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Well this is m second attempt after a coputer video problem shtdown m computer while flying and wiped my career clean it allowed me to start over. so i choose a trip around the world. my original flights where as follwed.

PHNL(Honolulu)-RJTT(Toyko) 3340nm direct with 53 passengers full fuel. The trip was completed in 11h 43min at 30K. Cost per mile ws .86. The flight was completed with real weather to include wind aloft. I flew VFR direct and climbed non-stop to 30K. I started out Conservative on leaning at .63 manual mixture. I then continued to lean to .58 manual mixture as weights would allow. Next leg and the shortest.

RJTT(Toyko)-WSSS(Singapore) 2860nm direct with 55 passengers. This trip was completed with a no-stop climb to 32k. Time in flight 9h 26min. The mixture settings were followed roughly the same but the turbos and throttles were maxed out and could not go anymore. rpm was set at 2250-2300. cost per mile .88. next leg.

WSSS-OMDB(dubai) 3153nm direct with 49 passengers. This trip was wrong direction for flight but since i was the only aircraft in the world i said screw it. i climbed non-stop to 33k. time in flight 10h44min. cost per mile .79. the next leg was unsucessful due to computer error. wiped everything out the career and engine hours. somehow i ended up with 348902 hour engines. something went wrong somewhere. so i started over. new career fresh engines based in Dallas DFW.

KDFW-LPMA(madiera) longest flight to date in time and distance. 3935nm direct with 44 passengers. time in flight 12 hours even. landed with 2% fuel. I was blessed with tail winds some of the way with cross winds most of the way. i climbed non-stop to 33k. this was a major fuel management problem for me and played with the settings alot to tweak for best range. my time to climb was 1h2min. and after 28500 takes some time. this is where you are 100% throttle and turbos 100%. your power setting is low enough the turbos run cool enough and temps aren't an issue. after 29k climb is reduced drastically ut i find it nessaray to continue to climb for fuel saving. i cant stay low and burn off because i need that fuel. climb stayed at least 300fpm the entire time. i also over climbed to help get over the power curve. i climbed 3-500 over and easily rounded the climb to help the aircraft settle into cruise. cost per mile .76. not my best to date but not bad.

If you are keeping your costs under $1 per mile, you definitely know what you are doing. This is why we did this, to really help everyone be the best they can be. Great stuff, thanks for sharing. Scott.

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A2A Simulations Inc.

Very nice indeed, I have done a few around the world trips going East but not a Western direction yet.

Best Regards
Mark S.

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Boeing B-17G Flying Fortress-Accusimed/Boeing 377 Stratocruiser-COTS/ Piper Cub-Accusimed
Windows Vista 32 Bit/Quad Core 2.4GHz/4GB Ram/Nvidia 8800GTX

3935 nm, I think thats about the longest range anyone has claimed. Has anyone gone further with a passenger load?

My next leg was my shortest not by choice but because of winds. I wanted another 3900+ leg but only managed to squeeze 3824nm out due to stronger then reported headwinds. The trip from LPMA to UTSB was done without a hitch. No issues besides the strong headwinds. This leg was completed in 12h 31min with 46 passengers. I landed with 200lbs per tank which didn't leave me much wiggle room. trip was completed at 33k with a no step climb as I always do.

Due to my short leg I had my longest ever planned trip. UTSB direct PASY is a 4160nm leg. I plan 33 passengers and full fuel(obviously). My takeoff weight today was somewhere around 140500. Plan was max climb to 33k. This climb was completed in 59min. A major difference with less passengers. Once leveled at 33k speed built to ias of 175. With the light headwinds so far my average ground doped so far is 296. Distance traveled 1392 with a est range left of 2767nm. I have not been blessed with tailwinds so far but plan on nice string tail winds in eastern Russia. Yesterday this trip was attempted and was a major success but a computer error left me 120nm short. I hate computer errors that shut down my system. That's why I'm looking for a new system. Yesterday's flight highlights where all planned the exact same numbers. Climb for whatever reason was a bit slower. At 33k in eastern Russia I was effin blessed with Awesome tailwinds of 100kts. Gs was 414kts(fastest ever I have seen) and a .54 Mach ias. Was simply amazing. I traveled 4059 miles and still had 9% fuel left. The problem with the area I'm headed is if I want/can go further I simply can't. The nearest runway past that location is another 500nm. Simply just out of reach. So pasy is my only option for max distance. But if something goes wrong I have a great selection enroute. I love eastern Russia. Talk about every airport having over 10k feet+ runways. Russian aircraft must be runway hogs or their pilots just suck. Anywho I benefit from having a ton of alternates.

I'll post all the details from this leg when I land in another 7-8 hours. Next leg after that is PASY-KDFW. Another long leg I believe in the 3900-4000 range. Also planned at 33k. With around 38-42 passengers depending on actual distance. So far of planned correctly I have circumnavigated the globe in three stops. KDFW-LPMA-UTSB-PASY-KDFW.

Wow! 4160nm. Do you fly the whole stretch in one sitting or do you save and continue? I presume the latter. Gotta check out Russia with those nice and long runways, I'm crossing the States now in smaller "jumps" of approx. 400nm each because I like to take-off and land in the same sitting. Maybe I'll go north-west after I reach the west coast, towards mother Russia.

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I do the flight in one "sitting" but I use the away from keyboard button. I check the progress every so often. I really only sit there during climb and descent. Doing cruise I have a leaning schedule I follow and believe this is why I can go so far. From what I see during all these flights the oil is the limiting factor. I have yet to test the true endurance of this bird. Maybe that will be next. Max range and max endurance are flown totally different. Max range is best mixture setting for needed power. Ie you still want a good gs but want the leanest mixture that will allow without getting behind the power curve. Max endurance is reached by minimal power setting to stay aloft with minimum mixture to allow lowest fuel burn. This is typically within 5-10 of stall speed but with this heavy metal might be different. I'll have to play around and see. When I flew my varieze I routinely was lean of peak and I believe with my cruise settings I'm also lean of peak in here. I haven't found a need yet to truely lean aggressively. Though in descent I do lean the mixture to .46 and it really helps. Yes I know I'm going to get heat for even mentioning lean of peak and proving I'm there and I don't have a multiprobe egt cht etc. That's why I say I believe. Hard to tell. I just know what I'm doing works very well and challenge anyone to beat my distances with passengers. Heck maybe I'll start a challenge to see who can go the longest with a given load. All matched and starting points the same. Challenges won by both endurance and distance traveled. Maybe after I finish the globe I'll start that up. Any takers?

second to last flight was just completed. UTSB-PASY. 4168nm completed in 13h1min. landed with 5% fuel 27% oil carrying 33 passengers. cost per mile .72. This trip was purely mixture control. i knew if i wanted to get max range i had to get the mixture back as fast as the aircraft would allow. I cruised at 33k again and throttle setting was 100% as well as the turbos. this lead to a mp of 40.9 my rpm was set at 2250. I now know this plane will break 5000nm. it just takes the right conditions. next stop KDFW.

wow, thats some hardcore airmiles! welldone indeed

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You can say that again! The other night after a "mere" 300-400nm flight I got a round of applause from the passengers for my landing but those loooooong flights of yours, flying on fumes Lyonsdan.

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Sniffing more like it. I love to really see what planes can do. Manuals are great but in a sim they are a mere guide. I here people say they have to follow scheduled climbs and all. All I have to ask is why? The plane loves to fly so let it. There a good reason I can stretch everything in that book. It's called I don't follow it. Call me a test pilot if you want. But I'm always safe and never exceed limits. I may "push" the limits and but cross them. I know what this aircraft is capable of so I do it. My next challenge to myself is break the 4500nm barrier. Then I want to see what it will do without passengers. I tested the pressurization the other day with a climb above 34k. Over that the pressurization started popping. So I think I was gettig to high for it to maintain a constant pressure. So when I try and break 5000nm without passengers it will most likely be done at 34k.