![]() The ADF at Linz is a little closer to our flight path than the VOR is… There will be times you will need to turn towards a waypoint, however, your needle will not be pointing. This is important when moving 1950s Transports in modern airspace. The eagle eyed amongst you will see I had also tuned the LINZ ADF. When in an unfamiliar environment, I like being as prepared as possible so that there is less to trip up on (as there is always something just ahead). With Ground Power and Floods Established we pre-tuned the radios, and tidied up the cockpit before calling Delivery. Robert was still admonishing me via text message, about bringing his aeroplane back in one piece, back in Fairbanks. It was just Armen, Jason Chris and Chris in the back (Henning had by far the most suitcases) and Vin, Henning and I up front. We had offloaded the engine equipment in Wien, as Red Bull had their transport equipment standing by on our arrival yesterday, and so we were light today. Remembering the Gimli Glider, I double checked my maths. The Flight plan required 6000lbs of AvGas which had to be converted to Kilos for the order. ![]() The winds were VRB at 3kts, and if at all possible I was going to talk Wien Radar into allowing a Rwy 08 arrival. LOWW Rwy 16 SNU 4B DCT LNZ DCT SBG DCT GSB DCT RTT after which it would be the LOC DME EAST procedure to circle visually for Rwy08 at INN.Īfter a lengthy phone conference with Robert (who can be a nervous Nelly with his aeroplanes) I was finally authorized to fly the procedure. Again, after much discussion about terrain clearance, we decided on FL130 which was just about the minimums we could get away with. That would get us pointed towards the Sollenau VOR, after which we were assured we could go to LINZ as soon as it was pointing. Looking at our flight plan, and after a myriad of discussions with Wien Radar, we had decided to depart on Runway 16 on the SNU 4B (which was usable for non RNAV aircraft- hey, what’s RNAV anyway?). It would be a shame to have come so far and miss that, wouldn’t it? We soon had Ground Power established, and were fueling for Innsbruck. We were glad for their assistance, and truth be told, so was Wien Technik as they hadn’t handled a DC-6 since 1950 something. We soon were met by some fine folks from Red Bull who had brought out some ground equipment and wanted to see us off. We had parked at the corner of NE Cargo, out of the way of the 747 and 777 Freighters, and she was buttoned up tight for the night, and a lovely sight as we rounded the corner on the apron. ![]() A couple of stops for Security and Customs, and the van deposited us in front of our aeroplane. My hand had shot up while I was still thinking about it, don’t really know why…Īnyway, after a steaming shower, I went down to the lobby where the coffee was hot, the Strudel delicious and after gathering the rest of the team we were headed to Vienna Airport in the shuttle. Robert Everts had decided that the Red Bull folks needed some engine parts delivered, and asked for volunteers. It was very late in Fairbanks, so I excused the faux pas, and grumbled my acceptance of the flight. This morning, Global Flight Operations called the hotel room early.
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