway 35 at Las Américas International(SDQ/MDSD) in Santo Domingo behind a World Travel 737. After holding while the comparitively huge 737 took off, I taxied out and took off from runway 35. The climb and level out went smoothly. I turned to a heading of around 095 to head towards Punta Cana. The rest of the flight went smoothly. After about 35 minutes cruising at 2500 feet, I began the straight-in approach to runway 9. The approach went well, and was definately my best so far. If only I could flare well.

MDSD-MDPC

JAGS McCartney International-Las Américas International

My next leg ended up being a lot more hassle than I bargained for. I ended up flying the leg three times. The first two resulted in fatal erros, and then I had to download new drivers for my video card. After that (which entailed an hour on the phone with tech support), I flew the leg for a third time. Fortunately, this one proved to be successful. After taking off from runway 29 at JAGS McCartney International (GDT/MBGT) on Grand Turk, Turks and Caicos. After reaching 500 feet AGL I banked left to heading 154 and continued my climb to 2000 feet. I leveled off and cruised relatively fast at 117 KIAS for the hour and a half flight to Las Américas International (SDQ/MDSD) in Santo Domingo, Dominican Republic. I began my descent as the sun finished setting, and I flew the straight in approach pretty well. I taxied to my parking stand and shut down the engine, glad to be done with the leg after it took so much to complete.

MBGT-MDSD

Pine Cay-JAGS McCartney International

Sorry it's been awhile. Exams have been taking up most of my time recently. However, thanks to my not being able to sleep one morning, I was able to fly my first sunrise leg (I fly my legs at the actual time, so sunrises don't happen often). I took off from runway 29 at Pine Cay (PIC/MBPI) and (after stalling on takeoff in the process of getting a screenshot), I followed the pattern to head east. I continued over North, Middle, and East Caicos. After about 45 minutes I entered the pattern for runway 29 (coincidence?) at JAGS McCartney International (GDT/MBGT). The pattern went well, and I landed on my first approach, although it did take some adjusting to get lined up. Another beautiful Carribean leg.

MBPI-MBGT

Salt Cay-Pine Cay

Next, I headed west across Turks and Caicos. After taking off from Salt Cay (SLX/MBSY), I climbed to around 2400 feet. The flight was short and before I knew it, it was time to descend into Pine Cay (PIC/MBPI). I flew the pattern decently, but missed the turn for final (again) and made a go around. I flew the second approach much better, and landed on the coral (yes, coral) runway. They have those?

MBSY-MBPI

Constanza-Salt Cay

My next flight took me north to the beautiful Turks Islands. After taking off from Constanza (COZ/MDCZ), I headed north and climbed to 6000 feet (2000 feet AGL). The air was a little rough over the mountains, which made leveling off tricky. After I passed the mountains and was over the coast, the air got smoother. Clouds were broken at 6000 feet, and I flew through several. According to the logbook, I spent more time in IMC than in non-IMC. I descended into the Turks Islands rather rapidly, and entered the downwind leg for runway 25 at Salt Cay (SLX/MBSY). The pattern went well, until I missed the turn for final. As a result, I made a go around, and landed successfully. Hopefully the next leg goes better.

MDCZ-MBSY

Port-au-Prince International-Constanza

It is good to be back in the (virtual) air. I have been out of the cockpit for about two weeks to catch the blog up. Since that was taken care of, it was time to get back in the cockpit. Already in Haiti, I took off from runway 10 at Port-au-Prince (PAP/MTPP) and headed a bit north of due east. Quickly it became clear that my normal cruising altitude of 2000 feet would be inadequate, and I began a climb, eventually topping out at 6100 feet. The flight afforded me some great views of mountains and some great sunset views. Constanza (COZ/MDCZ) kind of snuck up on me, and I quickly descended to 5000 feet, about 1000 above runway altitude. I entered the right downwind leg for runway 8, but as I flew it, I had to climb to avoid mountians. Not something you want to be doing in the pattern. I readjusted to fly the pattern for runway 26. I flew the pattern too close, and as a result I tried something a little funky for the approach. I flew a half figure 8 ahead of the runway, and I entered final at the threshold. I flew the whole thing at a hundred feet or so above runway height. I guess I was a little rusty.

MTPP-MDCZ

Gustavo Rizo-Port-au-Prince International

After spending the night in Baracoa, it was time to head east. I took off from Runway 34 and then banked left to turn almost 180 degrees. I returned the plane to straight and level flight. I continued east, leaving Cuba for the last time on the tour. I continued across the Windward Passage. I readjusted my course further south to head towards Port-au-Prince (PAP/MTPP). The flight was going too smoothly. As I neared Port-au-Prince, I flew over some mountainous terrain. I didn't pull up in time, and I slammed into the side of the hill. As always, I put myself back where I had been, and this time climbed excessively high to insure I wouldn't crash again. The straight-in approach went well and I landed beautifully. A near-perfect leg.

Note: with this update complete, I am caught up with all the legs I have flown before I started the blog. From now on, all updates will be made as I fly the various legs. This should make the updates more detailed.

MUBA-MTPP

NAS Guantanamo Bay-Gustavo Rizo

After topping off the tank, I took off and headed north towards Gustavo Rizo Airport (BCA/MUBA) in Baracoa. I climbed to 1200 feet since the airport was close. However, terrain forced me to climb to an eventual altitude of 4500 feet. The terrain and sunset made for a beautiful 45 minute flight. My descent was iffy due to being too high. I still managed to land it. Good thing I have stress damage turned off.

MUGM-MUHA

Norman Manley International-NAS Guantanamo Bay

After a quick stop in Kingston, I took off and headed north for NAS Guantanamo Bay (MUGM). As I headed north, I flew towards the Blue Mountains, which are home to Jamaica's highest point, Blue Mountain Peak. I attempted to level off at 2000 feet, but that would have put me on a crash course. I tried leveling off at successive intervals of 1000 feet, but each time the mountains kept going higher. Finally I was able to level off at 6000 feet. Coming over the top of the mountain range afforded me a great view. I continued north towards Cuba. The approach into NAS Guantanamo Bay went great, and I landed beautifully.

MKJP-MUGM

Sir Donald Sangster International-Norman Manley International

Next I headed southwest across the Islan towards the capital, Kingston. After taking off, I banked right and climbed to around 2000 feet. As I flew further inland, I became too close to the ground, so I climbed to about 3000 feet. The rest of the fight went uneventfully. The view along the way were spectacular. My descent and approach into Kingston went well. Another good leg down.

MKJS-MKJP

Owen Roberts Intenational-Sir Donald Sangster International

My next flight took me east to beautiful Jamaica. After taking off from Roberts International (GCM/MWCR), I climbed to 2000 feet and leveled off. The flight went smoothly and uneventfully. I entered the base leg for runway 7 at Sangster International (MBJ/MKJS). I entered the approach a bit low, so I slowed my descent and made a great sunset landing. A great leg. [Note I didn't attempt at making a Ya, mon reference]

MWCR-MKJS

José Martí International-Owen Roberts International

After spending the night in Havana, it was time to head south to the Cayman Islands. I took off from runway 4. As I got to 500 feet AGL, I banked to the left and headed towards Grand Cayman and Owen Roberts International (GCM/MWCR). I leveled off at the usual 2000 feet and enjoyed a leisurely 2 and a half hour flight. My approach was iffy, as I came in on the base leg too high and off line. Rather than make a go around, I put a plane in a dive and ended up landing only a couple hundred feet or so beyond the threshold. I guess all is well that ends well.

MUHA-MWCR

Lynden Pidling International-José Martí International

Next, I headed south. On takeoff from Pidling International (NAS/MYNN), I stalled the plane as I was enjoying the view. I qickly recovered and resumed my climb. I leveled out at around 2000 feet and managed to trim the plane to a perfect 0 ft/min vertical speed, which is not easy in a C172. That was quickly eradicated as I encounted a large pocket of turbulence near the coast of Andros Island. Forunately the balance of the more than three hour flight was uneventful. I entered Cuban Airspace, and after navigating some restricted and dangerous airspace, I entered the down wind leg for runway 4. The pattern went well, albeit a bit low, and the I landed decently. The sunset made it a landing to remember.

MYNN-MUHA

Little Whale Cay-Lynden Pindling International

After getting my plane back on the runway, I took off and headed south for the half hour flight to Lynden Pindling International (NAS/MYNN) near Nassau. The flight went pretty well. I made a straight-in approach to runway 14, which went very well. Island hopping is great.

MYZ3-MYNN

Key West International-Little Whale Cay

Next, I headed east to the Bahamas. After taking off from Key West (EYW/KEYW), I flew along the Florida Keys. I then exited US Airspace. It was around 30 minutes before I entered Bahamian airspace, although strangely you are under the control of the Miami Center far into the Bahamas. After more than two hours in the air, I cam in for the approach at Little Whale Cay (MYZ3), a private Island in the Berry Islands Archepelago north of Nassau. My first approach was bad and made a go around. My second wasn't much better, and I landed a good ways down the 2000 foot runway, and as a result, I slid off the end. The good thing about a private island is that no one can see you screw up a landing.

KEYW-4FL3