Hopefully ATC( air traffic controllers ) are all back to there stations and the ports aren’t hicked up, witchita line man! (:

Kudos on picking up on witchita line man.  However missed the "carry on my wayward son" that of course was performed by the prog rock band Kansas....

The first one was given, the second had me thinking…
We have an airport about half mile from here, I’ll keep an eye out! (:

Leg 3
This leg of flight takes me from Wichita Kansas to Pittsburgh Pennsylvania. A distance of around 820 nautical miles.
I arrive at the aircraft contemplating my lot in life. I am doomed to spend the majority of this trip flying in darkness, purely due to the difference between GMT which is my local time and the local time at the location of the aircraft, and the time of year.
I suspect I will not really see much daylight at my takeoff time until Iceland.

It is cold, really cold and find the windscreen is iced over. I start the engines and pull the windscreen deicer knob to clear the ice.
Nothing, the ice does not budge even after a five minute wait.
Nothing for it, out with the VR tablet, deselect real time weather, set up weather manually at 100 degrees F and wait for the ice to clear.
Once I had a clear windscreen, back into real weather and commence with the journey.

Only saw a windscreen so iced over once before, flying the comanche over iceland when forced down by severe airframe icing.

Got my taxi instructions and found the runway without incident.
Ran up the engines and set the props, brakes off and we roll…. and roll, we do not seem to be picking up much speed.
At the halfway point, we had 70 kts on the airspeed indicator and I rejected the takeoff.
Could not figure why it was barely accelerating until I hit the ice inspection light for the port wing...

ICE, lashings of ice, all over the wing, the prop spinners, front of the cowlings, the air intake and the unprotected part of the leading edge just outside the cockpit window.
I hit the prop heat ground test button for the first time in anger and gave each prop two full cycles each, then hit the anti ice boot switch for another two cycles. Tried to takeoff once again and found the acceleration to be normal.
Took off and climbed away on course and in a steady climb to 25000ft.
At 2000ft, I found warmer air and the ice began to melt, at 2000ft, I was climbing at 1000ft/min at an airspeed of 140kts. By 10,000ft, I was still climbing at 1000ft/min, but clear of ice, the airspeed had risen to 170kts.
Not good, I doubt i would have got airborne if I had not rejected the takeoff; as soon as I tried to rotate, the wing would have probably stalled due to induced turbulence over the wing caused by the ice.
This morning has been a total bind, from entering the aircraft in VR, to actually taking off has taken 45 minutes.

At least the deicing boots appear to work ok.

 Finally at 25000ft, in the cruise, 2hrs to run.

On the ground at a very snowy Pittsburgh.

We refuel at Pittsbough and set out on leg five, leaving US airspace behind.Destination is montreal.

So we take off from a grey and snowy Pittsbourgh and set out on course.
Nothing much to see on this 450 nautical mile flight and the second leg of the day. The grey murk of Pennsylvania gives way to light grey murk, dark grey murk, Grey murk with ice in it, grey murk without ice, grey murk that is dry, grey murk that has snow and grey murk that is raining.

Finally land at Montreal, during a snowstorm and half a mile visibility.
Did not see the runway approach lights until I was almost overhead and had to make a somewhat “creative” approach and landing.
Still any landing you can walk away from is good, a landing during which you managed not to break the aircraft is better.

On the ramp at Montreal. Goodbye United States.

  

Onwards and upwards.
Where to fly next in the time available? 
The air traffic controller sat downstairs on the sofa, binge watching Stranger Things has announced that all airports close at a strict 5pm GMT and I had better be on the ground by then if I am to enjoy a chinese takeaway for my supper. 
Goose Bay is out, too far in the time I have, besides I visited there in the Comanche last spring on my second atlantic crossing attempt. Churchill Falls, Newfoundland looks doable, so I pull up the metar.  six miles visibility in light snow. 
Hmm, looks like I will need to keep an eye on the weather there during the flight.  I intend to divert to Labrador City if the weather looks like it is getting worse. 

Churchill Falls it is


Climbing out from Montreal and on route for waypoint 1 Labrador City, and then to Churchill Falls.


Edit. Pulled up the airfield information for churchill falls and find the field is closed.  Looks like Labrador city as the alternate.

On the ground at a snowy Labrador City.

To call it a city is like calling a poodle a wolf. It is a loose collection of huts.

After a nice flight at 15000ft with broken cloud, about 100 miles out, just as I was starting my slow descent to 4000ft, we encountered solid overcast and at 2500ft, 5 miles out, a snow storm once again.

It is -18C according to the OAT gauge and next weekend, I am definitely going to need the external power cart and engine heaters.
At just -4C in Montreal, the starters struggled to reach 17% on the gas generator rpm and I had my hand on the fuel levers ready for a hot start. They stayed in the green but only just.

On the ramp at a snowy, desolate Labrador City airport. I hope the hotel bar has bottles of Birra Morretti in stock. Labatt Ice as an alternative, but god forbid, Molson. That stuff gives me a headache.