Greetings, Pilots

It's that time of year again. The Iditarod 2026 (https://iditarod.com) is coming up fast, and we're firing up our engines for another round of Virtual Air Forces Operations. For those who've done before (AW Pilots), you know the drill. For the newcomers – welcome aboard! Alaskan Winds VAS has been running these virtual Air Forces events since 2001, and they've always been one of its most popular and rewarding activities. There's something special about following a real race in real-time, flying the Alaska bush to support the mushers and their teams, watching the drama unfold checkpoint by checkpoint.

photo source: https://www.loc.gov/resource/ppmsc.01613/

The concept

Here's the deal: we're not trying to recreate every single detail of the real Iditarod Air Force operations (https://iditarod.com/edu/iditarod-air-force/). That would be... well, complicated and probably not as fun. Instead, we've found a sweet spot between realism and flight simulator adventure – something that captures the spirit of what those volunteer pilots do every year, while giving each of us the freedom to fly the entire trail from Anchorage to Nome at our own pace.

How it works

• Each pilot chooses one musher from the 2026 field (40 mushers signed up so far: https://iditarod.com/race/2026/mushers/)

• You follow your musher throughout the race – checking their progress, watching their position

• When your musher drops dogs at checkpoints, you fly in to pick them up

• You transport those dogs to the main operational hubs (Anchorage, McGrath, Unalakleet, Nome)

• You do this for the entire race, checkpoint by checkpoint, hub by hub

• By the end, you've flown the full Iditarod trail alongside your musher

It's personal. It's immersive. It's Alaska bush flying at its finest

photo source: https://www.loc.gov/resource/hhh.ak0018.photos?st=gallery

The 2026 Race https://iditarod.com/calendar/

• Ceremonial Start: Saturday, March 7, 2026 (Anchorage)

• Official Restart: Sunday, March 8, 2026 (Willow)

• Route: Northern Route (even-numbered year) https://iditarod.com/race-map/

• Distance: ~975 miles

• Estimated Duration: 9-14 days

Main Operational Hubs:

• Anchorage (Weeks 1-2: Early checkpoints)

• McGrath (Week 2: Middle checkpoints – busiest period)

• Unalakleet (Weeks 2-3: Coastal run to Nome)

• Nome (Finish line!)

The Northern Route this year means we'll be flying through Cripple, Ruby, Galena, and Nulato after the trail splits at Ophir. Different checkpoints than the Southern Route, slightly shorter overall, and some beautiful country up on the Yukon River.

Pre-race operations

If you want to get into the full experience, there are pre-race operations you can fly starting in mid-February. These are completely optional – think of them as a warm-up, a chance to scout the route, get familiar with the checkpoints.

What happens pre-race in the real world:

• 2-3 weeks before the race starts, IAF pilots begin hauling supplies to all the checkpoints

• Straw bales, propane tanks, HEET cans, food supplies, tents, stoves

• Musher drop bags (~2,000 lbs per musher, spread across 26 checkpoints)

• Flying veterinarians, race officials, volunteers, communications staff into position

• Positioning aircraft at the three main hubs

For us, it could mean:

• Cargo flights from Anchorage to various checkpoints

• Familiarization flights along sections of the trail

• Getting your aircraft in position (if you want to switch planes at McGrath or Unalakleet)

How to register

Alright, here's what you need to do to get started:

1. Choose Your Musher Browse the 2026 Iditarod field here: [https://iditarod.com/race/2026/mushers/](https://iditarod.com/race/2026/mushers/)

40 mushers signed up including:

• Defending champion Jessie Holmes

• 2025 runner-up Matt Hall

• 2020 champion Thomas Waerner (Norway)

• Top veterans like Nicolas Petit, Jessie Royer, Paige Drobny, Mille Porsild

• And many more competitive teams

Pick whoever speaks to you. Maybe you like their story, their style, their dogs, their home base. This is your musher for the entire race – you're their air support.

2. Choose Your Starting Aircraft What will you be flying? Classic Alaska bush planes are the way to go:

Light:

• PA-18 Super Cub (the icon – simple, reliable, goes anywhere)

• Cessna 170/180/185 (workhorses of Alaska aviation)

• Maule M-Series (rugged, capable)

Medium:

• Cessna 206/207 (more capacity, still simple)

• DHC-2 Beaver (legendary Canadian bush plane)

Pick something that fits your style. Remember: you can change aircraft at the main hubs during the race if you want variety or need more capacity. Start light and nimble in the mountains, maybe switch to something bigger for the coastal run – it's up to you.

3. Post Your Registration Reply to this thread with:

• Your name

• Your chosen musher

• Your starting aircraft

  ---

Example:

• AWCEO João Paz

• Musher: Paige Drobny

• Aircraft: Piper PA18

That's it. You're in! 😎

What's next?

Over the coming weeks, we'll be posting:

• Detailed operational procedures (checkpoints, hubs, flight planning)

• Real-time race tracking info (how to follow your musher)

• Aircraft specs and recommendations

• Pre-race flight opportunities

• Awards and recognition for participation

For now, just get registered. Pick your musher, pick your plane, and let's get ready to fly! The 2026 Iditarod starts in less than two months...

João Paz

photo source: https://www.loc.gov/resource/hhh.ak0015.photos?st=gallery

Rainy Pass checkpoint

Rainy Pass Airport

Using an online re sizer since the forum wouldnt accept full size. First drop done. Very lucky with the weather. Nikolai next after I have some food

Went to Merrill Field and check the PC6 before heading downtown to watch the Ceremonial Start. Here's Paige Drobny taking off, wearing a squid suit, a theme from her Squid Acres Kennel. "Good luck, Paige!"

Watched the whole thing which lasted about 3 hours and headed to PAMR again. My turn to take off!

This will be my office for the next couple of weeks. Love this bird!

I'm taking with me a cfilming crew for the Insider Program, which took the opportunity to test one of their drones and capture this next one :)

Right after takeoff, flying by 4th Avenue where I had just been.

Ken mentioned it wasn't easy to find Campbell and I can confirm that! It took me a couple of turns...!

Piage

Welcome to Alaska - from here on it will only get better!

Checking if everything's ok with the Team before turning back to the runway and head to Willow.

Here we go! NAV1 pointing to Talkeetna, roughly aligned with Willow.

Even PAUO wasn't easy to spot with all the snow but the Parks Highway, the familiar shape of Willow Lake and specially an odd slanted taxiway confirmed the place (ok, and the Garmin, too ;)

Now where's Ken? 😁

I took off this morning from Nome and made a fuel stop in McGrath as I wasn't topped off. I landed at Merrill Field at 1910 local time. Home sweet home. That was a long time out on the trail but lawd I had a blast. I flew with Thranda's Porter throughout the entire race with real weather and frozen lakes and snow-covered mountains and valleys. I had a couple of weather delays but I kept ahead as well as I could. The worst part of the trail was at Cripple where I took on a little ice. I got her down safely though. Fun times and God willing, I'll be back next year. I'm so glad this club found me.

HOME:

I'm still on the trail with my Porter tied down at Golovin and plan to reach Nome tomorrow. There are still some teams on the trail and the fight looks tight. Who will be the red lantern this year?

I was on a bus going to work when Paige crossed the burled arch, and I was able to catch the moment through the Nome webcam 😋

Flying the trail on X-Plane was quite spectacular. For the first time in 26 years I could sense the real terrain — even clearly see the trail at times, as I was using X-Map throughout. The weather, realistic or not, kept me on my toes and also provided some beautiful sunrises. Going through the Northern Route section from McGrath up to Ruby used to be a really tough stretch in the old sims (FS9, FSX), but not in X-Plane. That no-man's-land was absolutely amazing to fly!

And then, also a first — being able to see the frozen ice of Norton Sound was quite a feeling.

But what was really cool was doing all of this with a single aircraft and learning how to operate it better, checkpoint by checkpoint. Still a long way to go, of course, but the Porter is now a much more familiar bird. And I still have a few flights to go! ;)

On a final note, let me say this...

The world today is the polar opposite of what life is like for a musher during the Iditarod. And we get to witness that — to be reminded of it — and flying the whole Iditarod as we did, watching that majestic landscape unfold in front of our eyes from 1,000 feet is, the way I see it, like a personal statement: "I recognize it. I may not be able to live it daily, but this is me."

Share your thoughts too — it's always great reading you all. 😎

Thomas Waerner crossed the finish line in Nome on March 18, 2020, becoming the third Norwegian to win the Iditarod Trail Sled Dog Race. What should have been a triumphant homecoming turned into an eleven-week ordeal — the COVID-19 pandemic had shut down international travel and cargo flights, and while Waerner himself might have found a way back to Norway, there was no way he was leaving without his 16 sled dogs.

He ended up staying with friends in the Fairbanks area, waiting. Weeks passed. Months passed. Then, in a twist that feels almost too cinematic to be true, he stumbled across a piece of news: a 64-year-old Douglas DC-6 cargo plane, belonging to Everts Air Cargo in Fairbanks, was being sold to the Museum of Aviation History in Sola, Norway. The plane needed to make the trip anyway. Through a circuitous chain of connections — friends, godfathers, and a good deal of goodwill — Waerner secured a ride.

On June 2, 2020, he and his dogs — along with fellow Norwegian musher Tom Frode Johannsen and his team — boarded the old freighter for a 20-hour flight across the top of the world: Fairbanks to Yellowknife for fuel, then over Greenland, the ice cap, Iceland, and finally Norway. The museum had the winning dog team painted on the side of the plane.

And Waerner himself? He got to take the controls for an hour, ticking off a long-held item on his bucket list — an Iditarod champion, briefly a pilot, flying home on a piece of living aviation history.

He arrived at Stavanger Airport in Sola to Norwegian flags waving on the roadsides. Then, naturally, a truck loaded with sled dogs hit a deer on the way home. Some stories just refuse to end quietly.

(AI generated text based on the following sources)

Sources

• Anchorage Daily News — "More than 2 months after winning the Iditarod, Norway's Thomas Waerner is still in Alaska waiting to go home" (May 23, 2020)

• Anchorage Daily News — "Iditarod champion Thomas Waerner is finally back home in Norway, 11 weeks after winning the race" (June 3, 2020)

• CNN Sport — "Iditarod: Historic plane to transport Thomas Waerner home to Norway after dog musher left stranded for months in Alaska" (June 2, 2020)

• The Seattle Times — "Iditarod champion Thomas Waerner is finally back home in Norway, 11 weeks after winning the race" (June 3, 2020)

• KUAC (NPR Alaska) — "Iditarod Champ, Dogs Get Home to Norway, Threading Restrictions on 60-year-old Freighter" (June 4, 2020)

• Sons of Norway — "Home at Last: Thomas Wærner, Iditarod Champion and Pilot Extraordinaire" (July 14, 2020)

• Anchorage Daily News — "Back for his first Iditarod since his 2020 victory, Thomas Waerner isn't racing to win" (March 3, 2026)

Kudos to Team Thranda again for such a beautiful plane. I feel like I know her from prop to tailwheel.

Enroute to 94Z:

Almost there:

FINI:

Ruby:

There's a few of us up early this morning:

A few snow showers along the way that I had expected:

TD at Unalakleet. Zero visibility until under 400':

Wing tanks installed and fuselage loaded up:

Flew from Rohn to Nikolai over the hump & straight over Denali National Reserve with a ton of supplies & lots of Hot Chocolate & Hot Toddies for all. Even thought of the High Octane stuff for those drinks. Cheers!!

PPCT:

Lets use this thread to anything Iditarod related that doesn't require a separate thread - also easier to follow the developments.

The Sunday 7 Ceremonial Start broadcast is free to all (according to the website) https://iditarod.com/race/broadcast-schedule/ Also if you register for a free Insider account you may get email alerts for your favorite musher.

I'll try to watch the CS in real time and then fly from Merrill Field to Campbell Airstrip next to WIllow.

One note about real weather:

The real Iditarod Air Forces fly VFR only and may be grounded for a couple of days while the teams keep rolling on the trail - it was one of my first surprises back in 2001, witnessing a sled beating a Cessna :)

Now, some of us have limited time to fly or are in completely different time zones (and I'm not yet sure how X-Plane 12 handles real weather data) so some margin must be allowed, of course. Strive to replicate current conditions but no need to stay grounded for a week ;)

I'm betting on Paige Drobny this year ... she has been improving consistently during past editions and while probably not a top 3 favorite she seems to have the drive to pull a surprise win!

TO from Merrill:

Willow on final:

Willow:

Greetings, all !

Doug ( @Flybouy ) and I have been working on this for about a month now.

It's been somewhat of a "no glory" endeavor — though it was also a special and deeply enriching learning process for both of us — as we strove to map out the most accurate trail for this year's race. At first it looked like we were duplicating each other's work, but we soon realized we were following completely different and complementary approaches — which are by no means finished!

Doug did some serious archaeological work gathering current and historic trail landmarks, while I was focusing more on every curve of the route — and we quickly agreed that we would start blending these trails together after the race, enhanced with real GPS data from this year's event, to produce a "definitive" (as if that were ever truly possible!) trail for Iditarod 2027 (Southern route) and 2028 (Northern route again).

In the meantime, I'll leave you here with our work as yet another resource you can use to get familiar with what awaits us starting March 7th. 😊 As you know, Doug produced two versions of the trail — one extended and a simplified one more suitable for flying.

So here you go: Three Google My Maps trails for this year's Virtual Iditarod! ........... and you're still in time to jump in! 😉

Flybouy (Extended) https://www.google.com/maps/d/u/1/edit?mid=1Xbs428jcxPFN1H37ti5C-eoE7F3yagM&usp=sharing

Flybouy (Simplified) https://www.google.com/maps/d/u/1/edit?mid=1Ni0PhUqQ0Au206SdH02dSbrCdhrk5rY&usp=sharing

JP https://www.google.com/maps/d/u/1/edit?mid=19zYrsJEv3ra2pndSQkvClzZVp50Gz6E&usp=sharing

I'm also including individual X-Plane 12 FMS Plans for your [X:\X-Plane 12\Output\FMS plans] folder, and Flight Plans for LittleNavMap:

See attached JPs IDIT2026 XPlane 12 Output FMS Plans.zip

See attached JPS IDIT2026 LittleNavMap flightplans.zip

Whatever gets you there safely — from Anchorage, one.thousand-forty.nine miles into Nome! 😎

Blue Skies ✈️

JPS IDIT2026 LittleNavMap flightplans.zip JPs IDIT2026 XPlane 12 Output FMS Plans.zip

With the help of João Paz, I've been working the last couple of weeks over maps & gathering, updating & correcting data pertaining to some waypoints. João has been a great help as he's been proof reading & picking up mistakes & corrections that have been found & required to make these lists as close as possible to the actual trail.

Two things I need to advise those using these waypoints are as follows:

1/ Not every dipsy doodle on the trail has been chosen or highlighted. My rational was to try and smooth out the course as much as possible & still keep the spirit of it in mind. I tried keeping a tight corridor between waypoints & made every attempt to catalogue the major ones.

2/ 2 Lists are included; 2026 Virtual Iditarod GPS Waypoints & 2026 Virtual Iditarod GPS Waypoint List.

GPS Waypoints is a condensed list (approx. 85) of major waypoints & a bunch of minor ones in an attempt to keep you on track of the trail.

GPS Waypoint List is a full blown 414 waypoints covering the whole trail but also smoothing it out as much as possible. If every dog leg or course correction was entered I would suspect there might be close to 800 waypoints of more.

Either list, your choice, could be entered into your GPS, RealityXP or FMS if you so wish.

Anyway, Enjoy, Have Fun & Stay Safe.

Great thing about simming, you can get up and walk away after a crash landing.

2026 Virtual Iditarod GPS Waypoints.pdf 2026 Virtual Iditarod Waypoint List.pdf

As indicated in the title this post isn't mine. Dave @olderndirt had already shared these texts with the guys at Alaskan Winds VAS and, after a little chat, we arrived to a "Why not?" posting them here as well?

I added the titles - hope you don't mind, Dave! - and the images, mostly generic to ilustrate Dave's text - with a couple of exceptions: The first one (the map below showing Dave's journey) and the final one (Dave's PA-20 Pacer that he flew for twenty years)

Edit: 2026-02-14 3 photos replaced with others from Dave's collection

My part ends here - the rest is all Dave's. A huge thanks to the man for sharing his life and stories with us! 😎🥰

The Air Force Delivers: Galena, 1959

Back in the fifties the USAF gifted me the opportunity of visiting Alaska and I returned as a civilian. Initially worked for the Weather Bureau then the FAA and was variously stationed from Barter Island to Cold Bay to Juneau and spots in between. About forty years all told.

The US Air Force delivered me in a C-123 to Galena AK in May 1959, during the first year of Statehood. Assigned to the local weather detachment, we were co-located in the FAA building near the runway. Galena along with King Salmon was a rapid fighter response station with two F-102s on 24/7 alert. The village of Galena was on the south side of the airport along the banks of the Yukon - basically off limits to us GIs but there were loopholes. Working with the FAA guys was a real bonus and I forged a lifetime friendship with one family - 66 years and counting. Near the end of my tour, I discovered that, if there was less than a year to serve on arrival at your next assignment, you could apply for an 'early out'. Along with this I applied to the Weather Bureau who were looking for bodies to send North, way North. Down to McChord for discharge, home (Denver CO) for vacation then back in a NW DC-4 - hello Barter Island.

Way North: Barter Island and the Long Dark

After arrival on a Wien Airlines C-46, I spent a year at Barter Island with its Eskimo village of Kaktovik. This was part of the cold war DEW line with lots of employees and a large long range radar. On Nov 17 we said goodbye to the sun which didn't reappear 'til mid January. The North Slope generates a few inches of snow which is blown east and west by 40 knot winds so you're indoors much of the winter. Summer is all daylight, same winds but it got to 50F one day - t-shirt weather. When the local whalers were successful the remains of their kill attracted polar bears so you had to stay alert. My transport back to Fairbanks was an AT-11 (twin Beech WW2 bombing trainer) owned by a DEW Line contractor.

Fairbanks was next - my interim assignment and the cost of living a killer, so I was on the lookout for a financially friendlier location. Gotta admit, one night sitting at the bar in the Northward Building, my stoolmate, a Cordova fisherman on hard times, sold me his '54 Lincoln Capri - $600 cash at the bank next morning. Perhaps not the best car I've ever had but, at the time, a pure chariot that didn't pass gas stations willingly.

The Girl Behind Every Tree: Cold Bay, 1961

As winter '61 loomed I was assigned to Cold Bay - the last of the southwest mainland before the Aleutian Chain. Cold Bay was Fort Randall during WW2 and many quonset huts were still in place - some with newspapers and posters from the war era. The weather in that area is frightful - sort of above the tree line at sea level. An old GI anecdote said "there's a girl behind every tree" - believe it or not I found one.

Six hundred miles from Anchorage to Cold Bay - where the mainland ends and the Aleutian chain begins. I was one of two passengers on a Reeve DC-4. The destined runway had just been lengthened to 10,180' to accommodate large cargo flights to Vietnam - the war hadn't started but something was afoot. Flying Tiger was the contractor, using 1049 Connies and CL-44s. Cold Bay was home to some of the largest Brown Bear (Grizzlies) in the State and drew some big bucks international hunters. One of my friends got an eleven squared at the garbage dump. My bride to be came home for Christmas from college in Anchorage. Her parents were with the FAA and she arrived with a Xmas tree in her baggage so she became the girl behind every tree predicted by WW2 GIs. Love at first sight seems a stretch these days but it worked for us. We were married June 24 1962 in a Quonset Hut, she in a beautiful gown and me and my best man wearing white dinner jackets, cumberbunds and all the trimmings. We lasted for sixty two years so going to Cold Bay has to be one of my smarter moves.

Honeymoon on the Yukon: Yakutat, 1962

Having in-laws virtually at your doorstep isn't a good way to start married life so, when a transfer to Yakutat was offered, it was accepted. We made it a honeymoon trip by flying up to Galena to visit my special friends met during my GI days. A great couple - we were in touch the rest of their lives. He had flown P-51s in WW2 and F-84s during the Korean. They currently flew a PA-20 Pacer so we went up the Yukon to Tanana to visit other friends. Our next trip was down the Yukon to the Athabascan village of Koyukuk where we visited a lot of folks I met during my Air Force tour and acquired a little blue eyed Siberian husky pup. On to Yakutat.

The Tlingit and Athabascan tribes established the village then WW2, recognizing its strategic location on the Gulf coast, built an airfield with Naval guns for protection. When we arrived, a large hangar was still in place as were a few smaller rusted coastal guns. The Coast Guard operated a Loran station and we had two airlines - Cordova Air with C-46 and DC-3 and Western with 749 Connies. It was wet, miserable at times with occasional breaks like Steelhead and Salmon fishing on the Situk River. There was a functioning cannery in the village and they had built railroad track to the river with a bridge and turnaround on the other side. Our ingenious FAA mechanics had installed railroad wheels on an old school bus and laid track to join the canneries so that we could get to the fishing - fantastic. Relations in the work environment were not so peachy keen - my boss thought I'd do better elsewhere, one of the few things we agreed on so it became McGrath next.

Learning to Fly Alaska Style: McGrath, 1966-1972

Finally in the interior (McGrath), which to me is what Alaska's all about. Warm and rich with mosquitoes in the summer and colder than necessary in the winter. My Air Force year at Galena was a preview for this. We were there for a total of six years during which I transferred to the FAA and learned to fly. The FAA paid better so while in Anchorage for training, I bought a '46 Cessna 140 and solo'd at Merrill Field in 1966. Got back to McGrath with my instructor's designee who returned commercial - leaving me with my log signed off for cross country.

'wife and daughter at McGrath with C140'

As luck would have it, my new boss was my friend from Galena moving upward in the FAA. His new ride was a PA-18 and he became my mentor for learning to fly Alaska style. I learned all about gravel bars and other off airport areas - what to look for and judge their landability. A Cessna 140 isn't a great moose hauler but you learn a lot about center of gravity. My checkride went well and I was accepted into the local pilot group. At that time one in ten of Alaska males was at least a Private Pilot. Later on I got Commercial and Instrument ratings then added Multi Land. CFI'd for sixteen years - you see and learn a lot from the back seat. My next job was in the control tower, down in Juneau - everything was on tape so it was best not to make mistakes.

Tower Time: From Juneau to Kenai, 1972-1982

From Juneau I went to Merrill Tower in Anchorage and stayed there for four years 'til one of my supervisors, promoted to be Chief at the new tower in Kenai, sweet talked me into working with him down there. Very relaxing after MRI and I got another plane - had to sell the 140 when we left MCG (four member family now and living in the 'big city'). This one was a Piper PA-16 Clipper. A four seater but only 108hp so the back seat didn't get much flight time. Kenai was close to the razor clam beaches on the west side so, when the tide was right we'd hop over and dig a hundred or so - no limit. Lots of beach when you landed but, when that tide started back in, you'd better be ready to go. My son was a super digger so my biggest chore was flying then helping with the cleaning when we got back.

'me and PA16 at Kenai'

Outside and Back: The Radar Years, 1982-1984

After Kenai, we transferred to the south 48 (KCWR) which was a radar approach/tower and I dearly wanted to learn all about radar. Spent two years in 'West by God' then had the good fortune to get selected for Anchorage Tracon and Mom and the kids were happy to return to Alaska.

The Long Way Home: Cross-Country in a Cessna 120, 1984

'me and C120 in WVG'

Sold the Clipper when we left Kenai and bought a nice Cessna 120 in South Bend Indiana. Ended up having to go back and get it when a sales deal fell through. Got a fresh annual and Alaska here I come. Landed at West Lafayette IN then Cedar Rapids IA and finally Sioux Falls SD. The Tower guys helped me a lot. Next day landed at Rapid City then spent the night at Billings MT. Checked Canadian Customs next morning at Calgary Alberta then on up to Edmonton. A Hilton Hotel was right at the downtown airport - very nice. Final day - landed at Whitecourt, Fort Nelson and Whitehorse. Back into Alaska at Northway, checked US Customs then westbound to Merrill Field in Anchorage. 4,100 miles in four and a half days - the weather was super and the plane did nothing unusual.

The Final Twenty: Piper Pacer Years, 1984-2004

Later on I traded for a 150 horse Piper Pacer which I flew for the next twenty years - fishing, moose hunting and the annual Iditarod assist. I'll be 88 in May and live in Centralia WA where it rains a fair amount - way more than we need.

That's it - 1959 to 2026 - almost 6,000 hrs flight time - #1799780.

My challenge to all members who are planning to run the "2026 IDITAROD" still stands & for you to use your mind, your talents, your skills and attempt putting together, even if you are a novice, your "Secret Weapon or now, your Secret Weapons."

I'm a Canadian at heart, so I've selected a Musher, who is a fellow Canadian and a pair of Canadian icons, the Dehavilland DHC-2 Beaver by Thranda & the DHC-3 Otter PT6 by STMA (Shade Tree Micro Aviation).

Here's a sneak preview of my liveries.

What about yours?