A WORLD OF FLIGHT SIMULATION INSIDE!
Volume 16 Issue 1 January/February 2012
Ring of Fire
T he Tou Journey Hreats Up in Alaska! Real Vs Virtual - Helicopter Flying in North Queensland Prepar3d Gets Updated! - What’s New in Version 1.2 General Aviation Flight Adventures - Exploring Light Aircraft Flying Styles
Reviews • Saitek Cessna Flight Controls • Wilco Phenom-100 • Orbx FTX Moorabbin Mike Ray Teaches...Heavy Jet Emergency Descents Flight Sim Round Table...The Panel Answers Round Robin Adventures...Porter Airlines Daily Route Plus! The Latest News and New Releases...
ALL THIS AND MORE IN THE WORLD’S #1 FLIGHT SIMULATION MAGAZINE CPM. V16I1 From the Editor
Welcome to the January/February 2012 Issue
First up, I would like to wish everyone a very happy new year and trust that 2012 will bring you lots of joy, happiness and prosperity, and many flight sim goodies too!
This issue we are taking the quality stance over quantity with many of our articles. This means that while there are less articles in number, each of these articles explore the subjects in much more detail, to give you a better understanding of the product reviewed, the flight concept being explained or of the story being told. You should, after reading this issue’s articles, have a better concept and understanding of the topic under the spotlight.
The big news just recently announced regards Microsoft’s upcoming FLIGHT title. It appears that Microsoft is going the way of “iTunes” with their software model. They will release FLIGHT as a free download containing only Hawaiian scenery and one aircraft. If you want more, you will need to pay extra and download the extra items via their own store. It is unclear, however, how long it will take for extra areas or aircraft to become available, how much it will cost, and whether third party developers will be able to contribute their products, and if so, whether they will be offered a fair price for their products to be available on the “FLIGHT” store. How successful this approach will be for Microsoft is yet to be seen, although many long-term flight simmers and existing third party developers are very skeptical as to its potential success. The other major release in recent weeks has been X-Plane 10, and although there was a hiccup in the production which requires the user to Publisher: download corrected installer files for the boxed disk version, I have also noticed in recent days that • Robert Ferraro more and more X-Plane 10 websites are starting to pop up, offering add-on products, downloads Editor: Dean Bielanowski and more. To me this indicates that the X-Plane 10 simulator is expected to grow and take on a larger • share of the market, and it may well do so given the recent Microsoft FLIGHT delivery method news. • Editorial Assistant: Roger Curtiss Whichever way it goes, one thing is for sure, 2012 will be an interesting year for flight simulation!. • Layout & Design: Tony Liatos - Rectifier Graphics Enjoy this issue of Computer Pilot Magazine, and keep the blue side up! Contributors In This Issue: Dean Bielanowski, Harold Zimmer, • Doug Horton, Al Pelletier, Gene Davis, Roger Curtiss, John Lattanzio, David Smith, Chuck Bodeen, Bill Stack, Mike Ray. Subscription Managers: Australia: Dean Bielanowski • USA: Mark Jakubowski Editorial Submissions: Please address editorial matter Dean Bielanowski • to The Editor at [email protected] or to the office Editor closest to you listed at the bottom of this page. Advertising Inquiries: PC Aviator Inc. • Phone: 843-716-1616. Email: [email protected] • Website: www.computerpilot.com • General E-Mail: [email protected] Supplement US Distribution: Ingram Periodicals, International your reading in Computer Pilot Magazine • Periodical Distributors, Media Solutions by visiting the Computer Pilot web site at www.computerpilot.com Disclaimer: Any information, advice, maps, charts, tables As well as features for first time visitors, the web site is • and other information published in this magazine is exclusively designed with our readers in mind. for use with PC flight simulations. The publisher does not accept any liability for any accident or incident arising from any For subscribers information conveyed or implied in this publication. • Renew your subscriptions on-line Copyright: © Copyright 2012 The PC Aviator Pty Ltd • Notify us of address changes • Incorporating PC Aviator Inc. All rights reserved. None of • Join our electronic mailinglist – SubscriberNews the information in this magazine may be reproduced in any form or stored via any electronic means without the express General services include: permission of the publisher. • Direct links to web sites mentioned in our on-line article Cover Price: USA: $7.95. Australia: $9.85*. Canada: $9.95. • Free monthly desktop calendar wallpapers featuring both quality • Subscriptions: flight sim screenshots and real world aviation photographs! • • On-line competitions Computer Pilot is published bi-monthly • Australian Annual Subscriptions: AUD$39.95 • Computer Pilot Interactive Phone: (07) 3149 3096 • Much more • US Annual Subscriptions: USD$24.95 Bookmark our web site and visit it frequently. Phone: 1-800-664-0033 It will enhance your reading of Computer Pilot Magazine. • Other International Subscriptions Asia/Pacific Region: Ph: +61-7-3149-3096 Rest Of The World: Ph: +1-843-716-1616 or visit www.computerpilot.com ISSN: 1324-7336 • Published by: PC Aviator – The Flight Simulation Company Australian Office: The PC Aviator Pty Ltd • PO Box 109 Rochedale South, QLD, 4123 Ph: 07 3149 3096 U.S. Office: PC Aviator Inc http://www.computerpilot.com • 1485 Colts Neck Road, Loris, SC 29569-6775 Ph: 843-716-1616 Fax: 1-843-716-1619 Publications Mail Agreement #: 40720082 Customer #: 7056038 * Recommended Retail Price only Return Undeliverable Canadian Addresses to:
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I Computer Pilot is an international magazine, proudly published in Australia. Printed in the United States of America. 16 Computer Pilot Volume 16 Issue 1, January/February 2012 (ISSN 1324-7336) is published bi-monthly by V 12PC Aviator, inc., 1485 Colts Neck Road, Loris, SC 29569-6775. CPM. V16I1 Periodicals postage is paid at Loris, SC and additional mailing offices. POSTMASTER: Send address changes to 1485 Colts Neck Road, Loris, SC 29569 CONTENTS 18 CONTENTSCONTENTS
14 n ews and New Releases All t he latest news and new releases since our last issue. m axi Reviews 30. Wilco Phenom-100 Business J 36. O et rbx FTX Moorabbin Airport 44. Saitek P roFlight Cessna Flight Controls 18 Rin g of Fire Tour – Part III We started the Tour in Seattle and have worke to Juneau, Alaska. d our way north, The surrounding area of Juneau exploring, and many hours can be ha is well worth d finding new glaci to fly over. We will, however, be travell ers or valleys Anchora ing to Yakutat, then onto ge, and finally,w estward to our ne along the Aleutian Island xt stop and end of s of Alaska Leg 3, Dutch Harbor, PADU. 30 25 Flight Sim Round Table This issue we ask the panel about the most use they have rece ful piece of information ived to help improve their piece of i flight sim experience, and nformation they might give ne what along i w flight sim users to help n their journey. Plus thep anel res them flight sim control setu ponds with their preferred p and configurations an ongoing lifespan o d give opinions on the f FSX, X-Plane and other simulators. 52 Prepar3d Updated We previousl y reviewed Lockhee version d Martin’s Prepar3D prod 1.2 has now been release uct, and and d, to provide student, private professional pilots an immersive , environment flight simulation trainin . Doug Horton loo g th ks at what’s been added an is latest version update. d fixed in 58 gENERAL Aviation Flight Ad This article explores some ventures 2011 interesting variations of General airplane flying, includin Aviation g combined VFR and IFR flig large system of light an hts, flying through a d moderate rain, flyin inversion, and emer g in a zone of temperature gency readiness planning relate than normal engine o d to seeing lower il pressure during a flight. 65 b uilding The Terrafu “It’s a plane gia Transition In X-Plane !” “It’s a car!” “It’s a flyin However g car!” “It’s a roadable aircraft you look at it, it is the !” manufacture only automobile expected 72 d in the state of to be Massachusetts and at t accepted by the FAA as a he same time light sport aircraft. Chuc building this flying car k Bodeen explores in the X-Plane simulator. 72 hELICOPTER flying in Far Nort Real versus Virtual h Queensland: “Hol idaying recently in Far North Queenslan shouted our d my wife Maureen and I good friend Joanne her first ever flew from the su flight in a helicopter. We gar cane town of Mossman r River and u ight along the Mossman p into the Gorge itself.” Later the Simulator to see ho flight was recreated in Fl w the real experience stacke ight d up against a virtual one. 79 Flight Adventure - R Let oger Curtiss us say you have between 8000 and 11,500 relatively s aircraft that need to be transporte hort-range d a distance of nearl time is of the essence. W y 5000 nm and hat is the most efficient an to get it done? Well, d expedient way from 1942-1945 the answer Siberia air route of was ALSIB, the Alaska- the Lend-Lease Program. 86 r ound Robin Adventure For this adventure, we will fly a turboprop Porter Dash-8-400 on a Airlines daily route. Porter regular an Airlines is based in Toronto d operates out of the Toronto , Canada /Billy Bishop City Airport known as Toronto/City C (formally enter Airport, which we 86 will use for this article). 92. Mike Ray – Emerg Let’s say you are cru ency Descents ising along at altitude i Simulator worl n your Microsoft Flight d, mindlessly watching the clou looking at your ds going by as you enjoy favorite airliner. What w explosive d ould happen if you had an ecompression and you had to make an emergency descent? REGULAR FEATURES: 54. hORTON ’s Hints for Tips to make the most o FSX f your FSX experience!
13 DCS: Black Shark 2 On The PMDG 737NGX Now Loose Available in Boxed There is again another shark on the loose. It’s the latest version of the Format Digital Combat Simulator branded KA50 Attack chopper simulator, Black Shark. Black Shark 2 is available as an upgrade to existing DCS Black Shark The most awaited release in 2011/2012 for FSX has to have owners at a reduced price, or as a standalone version. been the PMDG 737NG for FSX. Although it has been out via download direct from PMDG DCS: Black Shark 2 is a simulation of the Russian Ka-50 attack helicopter for some time, the boxed version published by Aerosoft is and the next entry in the Digital Combat Simulator combat series. “DCS: available now for those who prefer their products on disc. Black Shark 2” is a greatly improved version of the original “DCS: Black Shark” that brings many new features. The Definitive Simulation of the World`s Definitive Airliner! AerosoftNEWS and PMDG are proud to offer the next level of airliner The Ka-50 “Black Shark” is a unique and deadly single-seat, Russian attack flight simulation with the release of the PMDG 737NGX helicopter that has seen combat in the Northern Caucasus. It combines a 800/900 for Microsoft Flight Simulator X! high performance dual rotor system with a deadly weapons payload of guided missiles, rockets, bombs, and a 30mm cannon. The Ka-50 is also “The PMDG 737NGX features an unprecedented level of systems unique in that it has an ejection seat. fidelity. Developed over three years with technical input from Boeing and a team of real-life 737NG crew and maintenance Improvements over the original “DCS: Black Shark” include: advisors, we have painstakingly modeled nearly every system on the real aircraft in a fully dynamic and realistic manner. • Updated Mission Editor with many new features • New air, land, and sea AI units at incredible levels of detail Raise the wing spoilers and watch as the virtual hydraulic fluid • Improved AI for a smarter, more realistic behavior moves through the system and causes the pressure and quantity • Expanded map area to the east to include Tbilisi and location of the to change in real time. Turn on something as small as a single 2008 Georgian War exterior light and watch as the electrical load indication changes • Dynamic weather with variable weather fronts, winds, and to reflect the increased power draw. The PMDG 737NGX is a precipitation living, breathing machine”. • Improved graphics effects like HDR • Improved low level terrain graphics like grass, bushes, tree shadows Features: and high-resolution textures provide a better sense of speed when • FMC/AFDS - An all-new flight management computer (FMC) hugging the Earth and autopilot simulation • New campaign based on a follow-on to the 2008 Georgian War • Flight Model - Engine and flight modeling that is within 5% of • Network compatibility with “DCS: A-10C Warthog” the actual Boeing aircraft performance charts • Dynamic shadows in cockpit • 3D Models - Exterior and virtual cockpit models textures created • Improved 3D model of Ka-50 cockpit from the actual Boeing engineering diagrams • Fast mission generator to easily and quickly generate missions • Sounds - An uncompromisingly realistic soundset • Takeoff and landings from pitching and rolling ships according to • User Interface – easy to use interface. Fuel, payload and more wind speed and direction than 75 airframe and cockpit options are adjustable • Radio messages from all other friendly flights helps makes the • HUGS - The first optically collimated Head-up Guidance System battlefield come to life (HGS) ever built in an MSFS airliner addon • Improved FARP textures • Exterior Lighting - 3D volumetric exterior lighting that lights up the FS scenery • Liveries - Free downloadable liveries for numerous world airlines • Documentation - Full documentation that includes the real life 737NG manuals plus printed Tutorial manual
The package retails for the equivalent of just under 60 Euros and is available from popular flight simulator retailers including PC Aviator and direct from Aerosoft Germany in Europe. Be sure to grab your boxed copy now and fly the best 737 model currently available for DCS: Black Shark 2 is available as a download and soon in a boxed FSX. Note also that a recent service pack has been released for the version. Keep an eye out at your favorite flight sim retailer for package and is worth downloading as the boxed release may not availability. include these updates and bug fixes. 8 New Orbx Releases FSInventions Offer include New Zealand New Version of South Island FSFlyingSchool Designed for both FSX and FS2004 virtual pilots, Orbx Simulation Systems have had a busy end to 2011 with the release of FSFlyingSchool provides a unique method of in-sim flight 8 new FTX titles to their existing product line. Most notable of the eight training suitable for all skill levels. FSFlyingSchool PRO is the is the region pack covering New Zealand’s South Island which has proved latest release in the FSInventions line-up. to be a popular choice for FSX users around the world. Some great airport scenery packs were also released. These include Alice Springs, Wollongong If you are not familiar with the product, here are just a few and Moorabbin airports in Australia, Jefferson County, Harvey Field and of the main features on offer: Goheen airports in North America, and Ketchikan airport in Alaska. FTX Moorabbin airport is reviewed in this issue and the other airport features NEWS • Imagine your personal instructor evaluating every aspect you can find on the FTX website at www.fullterrain.com. of your flying technique and scoring each phase of flight with information you can use to fly better FTX New Zealand South Island offers the following features: • Imagine a comprehensive log book recording the good and bad points of each flight • Over 151,000 sq km of FTX scenery! • A team of Flight Instructors who talk to you, giving you • Brand new beautiful ground textures immediate, detailed advice on your flying technique • New trees made from local photographs • Focuses on airmanship and recording your achievements. • Improved roads, rivers, coastlines, lakes and railways Track your progress as you improve - take satisfaction from • All major and many minor airports upgraded doing difficult things correctly • Custom NZ airport objects and markings • FSFlyingSchool’s new Career Analyzer provides an in depth • Photoreal mountain peaks and glaciers analysis of all flights flown with FSFlyingSchool. This unique • A huge number of polygon landclass areas graphic display examines over 70 different aspects of the • Hand-crafted landclass for the entire region pilot’s performance during landings, circuits and flying in • Seamlessly joins FTX Australia for trans-Tasman flights general. Each pilot in the FSFlyingSchool pilot roster can • Hand placed, super-accurate autogen be examined separately, with options to examine flights in specific aircraft, or all aircraft together
In the recently-released PRO version, these additional features are now offered:
FSX Boeing 737-800 Detail Pack Included Ever wanted to fly a detailed flight in an airliner? After 2 years of design, development and testing, FSFlyingSchool now offers extra detailed treatment when flying the world’s most popular airliner. Your instructor Mr Smith knows a very great deal about the correct operation, systems and procedures of this aircraft and will be watching you carefully. Around 100 events are added to the instructor’s watch and you also get detailed verbal and written checklists.
On Approach feature We all know we need to practice, practice, practice, our approaches and landings. It’s never been easier with this unique new feature for Flight Simulator! Just get into your airplane and then have FSFlyingSchool Pro put you on approach to any airport of your choice. You can even have FSFlyingSchool Pro choose a random airport anywhere in the world.
FSFS Pro Flight Mapping feature Wouldn’t it be nice to be able to review your flight paths over real world satellite terrain using Google Maps? And... wouldn’t it be just great to be able to store them and look back over them at your leisure? How about sharing them with friends?
Cessna 172 Detail Pack Included “All major and minor airports have been given a complete upgrade Want to fly a detailed flight in the ever popular Cessna 172? and the region features brand new custom ground textures, native FSFlyingSchool Pro offers extra detailed treatment when flying this NZ tree models, precise autogen annotation and a spectacular 10m marvelous airplane. Your team of instructors know the details of this mesh. Like all Orbx FTX regions we include accurate roads, rivers, machine and will expect the same from you! lakes, railways, bridges, vertical obstructions, shores, mudflats, glaciers and coastlines.” FSFlyingSchool PRO is available via instant download from PC Aviator and other selected flight sim retailers. It is offered for US$39.95 All new releases (excluding Goheen Airport) are available in full boxed DVD versions from good flight sim retailers. Airport packages generally retail for AUD$32.95 with FTX New Zealand South Island retailing for AUD$42.95 RRP. The Orbx team will be developing and releasing New Zealand North Island, likely in 2012, among many other region and airport packages around the world. LATEST15 More Microsoft FLIGHT News Announced It appears the NDA has been lifted from those in the loop of Microsoft Be the First to Fly the Definitive Light Sport Aircraft ICON A5. FLIGHT development, and some new information has just emerged on the Microsoft Studios worked with the personal airplane official website. Here is the transcript in full. manufacturing team at ICON Aircraft to give aviation fans the exclusive opportunity to fly the all-new ICON A5 before “Microsoft Flight will be available as a free download this spring, giving real-world production starts at the end of 2012. Designed by players the freedom to fly the skies over the beautiful Big Island of Hawaii, the world-class aeronautical engineers behind the Voyager complete a variety of exciting missions, test their skills in flying challenges, spaceship, X-Prize winning SpaceShipOne, and Virgin Galatic’s or find hidden aerocaches on the island. SpaceShipTwo, the ICON A5 is the “jet ski for the skies,” a high- wing amphibious monoplane with a carbon fiber airframe and In Microsoft Flight, players view the world from above in a visually stunning a comfortable,NEWS automobile-inspired cockpit with space for two. and realistic representation of the earth, complete with region-specific The ICON A5 will be the first aircraft available to players for free weather patterns, foliage, terrain and landmarks. Players can choose to in Microsoft Flight. take the helm using highly rendered, accurate cockpits and authentic piloting procedures, or simply use their mouse and keyboard to control the plane in an exterior view. More experienced players can tailor the flight controls to match their skill level, making Microsoft Flight easy for beginners while still challenging for the most accomplished PC pilots.
“Many people dream of flying, but few have the chance to experience the fun of exploring the world from above. Microsoft Flight provides players the opportunity to explore that curiosity and interest,” said Joshua Howard, executive producer of Microsoft Flight. “Aviation can be incredibly technical, but we’ve taken great care to build an experience that makes taking to the skies thrilling and accessible for everyone.”
“ICON Aircraft and Microsoft Flight both share the goal of making the fun of flying accessible to everyone who’s ever dreamed about it. ICON does this by fusing world-class product design with the very best engineering, and Microsoft by combining the excitement of a great gaming experience with the authenticity of a top notch flight simulator,” said ICON Aircraft CEO Kirk Hawkins.
Be the First to Experience Microsoft Flight”
This information confirms a lot of suspicions us flight simmers had about the product previously. It appears FLIGHT will follow an iTunes-style delivery method for add-on aircraft, scenery and utilities. Start Exploring For Free Although not confirmed, it is expected that if this is the case, third After downloading Microsoft Flight for free, players can jump into party developers will likely be offered a much lower commission for hours of exciting gameplay on the Big Island of Hawaii. anything they develop and sell through the Microsoft FLIGHT store and inevitably, this may lead to a much lower number of developers In addition, players who sign in to their Games for Windows – LIVE creating product for the sim. Given that the success of previous versions account automatically receive additional free content, including the of the Microsoft sim has come largely on the back of the third party legendary Boeing Stearman plane, supplementary missions, and developers expanding it, we feel this strategy could backfire, or at least access to Achievements and an Online Pilot Profile. Those looking limit the success that FLIGHT sees in the marketplace. Only time will to deepen their experience can purchase and download additional tell, but nonetheless, we will still be able to enjoy many years with Flight content that adds new aircraft, regions and customization options. Simulator X and its hundreds of thousands of free and commercial add- The frequently released new content for Microsoft Flight includes ons currently available for the sim. Check out http://www.microsoft. daily aerocache challenges and updates that make every flight com/games/flight for more information. unique and fun. WarbirdSim Expands P-51 Mustang Line for FSX Arguably the best P-51 Mustang series available for FSX, Warbirdsim has added another download title to their expanding line in the form of “Little Friends II”.
“Reproducing these historic and unique examples of the P-51D-5-NA (exactly as they were in WWII, rivet-by-rivet) was the focus of this project. It goes without saying that this release is quite possibly the best we have ever conceived or created for FSX!” NEWS Eight, amazing aircraft are on offer: 1. P-51D-5-NA (44-13317) “Donald Duck” 336th FS, 4th FG, 8th AF 2. P-51D-5-NA (44-13318) “Frenesi” 364th FS, 357th FG, 8th AF 3. P-51D-5-NA (44-13321) “Cripes A’ Mighty 3rd” 487th FS, 352nd FG, 8th AF 4. P-51D-5-NA (44-13298) “Marie” 2nd FS, 52nd FG, 15th AF 5. P-51D-5-NA (44-13410) “Lou IV/Athelene” 375th FS, 361st FG, 8th AF 6. P-51D-5-NA (44-13471) “The Comet” 505th FS, 339th FG, 8th AF 7. P-51D-5-NA (44-13500) “Flying Dutchman” 308th FS, 31st FG, 15th AF 8. P-51D-5-NA (44-13760) “Glengary Guy/Jackie” 79th FS, 20th FG, 8th AF
Experience what it was like to meet the P-51D for the first time, just as they were when introduced in the early summer of 1944, right in the thick of combat during the Allied invasion of Europe. The N-9 reflector gun sight. The P-51B-style instrument panel. The fabric elevators. Afficiados will note how close the attention-to-detail comes with the removal of the dorsal fin fillet; one of many differences that set the P-51D-5-NA apart from later models. Extensively researched, these Mustangs are presented as they were then.
As a follow-up to Warbirdsim’s first Little Friends product, Little Friends II provides much of the same features, including a fully modeled left gun-bay in complete authentic and very detailed form, removable exhaust shrouds, 75-gallon drop tanks that can be added/removed and released, removable exhaust shrouds, and a working automatic supercharger with engine damage effects (Acceleration only). A new feature included in Little Friends II, is a simulated collimated gun sight reticle, in conjunction with the new N-9 reflector gun sight, as installed on all early-model P-51D’s. This reticle also features unique materials that allow it to look as if it is really projected with light. Also featured within this product is a “filleted P-51D-5-NA”, as all P-51D-5-NA’s were ordered to have a factory-produced dorsal fin fillet installed in the field in August of 1944, thus all P-51D-5-NA’s still in operation after that point were to have the fillets fitted. While most of the aircraft featured in this product are shown as they were before this time, one example does have this treatment, and you can literally feel the difference between flying an example with the dorsal fin fillet and those without.
If you are a P-51 Mustang fan, this download package is certainly one not to miss. It retails for £29.95 and is available from www.warbirdsim. com or from other quality flight simulation retailers. Go get it! LATEST17 The “Ring of Fire Tour”
With Harold “Farmboyzim” Zimmer
he “Ring of Fire Tour” (ROFT) is a set of You can use whatever aircraft type you wish for this adventure, flights that are going to take us on a voyage but keep in mind that all references made in this article pertain to the aircraft that I have used for that particular leg. This means that your that will cover over 25,000 miles. I have been T flight times may vary, and fuel will most certainly be an item that discovering new areas to fly in and some outstanding would be different as well! I also encourage you to “deviate” from the scenery along the way. Skills will be tested with a flight plan, if you wish. This is a trip of discovery and fun, and more variety of aircraft, as each leg of the journey will than likely, you will discover airstrips or areas that I have missed! involve different flying conditions. We will be landing on everything from dirt strips to International airports.
18 CPM. V16I1 What we’ve covered so far… I’m going to assume that most of you reading this have also read the last two articles in this series, but if you have not, here is a brief explanation of what this Tour is all about… SSR to YAK is about 160 miles on a heading of 274 degrees. You The “Ring of Fire” runs approximately 40,000 kilometers, will pick up the YAK VOR about 70 miles out from it, where you or almost 25,000 miles, and encompasses the Pacific Ocean in will enjoy some great coastal views to your left, and to your right, a horseshoe shape. It is home to more than 75% of the world’s mountains and glaciers. You will want to fly at or above 8000 feet for volcanos, and 90% of earthquakes on this planet take place around most of the leg between SSR and the YAK VORs. Once you get over this rim. The surface of the earth is made up of many Tectonic Plates. the Coast Mountain Range and see the Pacific Ocean you can drop These Plates, both large and small, are constantly shifting and moving your altitude down as Yakutat is not too far off. A lower altitude will under and over each other. When this happens, things get really offer a better look at the numerous rivers splicing off and running into shaky for the folks that live near the edges of these plates. Between the ocean. Northern California and British Columbia, the Pacific Plate, along with the Juan de Fuca and Gorda plates have built the Cascades and The name “Yakutat” is Tlingit, and spelled Yaakwdáat, which the infamous Mount Saint Helens which erupted in 1980. If you are translates basically into “the place where canoes rest”. As you fly interested further in what the “Ring” is all about, there are countless over the area you can see why this is appropriately named. Even references that you can find regarding this topic on the internet. though the population of the city/borough of Yakutat is just a little above 4000, Yakutat City has the claim to being the largest We started the Tour in Seattle, and have worked our way north, city, by area, in the United States, and the twelfth largest by area to Juneau, Alaska. The surrounding area of Juneau is well worth in the world! This I honestly did not know and would make for a exploring, and many hours can be had finding new glaciers or valleys great trivia question. It is roughly six times as large as the State of to fly over. We will, however, be traveling to Yakutat, then onto Rhode Island. Yakutat lies in an isolated location of lowlands along Anchorage, and finally, westward along the Aleutian Islands of Alaska the Gulf of Alaska, 212 miles from Juneau. The region first saw to our next stop and end of Leg 3, Dutch Harbor, PADU. This is a explorers in the eighteenth century. rather long leg, and with the aircraft I am using, the Beechcraft B18, we will need to stop for some “Go Juice” along the way, and you may During World War II the United States Army Air Force had a large want to break this flight up into a couple of segments. aviation garrison near the city of Yakutat which utilized a paved runway. The airfield is still in operation as PAYA with scheduled The Flight Plan flights in and out of the area. The cities of Ketchikan, Anchorage, and Taking off on Runway 08 at PAJN, we will head east on a course Juneau are the most common destinations. There are two runways, of 216 degrees, towards the SSR VOR (114.00), about 25 miles out RWY 11/29 with a length of 7745 feet and RWY 2/20 at 6475 feet. of Juneau. Sisters Island is just a little dot of an island, and was used Fly fishing is the name of the game in this neck of the woods, and you in the last leg for the approach into PAJN. Passing over SSR, we will can be sure that the airport sees its share of folks that fish! I wonder if set our NAV 1 for the next point on our trip, which is the YAK VOR the return flights are a bit “fishy” on their way home? (113.30), near Yakutat, Alaska (PAYA). From SSR VOR to Yakutat you will be flying over glaciers, fjords, hidden lakes, and waterways Leaving PAYA via Runway 29 with the NAV 1 set to GKN VOR that run through beautiful valleys. As you fly over these mountain (115.60) on a heading of 288 degrees we see before us a very cold ranges you can see that the valleys in between are filled with ice and environment! You will notice though that the terrain is changing, snow, hiding all but the tips of these mammoth chunks of granite. I find subtly at first, and then with broader valleys and wider rivers with myself imagining what the terrain would look like without the glaciers mountain tops poking up here and there, some of which are obviously covering most of the visible structure. Then, within a few minutes of dormant or inactive volcanoes. I must admit that I spent a fair amount flying, you can find yourself over an area of open valleys and snow of time “outside” the aircraft viewing the surrounding landscape. I topped mountains. This all of course, depends on the time of the year had well over 200 screen shots to sort through! Our next destination that you choose to do your flying in. Autumn time makes for nothing and fuel stop will be Anchorage, Alaska (Ted Stevens Anchorage less than a spectacular flight. Winter flying in real world weather International Airport - PANC). We’ll get there via the GKN and ENA will definitely present you with some challenges and make you ask (117.60, 216 degrees) VORs. This is going to be a long leg, around questions…such as to attempt the flight or not in the first place? 650 miles, but again, enjoy the views.
19 Inlets and fjords everywhere! This is Amphibian AC country!
One of many beautiful sights! Howard Glacier in the background
Glacier run-off equals COLD WATER! On final for PAYA
20 CPM. V16I1 PAYA from above Must stop! Climbing out of PAYA Looks a bit barren out there!
Bad news to go down around here! Over the Coast Mountain Range
That’s some rugged country! Some volcanoes off in the distance
Severe terrain to be sure! 21 I’d love to fish that river! Starting descent to Anchorage Anchorage, AK (PANC)
Top down view of PANC Leaving PANC for the chain of Aleutian Islands
The Aleutian’s offer some beautiful views! Looks like they’re ready to “pop”!
22 CPM. V16I1 Over Cold Bay, Alaska (CDB VOR) Mountains constantly being created Looks like this one’s been “capped” off! On final for Unalaska Airport (PADU) aka Dutch Harbor
Parked and waiting to load passengers
23 Red line denotes upper portion of the “Ring of Fire”. a good reason to turn on the NAV Alert button, which will give you the Morse code audio of the VOR when you are within range. If you are skimming the tops of the mountains you may not pick a VOR up until you are very close, as the signal is essentially “line of sight”. The higher the altitude, the sooner you may pick up that signal. There are VORs that are considered “High Altitude” stations and situated atop mountains so that you may receive their signal sooner and easier. One more thing to consider about a VOR signal is that if you are right over the top of a VOR, at an altitude of around 5000 feet or so, your Distance Measuring Equipment will read that you are about 1 mile away from the VOR…and you are straight up! Keep the angle of your aircraft (altitude) and the position (altitude) of the VOR station in mind when measuring distances.
Our final destination for this leg of the “Ring of Fire Tour” is the Unalaska Airport, also known as the Dutch Harbor Airport (PADU) PADU from above located on Unalaska Island. In 2002 the airport was renamed by the State of Alaska in honor of a bush pilot that was killed in an airplane accident that year to the Tom Madsen Airport. The FAA still refers to the airport as Unalaska Airport, however. We are going to swing out After passing over the ENA VOR, tune in the AKN VOR at 112.80. and come in for an NDB approach for Runway 12. There is a sheer We are about 200 miles from Anchorage when we reach ENA, and cliff to the left of RW 12, water at either end, and water to the right. then we will land at PANC with a fairly straight in approach to The runway is 3900 feet in length, so you should have plenty of room RWY 24R. You’ll be coming in over the mountains and you’ll see depending on your choice of aircraft. At one point, Alaska Airlines Anchorage out in the distance on a point of land jutting into the were landing 737-200’s here, but because of so many weather ocean. Alaska Airlines, FedEx, and UPS, among others, use PANC cancellations and runway conditions, these flights were cancelled on a regular basis, and in the 60’s to the 80’s it had been a stop over and subcontracted out. For a full rundown on the NDB approach for flights heading to East Asia. On my way to Korea we landed there and GPS approach procedures to Dutch Harbor, be sure to check out in the middle of a very cold and snowy night. I remember the crews the excellent article on this airport and how to land here by Dean steaming off the wings as the plane sat there. Bielanowski in the Volume 15 - Issue 5, Sept/Oct 2011 edition. Well worth a read! As for the city of Anchorage it does not have any claims to either the fishing, mining, or logging industries, but was chosen as the The Spoils of the Bering Sea site of a Railroad Construction Port for the Alaska Engineering Time to get a lobster dinner and get ready for the next leg of Commission. Construction of the railroad, the Alaska Railroad, the “Ring of Fire Tour”! I hope you folks have enjoyed these set was completed in 1923. Today it is home not only to PANC but of flights and have discovered some new and interesting places to to Elmendorf AFB, an important location during the “Cold War”. explore. I also encourage you to learn more about these locations that Anchorage suffered a 9.2 Magnitude Earthquake back in March we are visiting, as it is impossible to present all of the information of 1964 and was classified as the second largest earthquake ever here in this article. recorded throughout the world. Welcome to the “Ring”! This event lasted almost five minutes and took the lives of over a hundred people. Few buildings were spared damage in this quake. You can download the charts and Nav data from the Computer Pilot Download server, utilizing your unique download code. Also included After refueling is completed we will use RWY 14 for our departure. is a PDF version of take-off minimums and (obstacle) departure Climb to 8000 feet (or less if you prefer) and settle in for a cruise procedures for airports in Alaska. over the Aleutian Islands. After takeoff, climb and turn to a heading of 190 degrees. This will take you to the PDN VOR (109.50) about FS2004 Freeware Scenery - Unalaska Airport (PADU). EZ Scenery 120 miles away. Once you hit the PDN VOR steer heading 216 for Libraries required. By John B. Loney, Jr. Filename: padu_v1.zip the CDB VOR (112.60) which lies about 170 miles away. The terrain is very different than what we have been cruising over. We are now FSX Payware Scenery – Dutch Harbor X – Available via download over less severe, rolling terrain, with inactive or dormant volcano’s from PC Aviator – www.pcaviator.com/store (USA) or prominent along the way to Dutch Harbor. Flying along the Aleutians www.pcaviator.com.au/store (Australia) has been a neglected area that I need to visit more often. Airstrips and fields are dotted along the way in the chain of Islands including Cold JUNEAU INTL - Juneau, Alaska, by the Mach-1 Design Group, Jose Bay AFB, which happens to be the location of one of our waypoints, Gutierrez. Filename: juneau_2009.zip CDB VOR. Once over Cold Bay or CDB VOR, tune in our next waypoint DUT (113.90) and turn to a heading of 223 degrees. We Holger Sandmann’s Glacier Bay Scenery Package. File names: have about 155 miles to cover before we reach our waypoint and glbayv2a.zip, glbayv2b.zip. destination, so a quick word on the use of VORs for navigation. I consider these “must have” files in freeware scenery for this region! When tuning in and receiving the signal from any VOR, that signal is in a straight line from the station to you in the aircraft. Depending on the distance and the altitude that you are flying at, receiving this Have a great flight and we’ll see you next time. signal may occur at different stages for you along the way, which is “Farmboyzim” Q
24 CPM. V16I1 The Flight Sim Round Table
elcome to the Flight Simulator Round Table! Here we gather our flight sim experts to give their expert or personal opinion on the latest hot topics, flight W sim news items, product announcements, and answers to those sim questions that are just begging to be asked!
25 Our panel of flight simulator experts: Dean Bielanowski - Dean Bielanowski is a former RN with 17 years of flight sim experience. He started with Flight Sim 4.0 and has developed scenery for earlier versions of the Microsoft Flight Simulator product. He is also a widely-published author and has been the full-time Editor of Computer Pilot Magazine since the later issues of Volume 4 onward. He mostly enjoys small GA to medium turboprop/jet flying and currently uses Flight Simulator X predominantly, but also flies X-Plane and various combat simulators as time permits!
John Lattanzio - John Lattanzio is a Nuclear Astrophysicist who has been flying simulators since about 1987 or 88 when he was working at Livermore Labs in California. They gave staff a PC to enable them to work from home. The first thing he did was go and buy a flight simulator! He started with Chuck Yeager’s simulator, and has used every version of MSFS since, as well as most of its competitors. He likes flying almost all planes.
Roger Curtiss - Roger Curtiss is a retired police detective who began simming with Microsoft Flight Simulator 95 and has continued with every progression since. He has been involved with the SATCO/VATSIM online ATC network since 1998 as a pilot, controller, network supervisor, VATUSA official and is now a member of the VATSIM Board of Governors. He enjoys participation on the network as a controller and virtual airline pilot with many hours logged, primarily flying the PMDG 737 series.
Harold Zimmer - Harold “Farmboyzim” Zimmer is a former Sergeant in the United States Army and a retired Mortician. His first experience with flight simulation was with Graphsim’s F/A-18 Hornet, Korea. He has been involved in flight simulation for over fifteen years, operates his own web site, Farmboyzim’s Flight Sims, and writes for Computer Pilot Magazine and AVSIM.com. He uses both FS9 and FSX. He’s an amateur aircraft developer and scenery creator. He has flown a real-world DC–3 and a Cessna 172.
Doug Horton - Doug Horton is a retired U.S. Naval Submarine Officer and consulting engineer with 21 years of flight sim experience. In an effort to “get real,” he attained a private pilot certificate and instrument rating 10 years ago, and he’s a partner in a well-equipped Cessna 182. He flies near-matching models in both FSX and X-Plane, though mostly in FSX. He writes the Horton’s Hints column for every issue of Computer Pilot, along with other features.
26 CPM. V16I1 1. In your flight sim ‘’career’’ to date, what has been the single most important piece of information you have learnt or piece of to use in a web search is even more important. Take some time information gained that you think has been to learn how to best search the internet, as it will save you a LOT of time and frustration! On the specific simming side of things, I the most beneficial to the enjoyment of your have found that learning to flight plan is one of the most important sim flying? things and has increased my enjoyment of sim flying. Carefully plan a flight, taking all variables into consideration. Then go fly Doug Horton: In conjunction with hardware testing and that flight and when it all comes off exactly, or very closely to benchmarking FSX with the free FSXMark07 procedure, I’ve what you have planned, the feeling of reward and satisfaction is learned (and confirmed) that FSX is CPU-bound. This means that certainly a good one! FSX framerate performance is directly and linearly proportional to CPU core speed, with slight dependence on number of real cores 2. If you were mentoring a new flight sim user up to four. Overclocking CPU increases framerates, but testing of graphics cards, solid state drives, and larger motherboard who knew nothing about flight simulation or memory confirms that there is no substantive benefit from any of aviation, what aspect of flight sim or flying in these investments. GeForce graphics cards more recent than the breakthough 8800 GT, released in the fall of 2007, provide no general do you think you would teach them measureable benefit, and FSX does not utilize multiple graphics first, and why? cards in SLI or CrossFire configurations. Doug Horton: First, I would demonstrate FSX, X-Plane, and/or Harold Zimmer: I think the single most important aspect of the Prepar3D to show them the variety of aircraft and control panels, hobby was when I finally went “on-line” years ago, and discovered scenery, terrain, weather, and airports that are available, not the world of “Freeware” This discovery literally left me with my even counting free or payware add-ons. Next, I would “begin jaw dropping! The fact that so many people have contributed so at the beginning” by pointing them to a purchase or free many addons, in the manner of aircraft, scenery, utilities, etc., download of the U.S. Federal Aviation Administration’s Airplane for FREE…well, my faith in “hobbyists” was restored! It sort of Flying Handbook, with its great descriptions and color images of reminds me of the days when people did some things simply for airplanes, systems, and other fundamentals of aviation and learning the joy and recognition of their efforts… I fear these days have to fly, at http://www.faa.gov/library/manuals/aircraft/airplane_ slowed to a trickle… handbook. I’d then suggest they read a few pages a day, while continuing to experiment with simulator software. If they have an Roger Curtiss: This is a hard question in that it is difficult to isolate interest in real flying, attending a ground school course would also one particular piece of information. Flying online with VATSIM and be valuable. experiencing its multiplayer function is still a thrill every session. Perhaps I am a bit naive technologically, but it seems magical to Harold Zimmer: The first thing would be to explain just the basics me that I can see other online aircraft depicted accurately as to of flight, how the airplane is maneuvered. Then, once the basic location as well as by aircraft type and even airline livery. The understanding of what pitch, yaw, and roll are is evident, I would shared experience aspect of online flying adds a level of immersion show them how to operate the controls, namely the yoke, and to flight simulation that makes the flight so much more interesting what moving it in various ways does to the aircraft. I sat my 9 than flying alone. year old Great Grand Nephew, River, down with FS2004 after explaining the above concepts of flight and what happens when John Lattanzio: Well, this will sound like a paid advertisement but I you pushed, pulled, and turned the yoke. We did this in a DHC2 was in a software shop, many years ago, looking at the FS titles. I Amphibian Beaver, and I was amazed at how he was able to handle saw an add-on for something and asked the sales person if it was the aircraft, albeit a bit wobbly, but not too bad for a beginner! any good. He gave me a brief description, and then said “But don’t If they take to it at this point, we have ourselves another simmer buy anything from here. Go to PC Aviator in Caulfield. They know pilot in the ranks and probably eager to learn even more. *everything* about flight sim. No-one here knows anything...” So I looked them up in the phone book and went to visit. It was an Roger Curtiss: Basic aircraft control- the three axes: pitch/roll/ eye-opener! Here was dedicated hardware, flight yokes, special yaw and their interactions. In order to properly aviate, one seats, more software than you could poke a stick at, and a young must understand the fundamentals and physical forces acting Robert Ferraro gave me a copy of a new and exciting venture on the aircraft and its response to various control inputs and - a magazine dedicated to flight simming, called “Computer configurations. Some of this must become second nature in order Pilot”! I had found that I was not alone! There were other flying to progress to instrument flight or even be able to fly while gazing nutters out there. I think this was the single most important thing out the side window at the scenery. Many new simmers cannot I learned. Since then, the friendly staff at PC Aviator guided me resist the temptation to jump into a 747 or other equally complex along the path. Any technical problems? Just phone them and aircraft and take it up without an appreciation for how the airplane they talked you through the solution. this was how I met our flies or how to fly it without the autopilot. Addressing the basics esteemed editor. So for me, the most important thing was finding from the start will eliminate a great deal of frustration later and the community. Since then it has been the many friends I have add to the appreciation of the majesty of flight made within that community. John Lattanzio: This would depend entirely on what brought them Dean Bielanowski: Oddly enough, early on in the life of the internet, to simming in the first place. If they wanted ultimate realism, I I read a bit about the mechanics of search engines, how they work, would show them one of the more detailed aircraft, although I and how to choose and use keywords when searching that help would not propose to teach them that first! If they were interested cut through all the rubbish and search out the precise information in general, I would go to a detailed airport from Orbx and do you need. To me, this has been very valuable in both helping to some low and slow flying around the area so that they fell in love find solutions to any sim or PC problems I have encountered over with the detail and fun aspects. This is often a good place to start the years. Especially now with more and more “junk” content - resulting in the usual comments such as “I had no idea these floating around the internet, be able to decipher the best keywords programs looked so realistic!”
27 Dean Bielanowski: Aside from how to search the web properly, I think the most important thing for a new virtual pilot to learn while flying is, especially on approach and set up for approach, to make small, frequent adjustments to heading, bank, altitude and speed, rather than larger, more infrequent ones. I see a lot of new pilots throwing their plane all over the place on final approach to try and get it lined up, and in most cases it is very unnecessary. Invariably, this action most always leads to a very poor or hard landing, or a miss on the runway altogether! Plan early, know your approach and get it lined up from a fair way out (wherever possible) and get your speed right down to approach speed too. Fast approaches John Lattanzio: I still get frustrated with how long it takes FSX to actually give you much less time and distance to make minor load! The more add-ons you have, the worse it is. Even if you corrections. If you are not going to make the landing, go around, are not using them. Scenery that is installed but not loaded still make a missed approach and try again. You will learn a lot more seems to slow FSX. Surely this is not necessary? Another thing by doing this and hitting the mark each time than being content thaqt annoys me is the sudden appearance of the autogen scenery with a poor landing just for the sake of getting the aircraft on the within my field of view. Why can it not appear further away so it is ground. Preparation and precise execution is the key to consistent not so distracting? I have searched in vain for some way to adjust quality touchdowns. the distance where it first appears, but there appears to be no such parameter.
3. What aspect of FSX, FS2004 or X-Plane Dean Bielanowski: For me, the performance issues of FSX are (choose one) do you find the most frustrating frustrating at times. And while most average new PCs today can handle FSX by default, once you add in all the detailed scenery we and why? Conversely, what aspect do you are spoilt with these days as well as complex aircraft, you suddenly find the most satisfying and why? need a new super system again to run it all, even on the lower detail settings. Of course, this is always how it will be until we kill Doug Horton: In FS2004 and FSX, it’s frustrating that positions of our desire for ultra-high resolution and detailed scenery and super- undocked panels, sub-panels, and scenery on multiple monitors complex aircraft add-ons we like to see in our sims. On the flipside, are not remembered, so when flights are restarted, users need X-Plane has excellent performance in comparison and smooth, fluid to repeat the process of undocking, dragging, and resizing their frame rates, but we do not have the same level of visual detail in displayed images. The most satisfying aspect of FS2004 and FSX that simulator as yet. On the positive side, for FSX I really enjoy is the ability to customize many items, such as aircraft, scenery, the open-endedness of the sim, allowing third party developers to weather, and particularly, airport and facilities data, the latter push the boundaries of what is possible. This has always been a of which are customarily (and no longer appropriately) called plus for the flight sim community, and let’s hope Microsoft FLIGHT “AFCAD” files. My favorite means of modifying airport and walks along the same path too. facilities data is by using the freeware program Airport Design Editor 9X, by Jon “Scruffyduck” Masterson – available at http:// 4. What type of control(s) do you use for www.airportdesigneditor.co.uk/index.html. flight simulation? How have you set up the Harold Zimmer: I find running FSX a bit frustrating on my old (6 various buttons and levers on these controls years), but very faithful computer. Even with the standard “boosts” of memory and graphics card upgrade, FSX runs at an adequate and why do you think that configuration frame rate, but complex sceneries and aircraft are definite “frame works best for you? rate eaters”! This is not the fault of FSX, but simply something that could be cured with a new and current computer system (after I Doug Horton: I’ve been using CH Products Flight Sim Yoke USB and win the lottery). I am able to run FSX but still prefer FS9 at this Pro Pedals USB. I use partly the default settings, and partly my point with this system. Conversely, FSX has definite improvements own settings, using the FSX Options, Settings, Controls, Buttons/ over FS9. The flexibility of the program, with its missions and Keys tab, such as for the yoke’s elevator, aileron, and rudder trim rewards and more diverse functions available for aircraft, really switches. One of the serious shortcomings of the Buttons/Keys tab makes for a fun and entertaining sim. It is also satisfying to know is that only a command for “Landing Gear (Extend/Retract)” is that folks can still create aircraft and sceneries in basically the available, preset for the G key. The Customize menu does not have same manner as they did for FS9. Let’s hope this carry’s over to separate listings for Gear Up and Gear Down, but these can be set “Microsoft Flight”. correctly by modifying your Standard.XML file. See my Hints in this issue for more on this. Roger Curtiss: FSX has never quite run smoothly enough for me. Partly this may be because of the performance (or lack thereof) Harold Zimmer: I use the older version of the CH Yoke, and have of the computer upon which I was running it. I have a newer, been for the last 10 years or so. I also use the CH Pro Pedals, much more powerful machine that I am in the process of bringing Throttle Quadrant, and their CH Fighter Stick and Throttle, when into use and I hope that will cure some of the problems. I have the aircraft or occasion calls for them. The buttons and switches sometimes had low framerates and have found it can be difficult on the yoke itself are devoted to autopilot functions, flaps, to obtain the exact cockpit view I want (often, the VC view will be cowling, and views. The Throttle Quadrant is set up to handle angled just slightly off center). Compared with the relative ease of throttle, prop, and mixture settings, with the 12 available button use of FS2004, FSX is not as intuitive. options devoted to lights, pitot and carb heat, gear, parking On the other hand, the visual display of FSX is stunning with brake and such. The stick functions and throttle functions are set unmatched aircraft, flight deck and scenery details. I am up in basically the same manner, making it easier to remember anticipating that running FSX on a platform that better suits its the button assignments when changing from one set of gear to performance requirements will result in thorough enjoyment of the another. All the CH gear has been dependable for a very long time advances it possesses over my old friend FS2004. and easy to operate.
28 CPM. V16I1 Doug Horton: Because of the large number of add-ons users have installed, particularly for FSX, I predict a long life for FSX, in the same way that many users are still operating FS2004. In fact, in looking at daily downloads offered by library websites such as Avsim.com, there are generally more downloads offered daily for FS2004 than for FSX, five years after release of FSX. It takes time and effort to transfer add-ons from one version to the next, and in many cases, it’s necessary for developers to modify add-ons for complete compatibility of not just add-ons, but also related software utilities. And of course, depending on program features and demands, some users may need to upgrade hardware before moving to a newer flight simulator version. Roger Curtiss: I am a long time user of the CH Flight Sim Yoke, Throttle Quadrant and Rudder Pedals and cannot imagine flying Harold Zimmer: I think these simulators will still have their own without them. I do not use the three levers on top of the yoke but followings of simmers that are perfectly happy with what they are have the button on the back of the left yoke horn as a Push-to-Talk running already. I’m very happy flying in my FS9 world, and will be function and the right cycles through the kneeboard. The two red for some time to come. With newer versions of simulators, there buttons on the top of the left horn are for cycling views and the also comes a new demand on the computer and graphics card. This rocker switch controls trim. The hat switch commands flight deck may not always be the case, but usually it is. With the economy view directions and the right rocker is generally unassigned. The the way it is at present I don’t think many folks will be going out TQ is set up with one lever for speed brake, two for throttles and and upgrading their systems or graphics cards just because a new one for flaps. The two additional levers are in reserve for three or simulator is on the market. I think more folks will see that what four engine throttle controls. The six buttons control landing gear they have at present is pretty darn good after all! I certainly hope and five lighting functions. Rudder control and braking are handled that products continue to be made for FS9 and FSX well into the by the pedals. This configuration provides access to frequently future, and I’d also like to see Microsoft Flight Simulator 2004 put needed controls and has a few of them (TQ levers primarily) in the back onto the market… or am I just sounding old fashioned? correct physical location. I am quite pleased with the setup and the only improvements would be an actual 737-type throttle quadrant Roger Curtiss: I anticipate that the legacy simulator platforms will and an MCP panel but these would be extravagant expenses and, continue to see add-ons and applications created for them and that given the limitations of practicality, my present equipment is more they will be supported for a few more years at least. X-Plane has, than adequate. at least up to now, lagged behind FS in its scenery offerings and unless the new version is a vast improvement, I don’t foresee many John Lattanzio: Basically I just use a flight yoke. I also have a joystick hobbyists abandoning FS for it. Microsoft Flight is not yet fully set up for helicopters, but I don’t fly them often so it gets little defined and it can be expected that its debut will be accompanied use. I do have different default button setups for piston engines, by a few squawks so its popularity for current simmers may not turboprops and jets. I simply could not live without the yoke and if be great. The advantage that the current offerings have is that you do not have one, you should get one! I also have a radio stack of name recognition and a strong user base. As has been stated and a MCP (mode control panel, ie autopilot) for a 737. Again, in this magazine, the computer hardware available now will run as I am using the same computer and setup for work, I rarely find programs such as FSX with much less effort than when they were the time to set these up properly. But I am building a new system released and this could actually open up their appeal to even more and I will have these permanently set up in the new regime! I am hobbyists. Plus, there is the bonus that as the new programs debut thinking of even separating the FS duties from the other duties of the price of the older ones should be greatly reduced making them the computer, so that I have two distinct computers. more affordable and potentially increasing their user numbers.
Dean Bielanowski: Depending on how much desktop real estate John Lattanzio: It seems to me that we are entering another period I have at the time determines what controllers I might use, and like we did in the early 90s, when we had Flight Unlimited, Pro hence what aircraft I also choose to fly. But usually I have a CH Pilot, MSFS etc. All added something new. Sadly, only one survived Eclipse Yoke, CH Rudder Pedals and a Logitech 3D joystick. My the rough and tumble, but at least it was pushed to install some button layouts are fairly standard I guess, and I keep most of the of the features that the other sims gave us. I wonder if MS will default functions assigned to the yoke and joystick. Naturally, similarly learn from all of the options that will be in the market since I use the joystick for combat flying games, in these games place? It’s hard to predict how long FSX will survive when we do the configuration is more aimed toward control and selection of not really know much about the new MS offering, FLIGHT. Let’s missiles, bombs and guns. Another great bit of kit is NaturalPoint’s hope that they take the absolute best of all that is out there at the TrackIR 5 head tracker. This one does take a little bit of getting moment. Wouldn’t that be a product to die for! used to, but for situational awareness in civilian and military sims there is nothing better, especially with the helicopters over other Dean Bielanowski: I was a little late in replying to these, and just aircraft. How you set up everything is a very individual thing and recently X-Plane 10 was released, so X-Plane 9’s future has already I am not going to describe that, but will say that the best setup is taken a bit of a hit, but time will tell whether X-Plane 10 proves to one that suits you, and no-one else. be a full replacement for X-Plane 9, which we had for many years. I think Microsoft Flight Simulator X still has quite a few years of 5. Given that several new flight simulators life in it. Consider that FSX has been out now for almost 6 years, and there are still a lot of virtual pilots who fly FS2004, whether are or will likely be available in the next by choice or necessity. The same will likely happen to some degree 12 months (X-Plane 10, Microsoft Flight, with the FSX to Microsoft FLIGHT conversion. Then throw in Lockheed Martin’s “Prepar3d” which could do well, but it doesn’t Lockheed Martin Prepar3d), how much life have the Microsoft name behind it, but nonetheless is another do you forsee exists still in the current flight option that has the potential to do well if they can get the product simulator offerings (FSX, Xplane 9 etc) and out to consumers at a fair and reasonable price. Nonetheless, FSX still has a future measured in years and we already have tens of give your reasons for these predictions. thousands of add-ons available for it to enjoy right now! Q
29 Embraer Phenom 100
ReviewBy Al Pelletier
he Embraer Phenom 100 is a “very” light • Capacity: 4 passengers (6 maximum) twin jet developed and manufactured by • Payload: 1300lb (595kg) TEmbraer of Brazil. Sim developers Feelthere • Length: 42ft (12.80m) inc. have crafted a model compatible with both • Wingspan: 40ft (12.3m) FSX and FS2004 for us to enjoy. It is currently only • Empty weight: 7130lb (1500kg) available via instant download. • MTOW: 10,472lb (4750kg) • Max speed of 390nm (TAS) The airplane is configured for 4 to 6 passengers (6 • Range of 2000nm with reserve for alternate can be achieved with one pilot only and that works • Operating altitude of 41,000ft well for us fight simmers). The Phenom has a range of 1200nm powered by two rear mounted Pratt & FeelThere Phenom-100 2D cockpit Whitney Canada PW617-F turbofan engines. Being certified for 1 pilot, it is usually flown that way. So, let’s crunch some numbers (all in approx numbers as they vary a bit with different payload and configuration):
30 CPM. V16I1 in climb
FeelThere Phenom-100 2D cockpit
Phenom-100 before engine start
The Phenom Exterior I mentioned some of the Phenom’s basic aircraft data earlier in this article. I found the model to be a very accurate rendition of the real Installation aircraft’s specifications. I downloaded my version of the Phenom100. The FS2004 version is 85Mb in size and the FSX version is 97Mb. The install was flawless, As a routine, after reading the manual, I sat (sort of) in the aircraft with the usual menus we are all accustomed to helping along the for about an hour while going over every detail of the exterior, 2D way. The FSX version requires Microsoft Flight Simulator X SP2 cockpit and virtual flight deck, and available views both internal and (Service Pack 2) or the Microsoft Acceleration pack. I assume that the external. The exterior aircraft lighting and animations are numerous FS2004 version requires FS2004 Service Pack 1. and very well done. The forward and aft baggage doors are also operable, as is the main cabin door. My test system features an Intel Dual Core 3.06Ghz CPU, 4GB Memory, an ASUS NVIDIA 9800GTX 512MB video card, dual I discovered a few more cool features like the engine covers and monitors with a CH Yoke, Pedals and Throttle, running Windows XP flags on (until you apply power with the battery, or touch the brakes). Pro operating system. I could see my “only” passenger sitting inside using her laptop.
31 Phenom 100 virtual cockpit
Phenom 100 outside view engine start
Flight Time I taxied to and took off from Halifax, Nova Scotia and headed over the ocean for some flight familiarization and to put the aircraft through some testing (I did this in both the FSX and FS2004 version). I find this to be a very good idea with any new airplane I train on. Plus, it is fun! The Phenom-100 was “fun” right from the get go. I will quote from the feelthere.com website:
“Sometimes you just want to fly or you are new to flight simulation and don’t wish to spend 30 minutes preflighting an aircraft. Maybe today you don’t want to spend much effort to create General Features a flight plan and programming a flight management computer” This is a good time to go over the general features for both the aircraft and the panel. With the Phenom-100 you get: This was it. Right from starting the engines to the take off, it was very straight forward and easy to figure out. I did get the “Master • New generation full glass GARMIN 1000 flight deck and digital warning” voice telling me to set the correct flaps and trim each time avionics I applied the power. After setting the proper flaps and trim setting • Simple FMS integrated with Multi Function Displays (MFD) using for the takeoff configuration it was a go and all was smooth from the default FS Flight Planner that point on. The Phenom-100 impressed me right away during the • Full Authority Digital Engine Control (FADEC) takeoff roll. It is powerful and agile. I climbed to 25,000 feet and set • Realistic flight dynamics based on the manufacturer’s specifications up a holding pattern over the ocean, not far from the airport. I kept • Sound by Turbine Sound Studios my speed low. I then selected an exterior view and panned around • Load manager and up and down, cycling the gear and flaps. The external model • Multiple photorealistic 2D control panels textures are excellent in both FS versions. The airplane’s exterior is • Fully interactive 3D virtual cockpit from which you can fly from very accurate and highly detailed. It is all there; the glass reflection either the Pilot or Co-Pilot’s position on the windows, the rivets, the rounded curves and more. • Enhanced Ground Proximity Warning System (EGPWS) as well as warning and caution messages All control surfaces are well animated. The two PW617-F engines • TCAS II Traffic avoidance with audio-visual Traffic Advisory and are mounted on pods on the aft fuselage and include beautiful Resolution Advisory system polished aluminum front casings and animated turning fans when • Pop up instrument EFIS screens for multi-monitor displays the engines are on. The landing gear is fully retractable. The exterior • Resolutions all the way up to 1920x1080 for great instrument aircraft lighting and animations are numerous and very well done. readability The normal beacon, anti-collision, landing, taxi, cabin and cockpit • 2 panels for standard 4:3 and wide 16:9 screens lights work as they should in the real airplane and are all visible from an outside view. (I’ll touch up on some of these a bit further on)
32 CPM. V16I1 Phenom 100 on the runway
Phenom 100 Garmin 1000 MFD
Phenom 100 virtual cockpit
Configuration manager
Phenom 100 Garmin 1000 PFD
Garmin G1000 glass avionics package and cockpit This avionics package is based on the Garmin system. It includes a Multi-page user interface on both the PFD (Primary Flight Display) and the MFD (Multifunction Display Controller).
Other notables included in the G1000 system: • Advanced FADEC (Full Authority Digital Engine Control) engine power management system with virtual Takeoff, Climb, and Cruise detents • Autopilot supports ROL, HDG, VOR, LOC, and GPS lateral modes • Autopilot also supports ALT HOLD, ALTS, PIT, VS, and FLC vertical modes.
The Phenom-100 has no overhead panel, except for the light panel located immediately above the center post at the center of the Pop up windows of the Phenom-100 cockpit windows. All of the switches and gauges are located on or just below the main PFD/MFD, as well as on the center console. The thrust levers, pitch trim wheel, flap lever, an alphanumeric keypad for the Flight Management System (FMS) and the switches for The extra available “pop up” panels: aileron and rudder trim are also located on the center console. The instrument panel is dominated by the huge, centrally mounted MFD a. A neat and very useful panel manager, with “click to open and and each pilot has a large PFD. close” pop up options that let you open all windows. b. Throttle quadrant The 2D panel set includes three main instrument panel views. c. Lighting Basically you see both PFD’s and the center MFD in the 2D mode. d. Air Conditioning and pressurization There is no Co-Pilot position in the 2D views, but you can fly from e. Electrical the Co-Pilot’s side in the 3D mode. You can also click on either MFD f. Pedestal or either PFDs and pop them up in a zoom format. A fully-functional g. Fuel Virtual Cockpit is also available. The Virtual Cockpit’s graphics are sharp with excellent clarity and brightness. The 3D panel can also be All popup panels are sharp, bright, and easy to read. In addition, zoomed in and out and sideways to move around the entire cockpit. they can all be undocked and moved to a second or third monitor.
33 Phenom-100 climbing
Phenom 100 over the Golden Gate Bridge
DUAL APPROACH WITH A BIGGER AIRLINER
Flight Dynamics and Manual The PDF manual that comes with the product is well documented. Phenom 100 with cargo and main cabin door opened It includes: basic use of the simulated FMC, system prep, taxi, takeoff, flight, descent, approach, landing, taxi and shutdown, and a Phenom-100 normal checklist. The Feelthere team mentions the manual is not intended to provide ‘all there is to know’ about the Phenom. They are being modest as I found it to be more than adequate for flight simulation use.
Switches/Anti-Icing/Master Warning System There are multiple Internet sources for detailed information on flying 1. The Master Warning System provides warnings of system the Phenom. FeelThere encourages you to use your favorite search malfunctions and unsafe operating conditions. This is a fully- engine to find details about the aircraft not covered in these pages. integrated CAS (Crew Alerting System) display. It is comprised The FeelThere support forums are also available for Phenom pilots. I of Master Caution Light, Master Warning Light, CAS message did use that forum and got help in a very short time on a couple of window with red/amber/white advisories depending on the issues. The manual has a good tutorial on how to get started and fly seriousness of the message and the CAS Softkeys that can display the Phenom, as well as all the reference and performance speeds chart up to 14 messages. (V-refs etc). I followed the numbers and the airplane performed as it 2. Just about all systems are simulated including: electrical, should. There is also a “Phenom Configuration” utility included in the pneumatic, hydraulic, pressurization, bleed air, FADEC and even package that allows you to adjust your payload (passengers and cargo) the air conditioning. as well as your fuel, plus it also allows you to tweak different settings 3. The auto pilot incorporates an overspeed and stall recovery system. pertaining to display settings, graphics, frame rates, sounds, joystick 4. Ice detection is fully simulated. and more. It works in both FS2004 and FSX.
34 CPM. V16I1 Phenom-100 climbing
So, in closing, if you’d like to fly a hot small E-Jet around, without spending months on learning FMC’s and/or hard-to-learn systems, this is for you. It is easy and fun to get going on the Phenom-100. Conclusion But then again if you’d like to treat it seriously and do some IFR I found the Feelthere Phenom-100 to be very well detailed inside training, it will fit that bill also. You can take this as deep as you feel and out. Everything about the airframe, animations, the power plant, like. The Phenom-100 is all around well designed, and for about $35 the Avionics package, the handling and flight dynamics, are that of USD, very affordable. I would say good value for the money. a quality add-on aircraft. You can’t go wrong with the Garmin 1000 avionics package. The power plant sounds by Turbine Sound Studios Note: At time of writing, there was to be a Service pack (SP1) are a real kick! I couldn’t resist listening on the outside during the issued for the Phenom-100 by the FeelThere design team to address takeoff roll. The documentation is also very good. some minor issues. Q
35 FTX Moorabbin Airport ReviewBy Dean Bielanowski
hen it comes to scenery design groups, the developers over at Orbx are certainly Wleading the way in creating add-on scenery for Microsoft Flight Simulator X. They continue to produce scenery for airports and FTX Moorabbin has been created by Ken Hall and Greg Jones. regions around the world at a fast pace, and at Ken has created many airport sceneries in the past, most for the OZx project, and most notably, King Island and Moruya. Ken is a former a high level of detail and competitive quality. artist (paint) and brings all those skills to the digital front line and One of the more recent releases has been FTX his talents are very evident in the airport package. It is, essentially, a Moorabbin Airport in Melbourne, Australia. I have work of art, but very far from abstract. It is realistic, and one of the chosen to review this particular package from most detailed and cleverly designed airports ever created for FSX! Greg Jones is a first-time scenery designer but has quickly learnt the the eight other FTX titles released at roughly trade and produced some fantastic 3D models for the Moorabbin the same time, as Moorabbin airport exhibits a project, aside from working on many other components that collate level of quality in its design that I feel eclipses all to produce the end airport package. others to date.
36 CPM. V16I1 Stop and look for a moment. The more you look, the more detail you see!
Anyone for chopper flight?
“Last call for all passengers heading to King Island...”
The other issue facing the developers was the question of just how much they should include? As a release package, Moorabbin has probably more buildings and features than most other large international airports created before it. It was a very large undertaking, and the developers wanted to put as much detail in About the Airport as possible, however, there must always be a cut off point before Moorabbin Airport (YMMB) – also known as Harry Hawker airport performance really starts to suffer, or the production deadline passes. - is located in the city of Melbourne, Australia and sits close to Port Regardless, what you will get “out of the box” is a technically Phillip Bay, just off its north-eastern shore. It is arguably Australia’s accurate, beautifully recreated airport that is almost bleeding busiest GA training airport, and handles quite a lot of small charter character, something which is very difficult to create in a simulated traffic and training aircraft. It is also the 3rd busiest of all airports in scenery package, but Ken and Greg have, in my opinion, achieved Australia. It has 5 intersecting runways and is located not far from this with Moorabbin. three other Orbx airports in the area (Melbourne/Tullamarine Intl, Essendon and Avalon airports). Installation Installation from the boxed DVD version is simple and The Design Challenges straightforward. Insert the disc, run the installer file and follow the I have had constant contact with the developers over the course of on-screen instructions. A few minutes later, you should be ready to this scenery’s development, and one of the biggest issues with creating fly, easy as that. There are no serial numbers, downloads or fiddly Moorabbin in immaculate detail has been the issue of performance, online registrations required with the DVD version. You will still have especially since two other high-detail FTX airports are located within every hair on your head after installing this one, which is always a a small radius. Using some clever techniques which rely on plenty of good thing. The installer will add some new icons to your desktop knowledge about how the FSX engine renders scenery in regard to file (for the airport control panel) as well as adding a Day/Night Switcher and texture access, Ken and Greg have managed to create an airport tool, which will help you boost performance with FTX airports by with extraordinary detail while maintaining excellent performance, removing some resource-hogging lights from existing FTX region even on mid-level systems, although a high-level system would still be scenery you may have. This package has been very well tested and required to see everything on offer here. most all of the bugs found and fixed prior to release.
37 A “moody” dawn scene at Moorabbin
Room for some R&R...
One thing I personally find that really helps immerse you into the scenery is the inclusion of the smaller things around an airport, and especially, airport signage. While buildings and trees can look quite similar at many different airports around Australia and the world, often, the signage in particular can be quite unique to each airport. Airport and Scenery Features When you taxi up to the terminal at Moorabbin, not only is the FTX Moorabbin offers plenty of features and lots to see. The terminal building accurately modelled by shape, and photo textures detail is not just confined to the immediate airport area. Indeed, if applied, but you have the large “Moorabbin Airport” signage across you cruise around the back streets and lanes of the airport and the the front of the building. Then you find hundreds of freestanding and surrounding industrial estates, you will continuously find new things building/fence signage scattered everywhere around the airport too. you haven’t seen before. I think it would take many months of If you have been to or visited the real airport you might have seen or constant daily flying to spot everything, and even then, new surprises been inside the Royal Victorian Aero Club, and noticed in particular the will spring out of the surroundings regularly. The experience of new large propeller assembly mounted on the front of the building. Look at discovery at Moorabbin is certainly very rewarding. the same building in FSX with FTX Moorabbin installed and it’s there too! Pilots who use this airport in real life will instantly recognize all The scenery begins with a 7cm/pixel photo-real texture underlay the buildings and features, and those who have never been there, or for the airport and surrounding areas. This underlay image is then even never heard of the airport will enjoy the eye candy and realistic season-matched to fit in with the FTX Australia SP4 textures. On spectacle this airport brings to Flight Simulator X. Take a close look at top of this image, all the 3D work begins. The most notable feature the Mobil and Shell fuel depots – the detail is incredible. of most airports is the control tower, and at Moorabbin, Greg Jones created a very realistic model of the tower and used actual photos Look around and you will find certain features and structures to texture it. The result speaks for itself. Over 2,300 high-resolution you will not have seen in a scenery add-on before. This includes photographs from Moorabbin airport were used to create the the custom modelled mobile phone transmission towers and the buildings and objects in and around the simulated airport. You can detailed model of the children’s playground equipment near the start to see why an airport of this scale takes well over 18 months to terminal apron, among many others. In addition, a lot of work has create, even with two developers working on it. been done on the vegetation around the airport grounds, including
Must be student pilot flight testing day with this much traffic!
38 CPM. V16I1 Hovering over the main terminal apron trees, ground plants and grasses. There is a lot of greenery around the airport, but not so much that it looks overwhelming. This addition is well balanced and effective. FTX Moorabbin uses all the “flow” technologies created by Orbx, most of which you may not even notice as they are used in the “background” and not visible, but you will see animated humans and airport workers, and apparently there is a single swaying tree somewhere in the scenery. Try and find it!
Runways and taxiways are modelled with high-resolution textures, as are the taxiway signs and ground markings. Take a close look at some of the fences surrounding the services installations and you will see some rust forming on the metal, as well as rusty tin sheds and hangar roofs around the airport. FTX Moorabbin exhibits a high level So much detail went into the fuel depots of that “lived in” feel which is makes it a joy to operate in, around, and out from this airport. Indeed I find it almost as enjoyable to drive around the “civilian side” of the airport than I do the actual “airside” AI traffic for Moorabbin is provided by Graham Eccleston and if areas! you have the luxury of a very fast PC that can run FSX with most scenery options turned right up, you will enjoy an almost constant Another neat new feature for Orbx airports found first in flow of light traffic around Moorabbin during daylight hours, and a Moorabbin is seasonal water laying around the airport in Winter. little less during early morning and later evening hours. This dynamic Set the season to Winter and then fly around. Naturally, in Winter traffic adds life to the character-full airport and really makes you there is often a bit of standing water in the ditches and gullies and look out the windows and check for traffic every time you come to running over occasional taxiways from rain or frost at Moorabbin. a runway or taxiway intersection, and at Moorabbin, there are quite This is modelled by Ken Hall, not just as a texture, but as reflective a lot of these! Operating around the airport at dusk is especially water and it’s these little added extras that raise this particular airport enjoyable as the airport looks magical with the evening hues of the package over most others. sky as a backdrop, not to mention the fantastic and realistic lighting work that has been done around the traps too. The lighting is not overpowering, but not too dull either. You do get to enjoy the An electrical installation, complete with authentic rusty fence! mood that evening flight creates here. The funny thing about night lighting in FSX airports is that if it is jumping out at you it probably is not realistic, and likely too bright. The lighting, like at many real airports of this type and size, should blend into the scenery as well as the buildings should blend into the airport itself. A swag of custom lighting and effects have been added that provide a new and enticing experience to lower-light flying. If you have your night VFR ticket, you will enjoy making the trek from nearby Melbourne International or one of many nearby regional airports into Moorabbin. Around the fuel depots the lighting is especially well rendered as light reflects off numerous surfaces of objects and structures in the vicinity.
There are plenty of automobiles found on the other side of the fence and the number of them is likely fairly accurate for the traffic flow that exists at the real Moorabbin. How many you might see will be determined somewhat by your AI settings and scenery density setting, so if these settings are low, you might not see many, or any
39 at all. Thankfully, due to some clever work behind the scenes, the performance of Moorabbin on a whole is very good, so even with the immense amount of detail on offer you could expect the scenery to run quite well even on standard or mid-level PCs. As always, some tinkering with detail settings will be required on lower-end systems.
The complexity of the scenery extends beyond just the airport grounds. On one side of the airport you will find an industrial area with many distribution warehouses, including one for a major soft drink manufacturer complete with modelled semi-trailers and more. In another area you will find a shopping center with popular, well- known retail outlets on display. There is a modelled automobile fuel station as well as a welcoming sign to Moorabbin airport that has its This airport has seen some use, and some weathering over the years... own real world and sim-modelled artistic flair - which is not really to my liking to be honest (a bit too “arty” and it looks like it is falling over, but that is how it is in the real world, and hence it is simulated the same with FTX Moorabbin). Down the south end of the field is I could ramble on for a lot longer describing all the neat features a landscaping supplies yard, complete with the obligatory end loader, of this package. There is in fact more detail here than you will find and further around the perimeter you will find other little easter eggs at even a large international airport. Oddly, the number of custom that will catch your attention and draw you to them to take a closer modelled buildings in the package would equal or better airports look. The scenery is not just detailed, it’s plain fun to explore. like Paris Orly, Boston Logan, and perhaps even Heathrow too! It is estimated there are around 150 custom buildings, and many more custom objects.
The NDB antenna. Note that the connecting wires are not too thick and more accurately represent the real thing Scenery performance, and operating around Moorabbin Like any detailed scenery package, you will need to tinker with the settings based on the performance and speed of your PC. A Control Panel application is provided with FTX Moorabbin that allows you to disable certain features in the scenery which will improve performance. This should be your first port of call if you are finding performance is less than desirable. Turn off some options and see if your frame rates improve. If you have switched off everything in the Control Panel and need to turn off more, then head to your FSX Display Settings screens and reduce items like Scenery Complexity, Autogen Density, Detailed Clouds, and reduce the amount of AI Traffic. These are major killers of FSX performance.
Moorabbin tower is a standout feature, although it too nicely blends into the airport in this image
40 CPM. V16I1 The view from the north end of the airport
Need AVGAS?
Custom detail is everywhere!
Even though Moorabbin is a general light aircraft training ground, it is fun and challenging to try and get the larger aircraft in and out as well. Moorabbin has welcomed many types of aircraft over the years from DC-3s right up to a C-130 Hercules. Because the surrounding geography is virtually flat and void of any terrain elevation fluctuations, approaches to landing can be made from almost any direction, but be mindful of airspace restrictions also if you are going to do things by Notice the ground textures are not terribly over-contrasted as with some other airport sceneries the book. Your biggest challenge will be ensuring you have enough runway length for takeoff and landing if you attempt operations in anything heavier than a mid-size turboprop charter aircraft.
The best way to see Moorabbin is by helicopter. When you fly around with fixed wing aircraft, a lot of those features mentioned Conclusion previously can be easily missed, because they are tucked away behind I had always known this project would producing a fantastic result, other objects or sitting in the spaces between buildings. Scooting because the two developers behind it have a very refined eye for around in a chopper allows you to get in nice and close and really detail, and rampant determination to match. Even still, I was surprised appreciate the scenery on offer. with the end result when I loaded it up and took my first few test flights around the airport. This airport is certainly a work of art, and I Here’s an interesting exercise. Using FTX Moorabbin, can you spot stand by my opinion 100% that it is one of the best airport add-ons the following features in the scenery: yet created for any version of Microsoft Flight Simulator. I am sure, too, that when you buy and receive your copy of FTX Moorabbin, • The mobile phone transmission tower you will certainly agree with me. I will be adjusting my future flight • Moving security camera (many are static, but one of them moves!) plans to try and incorporate Moorabbin airport wherever possible • Rolfe Aviation maintenance hangar - the airport scenery is simply that good. The boxed DVD version • Ian Baillie Aircraft Sales building retails for AUD$32.95 and is available from PC Aviator in Australia • Microflite hangar (http://www.pcaviator.com.au/store) and the USA • OzFuel petrol station (for automobiles) (http://www.pcaviator.com/store)
41 Computer Pilot Magazine interviews FTX Moorabbin Developers – Greg Jones and Ken Hall
The Moorabbin airport developers kindly took time out of their busy schedule to answer several questions regarding their newly released scenery project…
Computer Pilot: What do you consider was your best snippet/ fuel depot that gets a lot of use. Even the reflectors on the fence section of work on YMMB and why? near the Mobil pump light up at night, so as well as being a real challenge it was very satisfying when it turned out as well as it did. Ken Hall - I would have to say the fuel depots incorporating Shell, Mobil and BP. These Depots are in a very prominent position and Greg Jones - I’d have to say that from a technical standpoint it are full of detail. When I first saw the images I was really worried would be the Control Tower. It has unique and complex geometries whether I could achieve the complexity and feel of these areas which were very challenging to incorporate into one model and without putting too big a load on performance - they needed to as it is Moorabbin’s central and most identifying feature it was have all that clutter and atmosphere. The Shell/Mobil one was the important that it was immediately recognizable. I went through a most complicated model I’ve ever attempted. I lost count of the number of prototype designs before I settled on the final method number of objects in them, and there were also special light effects of putting it together. We had over 2,300 on-site photos to work to be achieved. I love that area at dusk. There’s even puddles from for the whole airport but even still it took a number of return surrounding it which really give it that well-worn look of an airport visits to confirm the correct angles, positions and dimensions of the various parts of the structure.
Computer Pilot: What part of the design process was the most A small trainer makes an early morning departure... challenging for you and why did it prove to be a challenge?
The fuel depots were a design challenge for Ken Hall
A little clutter added to the landscaping yard
42 CPM. V16I1 Obedient traffic awaiting its turn
Ken Hall - Definitely the sheer volume of models and objects. In this case the photo-real area was relatively small compared to a typical Greg Jones - I’m extremely happy with the results at Moorabbin and strip in a beautiful valley with meandering rivers. YMMB had to there’s really nothing that I would change there. Ken and I were impress with the quality of the modelling. This is a working airport able to assign tasks as it developed and while that worked well and in a suburb of Melbourne, so we had to get the models looking as was necessary on such a long term project, in future we will try to real as possible. Luckily Greg was able to get fantastic photos, 2,300 set a timeline and assignments from the outset. I think from memory. There are very few, if any, imaginery textures. All models had as close to authentic looking textures as we could Computer Pilot: What parts of the airport do you find the most get. I could honestly say that if you were to visit YMMB for real you interesting as a developer? What are your reasons for this? would recognize it and be able to spot all the little details from the sim version. Ken Hall - Too many to name them all! This place has so many old buildings. The control tower looks amazing, full credit to Greg Greg Jones - Moorabbin has a very unique feel to it for a large GA for achieving that. The radio towers, the rusty fences and power airport. In reality it’s rather run down and despite it being very busy sub-stations are perhaps a few of my favorites. I guess it’s because and a major training hub it certainly seems like it could do with a it makes the place feel lived in and real. I must add here too the few coats of paint. Some of the original buildings from the 1950s AI and APX work by Graham Eccleston. There are very few static remain and have been added to time and again by succeeding aircraft at Moorabbin; nearly all of it is animated and at different generations. This made modelling and texturing the buildings a very times of day you can find yourself waiting in line to take off! difficult process as in some cases the structure would incorporate three or four different architectural styles and materials. Good Greg Jones - Being a bit of a helicopter nut, for me the most examples of this are the RVAC operations building, the old Oxford interesting part is the Microflite hangar and its associated static Aviation building and the now abandoned Region Air building. All of helicopters. We were kindly offered the use of the Nemeth Designs these are key airside buildings and so it was important to get them AS350 and EC120 helis to develop as static models and the end right. The large number and high quality of photos we had to work result I think is excellent. Moorabbin is home to a multitude of with made this task easier but also presented us with the question, ‘executive’ helicopters and it was particularly important to me that ‘how much detail do we include?’ this be well represented in the final product. The hangar itself with its large horizontal bi-folding door and the associated front office Computer Pilot: Is there anything you would change on the with its strange angular signage were both a challenge to build but project if you had to do it (or something similar) again? seemed to come together very easily.
Ken Hall - Not really. If anything, it would have been good to have Computer Pilot: Are you planning to work on any future airport some extra time to create some of the Air Museum’s static displays. projects? If so, can you reveal what they are? There’s always something you could do better, or add to, but it took both of us a year or more of our spare time and you reach a point Ken Hall - Greg and I have agreed to work as a team for future where you’re happy that it looks like you wanted it too, it performs strips. We work well together and I enjoy the sharing process and well, and at that point you need to stop and say, “I’m really happy inspiration you get from seeing what the other guy comes up with. with that”, and be done with it. Both Greg and I are really happy As for the strips, we’re looking at options now and probably the with what we’ve achieved. After the final build, as it was all coming only certain thing is that they will be in areas that are surrounded together, we flew around at dusk and just admired what we’d done. by interesting scenery, either rivers, oceans or mountains, but filled There will always be little bits you could have done better but in the with detail and character. end if you can fly around yourself after doing hundreds of test flights before and still get that really satisfied feeling then I think it’s at Greg Jones - Ken and I are planning to keep working as a team the point where it’s complete. I don’t know if I’m ready for another and we’ve got a couple of potential projects for Tasmania lined airport this complex for a while. I’m looking forward to doing up. We’re also looking at developing some small fields in both the something totally different; a smaller strip with plenty of character. Northern and Central Rocky Mountain regions of the USA. Q
43 Saitek ProFlight Cessna Controllers ReviewBy Dean Bielanowski n 2011, Saitek announced and later released their line of Saitek ProFlight Cessna style For the sake of keeping things together, I will review all three control devices in this one article. I would encourage readers to look back Iflight controls, comprising a yoke system, into their Computer Pilot archives and find the reviews for the Saitek rudder pedals and a trim wheel control. These ProFlight Yoke and Rudder Pedals as these new Cessna style controls products further expand the growing line of are very similar in function and you will gain a better understanding of aviation input controls offered by Saitek as the controllers by reading those reviews as well as this one. they aim to gain a greater hold of the PC flight But let’s get started by looking at the features of each controller, and simulation hardware market. more importantly, how well they function in use with our flight sims.
44 CPM. V16I1 Saitek Cessna Controllers There is no doubt that Saitek is gaining a larger share of the market design would have been tested for comfort quite extensively given each year with their flight sim controls. This seems to be reflected in pilots need to hold onto this thing for many hours on end if they are vendor sales as well as in the volume of user comments regarding not using an autopilot system. them appearing on flight sim forums. Their main rival is CH Products, and competition has been fierce between the two in recent years, On the left handle there is one 4-way rocker switch and an 8-way although Saitek has been developing and manufacturing a greater hat switch. As with any compatible controller in Flight Simulator, each number of new controls over this same time frame. The Saitek of these 12 button points on offer can be configured to control any products are manufactured in China, and immediately this can often function that is assignable to a button within your flight sim software. flag concerns as to quality, however, almost everything is made in For FSX, generally the 8-way hat switch controls view panning in China these days so it’s almost a moot point now. Nonetheless, both 2D and 3D cockpit view modes, and I often use the horizontal in my experience, if you were to compare Saitek vs CH Products rocker switch to control rudder trim, but they can be assigned to controls head-to-head in terms of durability, the USA-manufactured whatever suits your needs or style of flying. Note that the horizontal CH Products lines are “generally” more reliable, perhaps because rocker on the left handle is actually a 4-position switch so you can they are more simplistic too, with less to go wrong. On the flip side, assign the additional two positions to other things (perhaps even individual products like Saitek’s ProFlight Combat Rudder Pedals have electric elevator trim). In addition there is a single push-button which been a great success story, with very few issues being reported thus can also be assigned as desired. A good function to assign to this is far, and reliability of this item seems to be very good. view changes, generally assigned to the “S” key in Microsoft Flight Simulator. The new Saitek Cessna style ‘licensed’ controls are obviously aimed at trying to attract more sales to the product line. By providing On the right side you have two 2-way rocker switches, one controls styled, shaped and sized similarly to real world Cessna yokes mounted horizontally and the other vertically, so to speak. Again, and rudder pedals, virtual and real pilots can get that “Cessna” feel assign these as you see fit. They could again be assigned to trim when they use these new controls, adding to the realism factor when controls on this side of the yoke if you prefer, or set them for gear flying their simulators. The Saitek Cessna Yoke and Rudder pedals are up/gear down, or flaps up/flaps down accordingly. On the front (or pretty much based mechanically on the same design as their standard is that really the back?) of the right yoke handle is another single ProFlight relatives, but they now look more like real Cessna controls. push button as well as a 3-way mode selector slider switch. Again, It is likely that the circuits and base design has come straight from the single button can be assigned as desired or used for brakes (in the the ProFlight line, with little or no modification, although the Saitek absence of rudder pedals) or for opening the ATC message window. Cessna Yoke offers some control input differences. The 3-way selector switch is used in conjunction with the Saitek SST programming software where you can set up profiles of control for On the other hand, the new Saitek Cessna Trim Wheel controller is each mode position and switch between them using this slider switch. brand new, and although it shared a body casing and clamp system I rarely use, or discover anyone else that uses this 3-way function of the same size and shape as Saitek’s ProFlight Throttle Quadrant, to be honest, but it is there if you want to play around with your that is pretty much where any resemblance to any other products settings and utilize the mode switching feature. It generally creates ends. Let’s now look at each item individually. I’ll discuss the product more problems than it solves in my experience however. specs for each, and more importantly, give you an idea of how I feel these controllers handle within the sim environment. The handle can be rotated through an arc of 90 degrees (left-right) to provide aileron deflection control in the sim. The control on offer is quite precise and is really only affected either way by how “fine” Saitek ProFlight Cessna Yoke the sim can read and use the input control data being offered to it by The Saitek Cessna Yoke is compatible with Flight Simulator X, 2004 the yoke. and X-plane, as well as other combat sim games like Falcon 4, Black Shark and Lock-On, although using a yoke for a fighter jet sim just One of the best features on the Saitek yokes in my opinion is the doesn’t seem right, nor does it work better than a good joystick in my stainless steel main shaft. It provides very precise control over your opinion. It comes boxed with a separate three axis engine control unit elevators allowing fine elevator control on tricky approaches. It slides as with their standard yoke system. It appears to be the same unit very smoothly and simply works. The base unit for the Cessna yoke shared between both yokes. The Saitek Cessna Yoke is quite different appears identical to the ProFlight model, and this offers a simple and to the ProFlight version, particularly on the yoke handle, the rest of effective under-base clamp system to attach to your computer desk. the body seems identical. The Yoke handle body is an accurate 1:1 It is adjustable to suit very thin table tops, as well as for much thicker scale design as found in more modern Cessna light aircraft. It is hard ones too. Once securely clamped down, the yoke base grips and plastic construction (what isn’t these days?) but it does the job nicely holds well and will not usually move or slip during normal use. and keeps the price down. What is immediately apparent comparing this Cessna yoke to the ProFlight yoke model is that the Cessna The yoke also features an integrated USB hub to directly attach model does not have the LCD chronograph display on the front of other Saitek ProFlight USB products, like Saitek panels or additional the yoke casing. Whether this is a necessity or not is up the virtual Saitek throttle quadrants. There have been known issues with using pilot themselves, and of course this feature can be found on most the integrated hub on the ProFlight yoke relating to power and data flight sim aircraft panels anyway. The LCD on the ProFlight model throughput, especially if using USB devices that are not part of the was prone to problems like blacking out and going dead in flight, so Saitek line, and these could also present themselves with the Cessna to me it was no real loss not having it there on this Cessna model. yoke model, but they haven’t been out long enough to find a true answer on this yet. The angle of the left and right arms of the yoke seems like it would be uncomfortable at first as they point inward toward the main body, The separate three-lever throttle/prop/mixture controller offers but in use I find it quite comfortable indeed and the addition of single engine control, or you can configure the levers to control twin molded thumb rests suits well. Given that the body is a scale replica or three-engine aircraft too (although you will not be able to control in shape of the real Cessna aircraft yokes, I am sure the original prop/mixture on any aircraft with more than one engine without
45 Yoke and throttle controls mounted in position 8-way hat switch and 4-way switch on the left yoke handle
Here the engine controls are mounted level with the yoke
1:1 scale Cessna yoke handle design
46 CPM. V16I1 buying an additional Saitek throttle quadrant to provide extra Of course, this function is also great for the veteran pilots or those control levers. The engine control unit has provision for reverse who may not have the leg strength of the younger jet jockeys when thrust too, but your simulator software does need to support this it comes to manipulating foot controls. You can turn the rudder function to begin with. This is where third party utilities like Peter resistance right down to make things easier on your body - a great Dowson’s FSUIPC really help to enable, and set more precisely, feature that is well implemented here. reverse thrust options in Microsoft Flight Simulator particularly. The unit has its own desk clamp too, so you can position it to The Saitek Cessna Rudder Pedals are missing the adjustable angle the left or right of your yoke and as close, or as far away as you feature for the footpads that exists on the Combat Rudder pedals, like (as long as the attached cord reaches). On the front you will but again, these are made to resemble Cessna pedals, so they can’t also find three 2-way rocker switches which you can configure to be faulted there. your needs. Naturally, assigning these to engine functions seems a logical way forward. Each foot pedal offers its own independent toe-brake axis for full left/right braking control in your preferred flight simulator. Push on The Saitek Cessna yoke’s main selling point over say the CH the left foot pedal with your toes and the left brakes are applied; Products Eclipse Yoke is its steel shaft and the fact that it offers a push the right toe brake axis on the right pedals and your right-side separate engine control module (engine levers are integrated into brakes are applied. Obviously, when you push both, both brakes the CH Eclipse model). It is nice to have your engine controls off are applied to bring an aircraft to a stop (usually after landing or to the side as opposed to having to reach over the yoke handle to when needing to slow taxi speed). Independent brakes are excellent control engines with the CH Eclipse yoke, however, as mentioned for taxi control of your aircraft on the ground. A combination of above, in terms of durability and occurrence of technical issues the push-pull rudder axis control coupled with the left or right toe or faults, in my experience, the CH Products lines have the lead, brake engagement and the right amount of thrust can see even but not by much. Given that this Saitek Cessna Yoke does away the largest of passenger jets make those sharp turns on taxiways with one of the main causes of problems on the ProFlight version without fear of getting grass between your “toes”, or snow, dirt – the LCD chronograph – you might expect this Cessna yoke to or mud. A set of rudder pedals are, indeed, a vital component to experience less difficulties on a whole which will go a long way to aircraft control, both on the ground and in the air in your flight closing up that gap. simulator. And let’s not forget crosswind landings either. Again, fine control of rudder will help make a difficult crosswind approach a little easier, and the Saitek Cessna Rudder Pedals certainly do offer a Saitek ProFlight Cessna Rudder Pedals high level of fine control. The Saitek ProFlight Rudder Pedals have been one of the success stories so far for Saitek virtual aviation controls, and easily their The addition of a self-centering mechanism will ensure the pedals best product in my opinion. They now offer several variants of a come back to their central position when you release pressure off similar design. Saitek started off with the standard ProFlight Rudder the rudder axis or remove your feet from the pedals. Adjustable Pedals, and more recently have added the ProFlight Combat Rudder damping here also allows for tiny null zone configuration issues in pedals to the lineup. Now Saitek offer Cessna-style rudder pedals rudder axis control to be “ironed out” in most cases. based on the now proven design of the original ProFlight set. The Saitek rudder control line has not suffered from some of the issues For comfort, Saitek include two foot rest extension plates which experienced with their yokes, and for the most part, the Saitek can be added to the base of the pedals to support your feet a rudder pedals have been virtually bug and issue free. Generally any little better during long flights. Essentially, these extensions place technical issue/problem rate under 5% is considered very good for your feet at a more comfortable angle (for most) and can be easily a product of any type, but my experience shows that the incidence added or removed as required. The extensions also act to increase rate with their pedal products is well under 2%, which is a real the footprint of the base to provide a more stable platform in use. credit to the design of these devices. On carpet the pedals will “stick” to the floor quite well. Even on polished floors the pedals hold very well thanks to rubber feet on Again, with the Saitek Cessna Rudder pedals, the company has the base. If you find your pedals are moving about a little in use, or utilized the proven base design from previous models and “Cessna- you really get your feet into the sim, you can secure them to your fied” the design (new word for the dictionary!). This includes newly floor with screws and countersunk screw holes are molded into the modeled footpads for left and right pedals that are inspired by base and extension pieces for this purpose. However, make sure actual Cessna foot pedals. Note that they are “inspired” by and not you have permission from the home owner or cockpit owner to a 1:1 scale authentic copy, and hence they will be slightly different drive screws through the floor first if you plan on doing this! to real world footpad/pedal designs, but quite similar overall in shape and structure. In use I find the Saitek Cessna Rudder Pedals to be quite comfortable to use, and the control on offer is second to none, What sets these Saitek rudder pedal products apart from the particularly so in this price bracket. The pedals are set wider apart competition, which again is CH Products at this price point, is that here than those found on CH Products, which are set a little too the Saitek models have numerous useful features which adapt close together in many user’s opinion. The forward/back rudder the pedals to suit the user. While the Cessna pedals don’t have as axis control is smooth and precise, and the independent toe brake many features as say the Combat Rudder Pedals, the Cessna model axes are quick and responsive. I do miss the adjustable foot pedal here still offers adjustable rudder resistance, something which angle from the Saitek Combat Pedals here, but if you want the CH Products pedals do not. The dial on the base of the pedals Cessna style design, you have to compromise. will adjust resistance to give you a more realistic feel when flying different types and sizes of aircraft. For example, if you are flying Overall I think the Cessna pedals will make an impact in the a Boeing 747 Jumbo Jet, dial up the resistance so more force is flight sim world, perhaps not a first, but certainly over time as they required to pivot the rudder fin. If you are flying a Piper Tomahawk circulate more in the marketplace and appear in more user’s flight trainer, dial it down to simulate the lower amount of force needed sim cockpits, and should go on to be a popular item among flight on the pedals to effect a reaction, just like with the real aircraft. simmers, especially with the virtual Cessna pilots among us.
47 Tired? Stressed? Suffering from tension “Chunky” foot pedals give the feeling of quality foot-aches? Relieve it right here!
For the serious pilot or flight deck builder, there are even countersunk holes to screw this unit down to the floor!
Based on a proven design, these Cessna pedals should deliver in performance and durability
48 CPM. V16I1 Saitek ProFlight Cessna Trim Wheel General Features and Tips on Use Here we have Saitek’s attempt at creating the first small, affordable If I didn’t mention it before, all three Saitek Cessna controls are trim wheel control for flight sim users, and I must say that they have compatible with FSX, FS2004, X-Plane and other combat sims. They done well! Not only have they managed to create a unit for well all connect via USB and are USB2.0 compatible. I would advise that under US$100, it retails for half that, at just US$49.95 and so far it is you connect the USB cables from these controllers direct to the USB proving to be a hit in the marketplace. slots at the back of your PC (i.e. the ones connected direct to the motherboard itself and not via auxiliary front USB ports or via USB The reality is that this trim wheel was “probably” a very easy hubs) as you will experience the least difficulty when connecting “make” for Saitek. Just take their existing 3-lever engine control them direct to motherboard USB ports. If you have to use a hub, body design, modified a little for size and shape, keep the existing ensure it is a self-powered model, or grab a USB extension port board desk clamp design, design a simple plastic wheel to resemble those that connects directly to one of your motherboard slots (not via a found on smaller aircraft, attach it to a rotary control, and link it connecting cable). Ensure also that you disable power management to flight sim via a circuit board. Ok that description is probably a for your USB ports so they don’t drop out randomly if your PC little too simplistic, and anyone at Saitek that reads this may well be experiences a large power load – please “Google” for instruction on cursing me now or shaking their heads in disbelief, but I am fairly how to do this. sure that creating this controller would have to be a heck of a lot easier than designing and manufacturing a Saitek yoke or set of Software drivers are generally required for the Saitek line of rudder pedals. If I am incorrect, please, someone at Saitek let me controllers. If your boxed controller does not come with a software know because if this is the case, the story about creating a trim wheel or driver disk (and some do not), be sure to go online to the Saitek control from scratch has to be very interesting indeed! website and see if drivers or updated software is available for your operating system. The Saitek controllers here are compatible with Windows 7, Vista, XP and XP64. I am not sure if anyone has managed to get them working on Apple Macs just yet, but Saitek do not list Macs as being compatible, and they probably won’t offer Simple, neat and effective trim control support for Mac users if you dare try!
I always mention to users to try and avoid using any included software like SST provided with Saitek products unless they really have to or need to. These software products which aim to configure your controllers with different profiles and settings often cause more problems than they solve. Certainly, if driver software is required (which is different to the SST programming software) grab and install those, but you will be able to configure the device and assign functions to it within your flight simulator software itself. Summing Up I must confess that I have always been a CH Products fan, and to be honest, I still use mostly CH Products controllers, most probably because they are a little easier to set up and have in the past been a bit more durable, but these Saitek controllers are starting to make me think, and slowly pushing me to convert over. I have already converted to the Saitek brand rudder pedals, as I think they are The Saitek Cessna Trim Wheel controller is designed to work just superior now to CH. The jury is still out on the Saitek yokes, but this like those found on Cessna aircraft, and in particular those found on Cessna style Saitek yoke is certainly going well here so far for me. Cessna 172/182 models. You can rotate the wheel continuously (it I continue to use the Saitek Trim Wheel because there is no other uses a 9-turn logic however) so there is more than enough scope there direct competitor at that low price point, and quite frankly, it is a to trim the aircraft for full nose down, or full nose up trim. If you run great bit of gear. out of range, then I think you need to be checking your flight sim software configuration for the aircraft in use, because something is As a consumer, the choice is yours, but I hope I have been able definitely not right! The small raised dome appendages on the outside to highlight some of the features of these new Saitek Cessna range of the wheel provide a grab point for the control, as well as offering of controls, and also highlight any weaknesses that may exist in the some form of visual indication as to how far you are rotating the wheel products. The ball is now in your court, and I will leave it at that. either way, although you would be more likely looking at your aircraft attitude in the sim to determine this more accurately. Pricing You can mount the trim wheel either in front of your desk, or on The Saitek Cessna control gear has the following recommended top of it by configuring the standard clamp appropriately, which adds retail prices (in the USA): to the flexibility of the product. There is not a whole lot more to say about this product really. It does one thing, but it does that one thing • Saitek ProFlight Cessna Yoke System – US$199.95 very well, and the action of the wheel is smooth and predictive. • Saitek ProFlight Cessna Rudder Pedals – US$199.95 • Saitek ProFlight Cessna Trim Wheel – US$49.95 It is a nice addition to the line, and one that was needed and wanted by a lot of simmers. Whenever you can create a product that fills a need, produce it to look and act like the real thing, and do it all Check out www.saitekusa.com for more information, or you can at a very reasonable price, you have to be onto something good, and find Saitek flight controls available from your nearest quality flight I think Saitek hit the spot with the Cessna Trim Wheel controller. sim retailer. Q
49 50 CPM. V16I1 Somewhere in New Zealand.... Can you pick the spot? 51 Lockheed Martin Releases Prepar3D® Version 1.2
By Doug Horton
e previously reviewed Lockheed Martin’s Prepar3D product, and version 1.2 has Wnow been released, to provide student, private, and professional pilots an immersive flight simulation training environment. As we pointed out in the last issue, Prepar3D is evolved and updated from Microsoft ESP™, which in turn was derived from Microsoft Flight Simulator X. Prepar3D version 1.2 software includes new features and enhancements to aviation, maritime, ground-based, and emergency response training scenarios, as well as to the multiplayer capability, helping professionals and students from around the world train together in real time.
Prepar3D can be used by private pilots, commercial organizations, Unlike FSX, Prepar3D saves and loads assignments of control the military and academia as a licensed software training program for panel and scenery views to multiple monitors in flight files virtually any scenario imaginable. Prepar3D users can practice a mission or flight before it happens to increase effectiveness during real-world operations. In a recent discussion, a senior executive of a chain of nine The list of updates and improvements in Prepar3D version 1.2 flight schools confirmed that students learn faster and require fewer in- includes: air training hours when they use computer flight simulator training in conjunction with usual flight school training. Full Windows 7 Support • User interface redesign In the last issue we mentioned that Computer Pilot readers were - New interface and extended multiplayer experience invited to sign up for a complimentary 30-day evaluation license of - Observer view camera management redesigned and expanded Prepar3D, at www.prepar3d.com/ComputerPilot/, though readers - Save flight user interface redesigned must sign-up by January 31, 2012. If that deadline has passed by the - Alert system and progress dialogs redesigned for continuity time you read this, you can visit the Prepar3D store, at http://www. - End flight interface redesigned and clarification added prepar3d.com/prepar3d-store/ for purchase options. Additional Flyable Aircraft Added to Standard One of my favorite features of Prepar3D is that locations of Vehicle Set undocked control panel, sub-panels, and scenery windows on • Beechcraft Baron 58 – in four liveries, plus G1000 model – previously multiple monitors are saved with flight files and reappear when AI only flights are restarted. • Beechcraft King Air 350, in four liveries – previously AI only
52 CPM. V16I1 Performance Improvements • Rendering pipeline performance improvements show a marked performance improvement in all cases • Enhancements to water detail effects and rendering settings - Water effects settings are now divided into two sliders, Reflection Detail and Refraction Detail, which are clearly labeled - The Low, Med, High names have been replaced with text describing what scenery elements are rendered at each setting - The Water Clarity slider controls the transparency of the water surface - Learning Center article is expanded, to further explain details of each setting
Added aircraft menu options for flyable airplanes
Multiplayer Experience Redesigned and Improved Lockheed Martin Releases Prepar3D® Version 1.2 • Redesigned, streamlined multiplayer user interface - All multiplayer screens have been redesigned including the mission resolution and racing results windows • Multiplayer simplified and streamlined for the end user • Connect to IP now works on a global scale • Several improvements to the internal voice communication system - Removed local echo - No longer sends communication data packets when no one is talking - Able to select a sound device other than your default system sound device for multiplayer voice communication • Submersible and other SimObject categories are now supported by Scenery settings in version 1.2 include Water multiplayer and Bathymetry parameters • Multiplayer chat is redesigned and can be maximized and resized • Other miscellaneous multiplayer updates - When ending a multiplayer session, user is no longer placed back Multichannel Capability Extended to their default flight • Expanded field of views able to support up to a 360 degree field of - Add-on scenery is now an allowable option in multiplayer sessions view - Tower controls now have access to the map feature • Documentation and samples expanded in the Learning Center and - The ‘Join Aircraft’ button now swaps to ‘Leave Aircraft’ when further examples added to the Software Development Kit joining a shared aircraft - If the map is chosen to be disabled, users can now not access it via Learning Center Documentation Enhanced the map button on certain aircraft panels • Additional examples for new multichannel 360 degree field of view support Other New Features in v1.2 • Additional articles added including navigation section and glossary • Users can specify from where flight plans are saved and loaded • Multiplayer learning center article expanded for new features • Enhancements to the Submersible SimObject Class - Animations and lighting support added to submersibles Software Development Kit Enhancements for - Proper lighting at depth Developers - Submersibles are properly rendered on the ground • Modeling tools have been updated to support 3D Studio Max 2010, • Observer view system enhancements 2011 and 2012 - User interface redesigned for clarity and ease of use • Configurable ground clamping capability - Observer views can be easily configured with sensor and color - Added ability for SimConnect to “tag” the SimObjects that it views creates • Users are prompted when they attempt to load an incomplete or - Added new API, AISetGroundClamp, that allows turning on incorrect mission file the ground clamping facility which will push objects that are • Users can sort the columns of data in the Select Airport user underground back up to ground level interface • Additional ExternalSim capabilities • Tail number, call sign and flight number can be set on an aircraft’s - Additional SimVar support to External Sim ‘View details’ screen - Added fallback support for any SimVar not natively supported by • Underwater scenery is now visible from above water if appropriate the current Category Sim Class, so all SimObjects inherit this ability detail settings are selected - New example and article documentation on leveraging the new • Menu system font has been changed for increased visibility and ExternalSim APIs to run the user’s own aerodynamic model and readability simulation through SimConnect in Prepar3D • The Scenery Library dialog now defaults to a user’s Prepar3D installation directory, not the desktop Additionally, the Prepar3D team and developer community continue - The Use Directly and Cache Scenery radio buttons have been to enhance Prepar3D’s capabilities and features. For additional further explained with tooltip text information about Prepar3D, visit www.prepar3d.com. Q
53 HORTON’S HINTS for FLIGHTsimX
By Doug Horton
his issue begins with an update on the PilotEdge professional ATC network, Tcontinues with an example of how you can manually program controller settings, and it concludes with a description of a new system of navigational waypoints that are now in use in the U.S.
PilotEdge Network Goes Live
54 CPM. V16I1 We’ve previously highlighted the PilotEdge network for bringing Modifying Settings for Yokes, Joysticks, paid, professional ATC to the world of computer flight simulation. Pedals, and Other Controllers The beta period has been completed and the service is now available Sometimes, the menu for customizing buttons and keys doesn’t 15 hours per day, seven days per week. ATC is provided in the allow settings to accomplish functions we’d like our controllers to coverage area from 8 a.m. – 11 p.m. Pacific time (1500z-0600z). The perform. A case in point is that the list for Options, Settings, Controls, initial ATC coverage area at launch is the Los Angeles Air Route Keyboard/Buttons tab, only lists “Landing gear (extend/retract)” as Traffic Control Center (ARTCC – ZLA) area. The Oakland Center a single command, with the keyboard G key as the default setting. area (ARTCC – ZOA) will be added in the coming months as the There’s no means of programming separate extend and retract number of participants increases to support this addition. functions with the menu interface. What if you wish to program landing gear retract and extend functions on the CH Products Flight In my experience, there is large variety of airports, scenery, and Sim Yoke USB for the right hand bi-directional flip switch on the terrain available in the initially covered area. Larger airports in the main body of the controller (switches 7 and 8)? By default, the up Los Angeles Center area include: Los Angeles International KLAX, motion is programmed for “Release Droppable Objects” and the Las Vegas KLAS, San Diego KSAN, Ontario KONT, Burbank downward motion is programmed for “Gear Toggle.” KBUR, Santa Ana (Orange County) KSNA, Long Beach KLGB, Palm Springs KPSP, Santa Barbara KSBA, Van Nuys KVNY, Santa Maria KSMX, San Luis Obispo KSBP, Bakersfield KBFL, and Grand Canyon KGCN, and there are many smaller general aviation airports in a variety of scenery and terrain locations. PilotEdge provides: • Guaranteed ATC presence at all real-world civilian ATC facilities during the network’s published operating hours. • Guaranteed ATC quality, as many PilotEdge controllers are current or retired real-world FAA controllers. • High traffic levels, due to PilotEdge’s focus on a limited geographic area, use of VFR AI (drone) aircraft, and published community events. • A highly realistic radio system that uses real-world frequencies, including voice CTAF (Common Traffic Advisory Frequency) for FLIGHTsimX frequencies at non-towered fields. • Realistic transmission/reception limits based on user aircraft altitude. • A growing community of experienced real-world pilots and flight simulation enthusiasts focused on improving and maintaining their skills. • Dedicated software for voice connection to PilotEdge for FS2004, FSX, X-Plane, and Prepar3D. Magenta circle highlights left and right bi-directional flip switches
This may read as complicated, but it’s quite simple. Default settings for controls are in the Standard.XML file in your FSX root folder. Though somewhat confusing, there’s another Standard.XML file that contains your customized settings, which is located in your C:\Documents and Settings\(username)\Application Data\Microsoft\ FSX\Controls subfolder. This is the file we need to modify.
In this example, find the section beginning with “
Because there is an Index 0, Index 6 and 7 pertain to switches 7 Trial Offer. At time of writing, PilotEdge was offering a free trial and 8. Again, these are programmed by default to “Release Droppable for two weeks of service, providing unlimited use of the network. Objects” and “Gear Toggle.” The latter is confusing because it’s not There are several licensing plans, such as for individual users, virtual realistic for real aircraft controls. Fortunately, these can be manually airline pilots, and commercial use, such as for flight schools. See reprogrammed, by editing personal version of your Standard.XML http://www.pilotedge.net/join for membership information. file to read:
55
I eventually discovered that the points I didn’t recognize are part of a new Navigation Reference System, and they are known as “NRS waypoints.” Far from intuitive, the naming system refers to the Flight Information Region (FIR) and Air Route Traffic Control Center (ARTCC or “Center”) in which the waypoint is located, numerically coded latitude, and alphabetically coded longitude. Not all online NRS-US.jpg chart resources are up to date, but if you enter the flight plan above in Grid of current 1600 NRS waypoints for the U.S. and ARTCC the search box on www.SkyVector.com, it will plot an accurate route. boundaries A brief description of the motivation and naming method of the NRS waypoint system follows. The NRS waypoint system for the U.S. begins with the FIR Customary high altitude navigation has relied on high altitude identifier of “K,” which is the same as used in ICAO identification VORs, and more recently, Regional Navigation (RNAV) devices such of U.S. airports. The next letter identifies the ARTCC (“Center”) in as GPS. Though charted high altitude airways are plentiful, including which each waypoint is found. Some of these are the first letter of the navigable intersection waypoints, the density of waypoints is less in ARTCC name, though identifiers for Chicago, Minneapolis, Miami, the western U.S. Also air traffic is forecast to increase two or three- Atlanta, and Salt Lake are not. fold from 2003, when the system was first imagined, to 2025.
NRS-Centers.jpg
One-letter identifiers for Air Route Traffic Control Centers in the U.S.
The NRS waypoint naming system is fully revealed in the accompanying diagram, which shows sample waypoints on a latitude- longitude grid. Currently, every thirty minutes of latitude and every two degrees of longitude are identified, and there are many additional NRS waypoints that could be identified by reducing the latitude and Distribution of high altitude VORs in the US, by ARTCC Region longitude intervals.
56 CPM. V16I1 NRS-Naming.jpg
Explanation of naming system for NRS waypoints
Sample excerpts from Jeppesen and NACO high altitude enroute charts are shown in accompanying images, with sample NRS waypoints highlighted by red ovals. On Jeppesen high altitude enroute IFR charts, NRS waypoints are printed in black ink on light green lines of longitude, adjacent to a four-pointed symbol. On NACO high altitude enroute IFR charts, they are printed in very faint green, connected by light blue lines of longitude. Since the current NRS waypoint system is only used at 18,000 ft and above, they are only found on high altitude enroute IFR charts.
NRS-Charts.jpg
Depiction (in red circles) of NRS waypoints on Jeppesen and NACO high altitude enroute charts
The report contains lists of positive and negative findings from the related human factors study, and those who are interested are invited to read the report. For me, a positive is that the identifier indicates the ARTCC area in which each waypoint is found. On the other hand, I think the system is confusing with repeating use of numerical latitude identifiers, which do not match the actual latitude. For example, waypoints with “60” as the latitude identifier are actually at 40 degrees north. Similarly, the repeating use of alphabetic identifiers for FSBuild.jpg longitude is also confusing. Flight plan with NRS waypoints is correctly programmed and In a surprising test, I found that NRS waypoints are included in the plotted by FSBuild. navigational database for the Garmin GNS 530W (GPS) instrument in the Cessna 182S aircraft I fly, though the airplane is not capable of operating in airspace above the 18,000 feet altitude in which NRS To read more on this subject, do a search for the following waypoints are used. Additionally, I tried inserting the flight plan document: “NRSStudyPhase1ReportFinal31110.pdf”. All images in KORD IOW KP63C KD60U KD57Q KU51K RUMPS OAL MOD3 this section are found in this public document, published by the U.S. KSFO (NRS waypoints in red) into FSBuild by Ernie Alton, at www. National Aeronautics and Space Administration, and the Federal fsbuild.com, and it accepted and correctly plotted the flight plan track. Aviation Administration.
57 General Aviation Flight Adventures 2011
By Doug Horton
his article explores some interesting Combined VFR–IFR: Chicago Aurora Municipal (KARR) to Antrim County Airport, variations of General Aviation airplane flying, Michigan (KACB) Tincluding combined VFR and IFR flights, Once a year for the past few years, I’ve flown from my home flying through a large system of light and moderate airport of Chicago Aurora Municipal (KARR) to the Antrim County rain, flying in a zone of temperature inversion, and Airport, Bellaire, Michigan (KACB), via the southern shoreline emergency readiness planning related to seeing lower of Lake Michigan. I’d learned from previous trips, that regardless of the IFR flight plan route I file, such as via the Chicago Heights than normal engine oil pressure during a flight. I CGT VOR, it’s near certain I’ll be re-routed, by initial clearance or experienced all of these on four flights during a ten amendment enroute, via the Peotone (EON) VOR, which will add day period last fall. about 10-15 minutes time to the route, which also adds cost because I pay for flying my partnership airplane by engine hours. The difference between the two outbound routes is shown in the accompanying image from www.skyvector.com.
58 CPM. V16I1 EON Outbound.jpg
Desired routing (upper magenta line) and usual ATC routing (lower magenta line), eastbound around south end of Lake Michigan
To see what options might be possible to avoid routing via the and after an IFR transponder code was issued and “radar contact” was Peotone (EON) VOR, I called the Chicago Terminal Radar Approach confirmed, I continued flying eastward while remaining outside the Control (TRACON) facility by phone and was advised of two O’Hare (KORD) Class B airspace and Midway (KMDW) airspace alternatives. boundaries, which I could see on the Garmin GNS 530W instrument. I was handed off next to the adjacent easterly Departure sector on 118.4, and I continued eastward around the lakeshore, passing slightly 1. Call departure airport KARR Clearance/Ground controller more than five miles south of the Gary, Indiana airport to keep out of about 15-20 minutes before departure and request they call the Class D airspace. Chicago Traffic Management to work out a route that would hug the Lake Michigan shoreline. I didn’t try this, as the The next handoff was to South Bend Approach on 118.55. After TRACON representative said that I might still be routed establishing voice and radar contact I continued until the airplane through EON with this alternative. was over the Michigan City airport (KMGC) and then requested clearance of my filed flight plan. With my flight plan likely in 2. The second alternative “works the system” to combine VFR queue for the approximate time of my passing over KMGC, South and IFR flying. The method is to depart VFR (assuming the Bend immediately provided my clearance, as filed, issued a new weather is VMC – Visual Meteorological Conditons) and then transponder code and directed my climbing to my filed altitude pick up a pre-filed IFR clearance enroute, such as from over the of 5000 feet. Later, I requested and was cleared to 7000 feet and I Michigan City, Indiana airport (KMGC). Thus, I filed from this continued via the Pullman (PMM) and White Cloud (HIC) VORs. waypoint to Antrim County (KACB) via the Pullman (PMM) and White Cloud (HIC) VORs, and I entered the following in On this day, with the storm system mentioned above still moving the Remarks section of the flight plan submission, “Departing easterly, it was great to be able to monitor the radar picture on the KARR VFR and will pick up clearance in air near KMGC.” Garmin GNS 530W. This is an optional feature that my airplane partners and I paid to have installed about four years ago. The optional system includes an antenna and electronic interface box to My departure weather was VFR to the east, though it was receive weather information from a special XM radio subscription important that I leave promptly as a large area of storms and rain was service and display it on additional screen pages on the 530W. With approaching from the west. I departed KARR VFR and requested this feature we’re able to see the NextGen radar picture on the two advisories, also known as “flight following,” though the TRACON main navigation pages, similar to what’s shown in the accompanying had suggested not calling the sector over KARR, on frequency133.5, image from www.flightaware.com for the time about 40 minutes because this sector ends a few miles east of ARR and they’re often before my arrival at KACB. With reported wind from 200° at seven quite busy. Instead, I climbed to 3500 feet and near Lewis University knots at Antrim County, I announced my approach on the Common (LOT) airport, I called Departure for the next eastward departure Traffic Advisory Frequency (CTAF), entered a left downwind landing sector on 119.35 to request advisories. The response was positive, pattern, and landed on Runway 20.
59 Combined IFR–VFR: Antrim County (KACB) to Chicago Aurora (KARR) For my return flight from KACB to KARR, the weather was predicted to be great, but as before, valuing ATC to help me stay clear of other aircraft, I filed an IFR flight plan with route KACB, HIC, PMM, KMGC, CGT, JOT, KARR, as depicted in the upper track of the sectional chart display from www.skyvector.com, again, to follow the shoreline around the south end of Lake Michigan to minimize travel time and cost.
After VFR takeoff from non-towered KACB I tuned in Minneapolis Center and I was “cleared as filed.” I continued following my filed track through the White Cloud (HIC) VOR, and after handoff near the Pullman (PMM) VOR, I checked in with Chicago Center, and as I expected, Center advised me to “Advise when ready to copy amended route.” After answering, “ready to copy,” I was cleared to proceed via the Knox (OXI) and Peotone (EON) VORs. This amended route is shown by the dashed blue line Track.ARR-ACB.jpg in the accompanying image from www.flightaware.com. This would Weather and IFR track display from www.FlightAware.com add about 15 minutes to the flight and increase my cost of the flight, but I knew how to avoid the longer route.
By selecting other XM weather pages on the 530W, I can view I was at 6000 feet, it was a mostly clear day, with just a few clouds additional weather features, such as winds aloft at the usual reporting at about 4000 feet, so after I was handed off to South Bend Approach altitudes, storm cell movement, and recorded lightning strikes. near the southern end of the solid green track line, I requested “cancel The system provides weather reports (METAR and Terminal Area IFR,” indicated that I planned to climb to the westerly VFR altitude of Forecasts, as available) for the programmed destination airport, and 6500 feet, and I requested VFR advisories. South Bend acknowledged importantly, it also displays Temporary Flight Restriction areas on the my flight plan cancellation approved the altitude change, and directed main navigation pages. me to continue with the current transponder code. I then turned southwestward to set a course tangent to the lakeshore.
EON Return.jpg
Difference between filed and cleared flight plan routes on south end of Lake Michigan
60 CPM. V16I1 showed green, for light rain, and I expected to be able to divert around yellow (moderate rain) areas if I encountered more than light rain or turbulence. Overall, I felt comfortable proceeding with the trip, particularly because I’d be able to see the near real-time radar image on the Garmin GNS 530W with XM Weather display.
Track.ACB-ARR.jpg
IFR track flow in green, and amended IFR route shown as blue dashed line, which was avoided by canceling IFR with South Bend, Indiana Approach and continuing the flight VFR
Track.ARR-RST.jpg At the western boundary of South Bend Approach’s area, I was advised, “Leaving my radar service area, squawk VFR,” which Track from KARR to KRST, showing weather at 1500 local means to change the transponder from the previously assigned code to the standard VFR code of 1200. I tried contacting the next ATC sector, but because flight advisories are optional and they were busy, I Before I left home, I used my iPad and Foreflight “app” to review continued on my own. Thereafter, I continued following the lakeshore the route, look again at weather, and file my simple flight plan KARR at 6500 feet until I was abeam the Gary airport. I then set course for SIMMN KRST – see www.foreflight.com for information about the JOT VOR, except that again I needed to stay outside the Midway this app. The SIMMN intersection is 313°, 22 nm from KARR, it’s (KMDW) class C airspace and the O’Hare (KORD) class B airspace, within three degrees of the direct route to KRST, and it’s a customary as displayed on the airplane’s Garmin GNS 530W instrument. waypoint for IFR departures from KARR. After calling Clearance Essentially, I flew the filed track looking for other aircraft traffic and Delivery, and receiving clearance “as filed,” I set the route into the monitored the emergency frequency of 121.5. Garmin 530W, called Ground for taxi instructions, taxied, performed an engine run-up and other before-takeoff checklist items, and then As I flew northwesterly toward the JOT VOR at 6500 feet I saw called Tower for takeoff clearance. I departed at 1413 and climbed several airliners approaching Midway airport, though they were all first to 3000 and then to my filed altitude of 6000, heading for descending below my altitude, and of course, my transponder was SIMMN and later KRST. I engaged the autopilot in NAV and ALT showing my VFR aircraft on ATC radar scopes. Preparing for landing, modes, and monitored gauges and occasionally, as possible, the about 15 miles from KARR, I listened to the ATIS report, contacted outside view. Aurora Tower, descended to pattern altitude, as directed, entered the pattern on a left base leg, and was cleared to land on Runway 27. Chicago Aurora (KARR) to Rochester, Minnesota International (KRST) I was able to plan several weeks in advance to make this trip for my consulting business. I needed to be in Rochester in time for dinner so I’d planned to depart from KARR at about 2 pm. The weather forecast was for clear skies all day as of early that morning, and I occupied myself that morning with home office work and packing for the trip.
At noon, I was ready for detailed briefing and flight planning, and much to my surprise, weather radar on my office computer from www.wundergroundweather.com showed a large system of rain approaching my planned route from the west. Next, I checked the Terminal Area Forecasts for airports along the route and destination, and a few indicated light rain forecast for late afternoon.
The good news was that thunderstorms were not predicted and the online radar image showed no thunderstorm cells. Though I’m not KARR-KRST-View.jpg accustomed to deliberately flying in rain, there’d been no problems when I’d previously flown through areas in which the radar image View past left wing strut of ground through rain, haze, and clouds
61 I was in broken clouds (5/8-7/8 coverage) at 6000, with some • Date 30th, time 1954Z forward visibility when not in clouds and I had occasional views • Wind from 100°, 10 knots of the ground through openings in the clouds, though visibility • Visibility 5 statute miles, light rain, broken clouds (haze or mist) was hazy. I entered rain about halfway through the flight, and it near ground level was indeed light. About 20 minutes later,ATC provided a warning • Few clouds at 5000 feet, scattered clouds at 7000 feet, and overcast of moderate rain ahead as I approached an area of yellow shading clouds at 9000 feet on the XM Weather radar image on the Garmin. I checked the XM • Temperature 18°C, dewpoint 17°C, altimeter 29.98. Weather storm cell display, and there were no storm cells in the area. I cautiously continued in the moderate rain and it was very For safety and experience flying a precision approach I requested moderate, with no turbulence. Toward the end of the flight I was the ILS Runway 13 approach, as shown in the accompanying mostly in light rain. The accompanying image shows the outside approach chart. view (including raindrops on the leading edge of the left wing strut) at one moment during this flight. My request for the ILS 13 approach was approved and I was vectored, passing east of the airport, without seeing it. With a few more vectors and continued descent to 3000’ I was cleared to “intercept the localizer, maintain 2900 until established, cleared for the approach,” meaning I could descend when on a published segment of the approach. After intercepting the localizer, I set the autopilot for the Approach mode and monitored gauges and the autopilot to verify the airplane was on the localizer and descending on the glideslope. I was glad I’d requested the ILS approach, as I did not see the airport and runway until near the Final Approach Fix ELLIE. The accompanying image from FSX shows the Cessna 182 on half mile final, with FSX set for the reported weather per the above ATIS.
ILS13-HalfMileFinal.jpg
Half mile final ILS approach to runway 13 at Rochester International KRST – on localizer and glideslope, as viewed in FSX, set for actual weather
Final approach was easy as I’d practiced instrument approaches “under the hood” over a hundred times since becoming instrument rated. In the U.S., to remain currently qualified, instrument rated pilots are required to fly at least six real or practice approaches every six months, with vision outside obscured and a qualified safety pilot KRST ILS 13.jpg on dual controls. I saw runway indications (lights, numbers, etc.) Approach chart for KRST ILS or LOC Runway 13 a few minutes before descending to the decision altitude of 1480 MSL (200 feet above the touchdown zone), had the runway in sight, continued the approach, turned off the autopilot, and landed at time As I was handed off from Minneapolis Center to Rochester 1542. After taxiing off the runway I received taxi instructions to Approach, I was cleared to descend to 4000 feet and advised to Signature Flight Support, where I parked the airplane for two nights. “expect visual approach to Runway 13.” This was surprising, because I was seeing lots of clouds above and below my airplane, with only I’d flown for an hour and 29 minutes, though it seemed much occasional views of the ground. The ATIS report for KRST reported longer. I was glad to be on the ground, somewhat fatigued from flying low visibility and multiple layers of clouds. The actual coded ATIS and landing in instrument weather conditions, but at the same time I report was “KRST 301954Z 10010KT 5SM -RA BR FEW050 was elated that my airplane’s weather reporting on the Garmin 530W, SCT070 OVC090 18/17 A2998.” The decoded report for this with my training and experience, supported my decision to fly in observation 48 minutes before I landed is: instrument weather and make a precision instrument approach.
62 CPM. V16I1 Rochester International to (KRST) to Chicago Aurora (KARR) This was a perplexing day of flying with high wind speed on After takeoff I was soon flying in mist and clouds, at 7000 feet, at takeoff, low visibility in mist and clouds during most of the flight, and which the temperature was 72°F. This higher than normal temperature flying with lower than normal oil pressure during the second half of indicates a temperature inversion as the standard atmospheric the flight. temperature at 7000 feet is 34°F. For the first half of the flight I had little visibility forward, and I could only occasionally see the ground Crosswind Takeoff Issue. After pre-flight checks and starting below. My filed route was KRST UKN RFD KARR. You can see the the aircraft, the latest ATIS reported wind was from 150° at 14 slight turn at the Waukon (UKN) VOR, though I did not pass through knots gusting to 18 knots. This wind velocity suggests taking off the Rockford (RFD) VOR because I was cleared “Direct Aurora” after on Runway 13 to minimize the crosswind component, but when I’d checking in with Rockford ATC northwest of Rockford. checked the NOTAMS for the airport before filing my flight plan, I’d noticed that Runway 13 was closed, so I’d likely be assigned to takeoff on Runway 20. With the actual runway heading of 206.1°, as you can see on the accompanying taxiway diagram, this would result in a crosswind of 14-18 knots 56° from the left of the runway heading (206.1° – 150° = 56° rounded). Though my training includes many crosswind takeoffs and landings, I was glad to hear when I checked the ATIS report after starting the airplane that Runway 13 was open and was the active runway. So, the crosswind angle would only be about 18° (150 – 131.7 = 18° rounded).
Track.RST-ARR.jpg
Track from Rochester International KRST to Chicago Aurora KARR
Oil Pressure Issue. The acceptable range for engine oil pressure in the 1998 Cessna 182S is 20 to 115 psi, as indicated by the minimum and maximum red lines on the accompanying image of the gauge. The normal range is 50 to 90 psi, as indicated by the green arc on the gauge. Pressure is verified immediately after starting the engine, before takeoff, and periodically during flight. Very low oil pressure can obviously lead to engine damage and possibly, engine failure.
KRST-Taxi.jpg TempPressAdj.jpg Taxiway diagram for Rochester, Minnesota International Airport (KRST) Combined oil temperature and pressure gauge in Cessna 182S
63 Track.RST-ARR-Sect.jpg
Magenta circles indicate alternative airports at which I might have stopped for engine maintenance during the second half of the flight from KRST to KARR.
I was hoping the oil pressure would stabilize but it was decreasing slowly toward the bottom of the green arc, and eventually it was at the bottom of the green arc, at 50 psi, though it was still considerably above the minimum red line of 20 psi. Understanding that oil pressure in the engine is produced by an engine-driven oil pump, I decided to Everything was normal for this flight, except that about half way increase the engine speed slightly. This increased the pressure only along the route, I noticed that the engine oil pressure was low in the slightly because the oil pressure is controlled by a regulator, but it was green arc range, and I naturally began to check it every few minutes within the green arc, and I continued toward my destination. Later, to see if it was trending downward. After a few checks it was indeed as ATC cleared me for descent to 4000 feet approaching KARR, trending downward, though slowly, and I began to review emergency oil pressure increased to a more normal reading, and I felt relieved procedures. One option would be to land at an airport with engine that the oil pressure issue had not led to the need to stop enroute. maintenance capability and I identified several candidate airports Subsequently, mechanics could find nothing wrong, increased the near the route, as highlighted by the three magenta circles in the regulator setting slightly, and pressure has been normal ever since. accompanying sectional chart image. If I were to experience engine failure, the options included a nearby airport or off-field landing, if It was somewhat challenging to complete six flights in 10 days, but necessary, and I frequently reviewed the applicable Garmin 530W continuous training pays off I met the challenges, and I’m even more page for the current list of nearest airports. enthusiastic about increasing my time in the air. Q
64 CPM. V16I1 BUILDING THE TERRAFUGIA TRANSITION
Part 1: Using AC3DX-PLA to create an animated objectNE
By Chuck Bodeen
t’s a plane!” “It’s a car!” “It’s a flying car!” “It’s a roadable aircraft!” However you look at it, it is the only automobile expected “I to be manufactured in the state of Massachusetts and Although the LSA maximum gross takeoff weight is 1320 pounds, at the same time accepted by the FAA as a light sport the FAA has allowed the Transition® to raise that to 1430 to allow aircraft. The key to being both a car and a plane is for such things as airbags, an energy absorbing crumple zone, and a the unique design of the folding wings which you protective safety cage necessary for a car, but not for an airplane. A similar allowance has always been made for LSA seaplanes due to the can see in operation by visiting www.terrafugia.com extra weight of the pontoons or hull. Terrafugia translated from the Latin means “escape from the land’’ and certainly Transition® refers to the change from automobile to airplane.
65 As an airplane the range is 490 miles and cruise speed is 105 MPH. As a car the Transition® can travel at 65 MPH, gets 35 MPG and has a full tank 800 mile range. But why would you want to use it only as an automobile? (These illustrations from Terrafugia)
After I had contacted the company and it was agreed that they Why 3D Graphics? would share pertinent data with me, my daughter and her husband One must, of course, construct a model in Plane-Maker because bought me a Terrafugia cap and a paper model of the proof of concept that’s what X-Plane uses for the aerodynamics of flight. However, version of the Transition®. They carefully assembled the model the rendering resolution is limited by the facts that the fuselage and – for which I am very thankful. Dr. Samuel Schweighart, Terrafugia “misc bodies” can have only 20 cross-sections each with only nine VP Engineering kindly answered all of my questions about the points to describe their shape… and two of the sections are usually Transition®. just single points on the ends. Although the leading and trailing edges may be curved, wings can have only 10 evenly spaced ribs. A model which has a more realistic appearance can be constructed using a 3D graphics program. This is especially true if the “customer” can supply you with a 3D object which can be read by your program. This was the case in a couple of my last projects.
One might consider using variable dihedral to simulate the folding wings. The root section could vary the dihedral from 0 to 90 degrees and a “misc wing” with dihedral from 0 to -90 could be “attached” to the root section. Both of these would move as desired - except that the point of attachment does not rotate with the root section.
The proof of concept plane had a canard on the nose, but since the production ship has no canard, I removed that from my paper model. There have actually been more design changes for the production versions which are expected to be delivered some time in 2012
Steps in building the model The construction of the Transition® for X-Plane involves a series of tasks:
1. Obtain permission and data from Terrafugia. 2. Build the X-Plane model. (Not necessarily very pretty.) 3. Flight test and make adjustments. 4. Obtain flight test approval from Terrafugia. (Let them test it and suggest changes.) 5. Obtain 3D object from Terrafugia. (This saved a lot of work!) 6. Modify that object as necessary for animation of moving parts. 7. Save each moving part as a separate object. 8. Reassemble the model from the parts, adding animations. 9. Write a Python script - equivalent of a plugin - to control the ship. (This is intimately related to the 2D or 3D panel as well as to the The illustration at the top shows what we would need to assignment of joystick sliders and buttons.) have the X-Plane model accurately represent the folding wings. What actually happens is shown below
66 CPM. V16I1 The best approach to modeling Transition®, therefore, rests with Introduction to AC3D creating an animated “object” with a three-dimensional graphics There are a few things you need to know about AC3D if you are a program such as Blender or AC3D. Personally I prefer the latter and first time user. On the file menu you have a choice of working with have more experience using that program. files saved in the AC3D (*.ac) format or as X-Plane 7 or 8 Object (*.obj) format. The “7” and ”8” refer to different versions of the X- Plane object format, and NOT to the version of X-Plane itself. The *.ac files are usually saved within folders in the AC3D system from which they can be opened. The *.obj files are exported to X-Plane folders and may be retrieved from there by importing. Ben Supnik, in his manual for the X-Plane AC3D 6.1 plugin, explains that some information is lost as an *.ac file is exported as an *.obj file.Among the items lost are the names of the sub-objects that make up the model hierarchy, so all of the basic editing is done with the *.ac files which are then exported as *.OBJ8 for testing in Plane-Maker and X-Plane.
AC3D builds objects in much the same way as Plane-Maker, but there are far fewer restrictions on the number of points that can be used. Thus, the resolution can be quite a bit higher. The price you pay is that, unlike Plane-Maker, AC3D knows nothing of fuselages or wings… it just works with geometric shapes. The saving grace here, however, is that you can distort the original, regular shapes.
The X-Plane parts shown here were rendered invisible except for the prop and the spinner. Even those two could have been created in AC3D
Getting Started Before you can start, you must have the following installed: • X-Plane 9.xx from www.x-plane.com. $29.00 plus shipping. (You get all of the included programs, some airplanes, and some scenery with the FREE demo which can be downloaded. However, the The AC3D screen has a tool bar across the top, a set of joystick cuts out after a few minutes if you don’t purchase the options on the left side, and four views of your project seven DVD set.) • AC3D 6.5xx from www.inivis.com/. Free for 14 days and then $79.95. (Really worth it if you are serious about modeling in 3D.) By clicking the little eyeball in the upper right corner of each of • Ben Supnik’s X-Plane AC3D 6.1 plugin. FREE at http://scenery.x- the four views you can change from wireframe to solid rendering. All plane.com/tools.php. (This is absolutely necessary because AC3D manipulations of objects must be done in the wireframe mode. Each will not make animated objects without it.) view can be zoomed independently, and the 3D view can be turned to • The manual for the X-Plane AC3D 6.1 plugin FREE at http:// any angle. There is a provision for backgrounds in each view and the scenery.xplane.com/lib/x-plane_ac3d_plugin_manual.pdf (Answers backgrounds can be scaled to match the size of the object. most of your questions,) • You may want to read the OBJ8 manual FREE at http://scenery. x-plane.com/library.php?doc=obj8spec.php (AC3D exports OBJ8 objects for use in X-Plane. It helps to know some of the intimate details of the format, but you can get along without it.) • The list of DataRefs. FREE from www.xsquawkbox.net/xpsdk/ docs/DataRefs.html (This file is your key to reading from - and writing to – X-Plane while it is running. It is very important in the animation process. Actually a DataRef file comes with the current version of X-Plane. The file you will obtain from the URL may reflect recent additions to the list.) • To control the ship you will need to be able to write a plugin in some version of “C” or obtain Sandy Barbour’s Python plugin at www.xpluginsdk.org/python_interface_downloads.htm and the Python system at www.python.org/download/ (The idea is that you download the version of the plugin to match the version of python that you have installed. So if Python 2.6.x is installed you would use PythonInterface26.) The AC3D File menu is used to fetch and save objects
67 If you want to create, delete, or manipulate objects, surfaces, or points you select the correct mode. During the animation process you must be in the Group or Object mode at particular stages… more about that below. You will probably want to manufacture some objects using the AC3D options.
The AC3D Objects Creation and Manipulation Options
Control surfaces were not defined in the original model so The AC3D Object some points and surfaces had to be added and moved so that The animated AC3D object for X-Plane is actually a group of other the ailerons and rudders could be cut out objects connected by “rotations” each of which has an associated DataRef – that is, an item of data from inside the X-Plane program. The final object is painted within AC3D and Plane-Maker is used to specify that most standard X-Plane parts (fuselage, wings, etc.) are to be rendered invisible so that the AC3D object is all that one sees. I did use the Plane-Maker prop and spinner.
Since the model is to be animated, every part that moves must be cut from the original and saved as a separate object
The Hierarchy View The object file sent to me by Terrafugia was dimensioned in Under “Tools” on the AC3D tool bar you will find “Hierarchy millimeters so the first step in AC3D was to import the model and View…” which can also be reached by pushing F8 on the rescale to meters for use in X-Plane. This meant scaling it down by a factor of 1,000 so that it would fit in that little green box. keyboard. This is your path to assembling and examining each Then that small image could be zoomed for work in AC 3D part of your model.
68 CPM. V16I1 One at a time, select the three “POLY_OS=0 HARD= BLEND=yes” lines that represent the aileron, the wing tip, and the wing root. At each selection, go to the X-Plane dropdown menu and select “Make Rotation”.
Each “rotation” is a special kind of object. It is a line – a hinge line if you will – in 3D space. There are three in this beginning example. One connects the aileron to the wing tip. The next connects the wing tip (and the aileron along with it) to the wing root section. The final rotation connects the wing complex to the body. The program creates the rotation near where they belong, but improperly aligned. It is up to the user to move them around by a combination of moving and rotating the rotation objects (in the object mode) or by moving the ends (in the point mode). The length of the rotations is not important…just make them long enough so that you can find the ends.
You start the build by importing the body of the ship.
On the left is the rear view of the three rotations as they are first created. On the right is the top view after they have been properly placed – in all three dimensions
This process is repeated for the left wing and then similar methods are followed for the rudders and the rear view mirrors. There are separate horizontal rotations for each of the four wheels. Two vertical rotations are used in steering the front fairings and the wheels they contain.
Here are four stages of attaching the right wing to the body of the plane
In the figure above, Box 1 shows the process of adding the individual objects. While it is possible to move the items up and down in the hierarchy by dragging them with the mouse, it is easier to import them one at a time in the correct top down order: Body, Root, Tip, and Aileron. In Box 2 you see that the right aileron and the right wing tip have been selected. This is done with AC3D in the “object” mode. Immediately, switch to the “Group” mode and from the X-Plane dropdown menu, select “Make Animation Group”. Do not use the AC3D “Group” and “Ungroup” commands at the top of the Hierarchy window. X-Plane plugin Animation groups are not quite the same as AC3D groups.
Repeat this process again, this time selecting the “group ‘Animation’” The hierarchy for all of the objects that make up Transition® includes all of the lights. Each “group ‘Animation’” contains just created and “group ‘right wing root’”. Then another “Make details which can be viewed by clicking on the [+] symbols. Each Animation Group” will create the group which contains the previous object in the list can be made invisible by clicking on the eyeball group as shown in Box 3. Box 4 demonstrates the creation of “rotations”. and locked against editing by clicking on the lock symbol
69 DataRefs for the rotations Many DataRefs are used in the Python script which controls the In the figure above, the right wing root appears to be rotating down Transition® model, but each rotation also requires an associated from 0 to -87 degrees. This is an artifact of the direction of the AC3D DataRef. You may find more than one DataRef that might seem rotation which is considered to be a vector pointing in one direction. to be a reasonable choice. My experience is that sometimes two If the ends of the rotation were exchanged by moving the end points, will accomplish the same task, but in other cases one that seems then we could specify the rotation to be from 0 to + 87. In X-Plane, reasonable will not work at all and you must try another. It just takes wing retraction refers to variable sweep (as with the F-14 fighter) practice and a bit of trial and error. rather than the variable dihedral needed to change the Transition® from a plane into a car. In this model, the wing buttons on the panel cause the DataRef for wing retraction to change value and thus, move the AC3D model wings and the mirrors. This is an example of how a DataRef may be used for other than the original purpose.
The Terrafugia website has a picture that shows that the rear view mirrors are retracted when the wings are lowered for flight. On the real Transition® this may be done by hand, but I opted to include a vertical rotation for the mirrors which uses the same DataRef that controls the wing folding. The mirrors retract 45 degrees at the same time as the wings fold up. The specification for the right aileron reflects data from Terrafugia that the ailerons move up 28 degrees and down 16. In this case the DataRef gets input from the joystick.
Each rotation is associated with a particular DataRef. The Each side of the Transition® front suspension consists of two A-frames ranges of input from the DataRef are translated into degrees and a link to a shock absorber which is inside the body. The complete of rotation of the object animation requires six rotations and a translation on each side and each requires an associated DataRef. There are five DataRefs that reflect the vertical motion of the gear. Which one(s) will actually be useful is a ROTATION DATAREF INPUT OUTPUT matter for experimentation. The first two apply to only one gear each:
Right aileron sim/cockpit2/controls/yoke_roll_ratio a -1 -16 • sim/flightmodel/movingparts/gear1def gear1 deflection. 0 0 • sim/flightmodel/movingparts/gear2def gear2 deflection. +1 +28 Right wing tip sim/cockpit2/wing_retraction_ratio b 0 0 The rest of these are for any of the 10 possible landing gear and must 1 -178 be subscripted from 0 to 9. You will need one of these if you are going to Right wing root sim/cockpit2/wing_retraction_ratio b 0 0 animate vertical motion of the rear gear as well as the front: 1 -87 Right mirror sim/cockpit2/wing_retraction_ratio b 0 0 • sim/flightmodel/parts/tire_vrt_def_vehThis is the mount the gear 1 45 is deflected upwards due to vehicle weight on struts. Left aileron sim/cockpit2/controls/yoke_roll_ratio a -1 +28 • sim/flightmodel2/gear/tire_vertical_deflection_mtr Vertical 0 0 deflection of this gear, meters. +1 -16 • sim/aircraft/parts acf_gear_def current deflection. Left wing tip sim/cockpit2/wing_retraction_ratio b 0 0 1 -178 The hierarchy of the suspension system must be carefully designed so that the parts move as they should. Given the dimensions of the A- Left wing root sim/cockpit2/wing_retraction_ratio b 0 1 frame members and the characteristics of the shock absorber one must 0 -87 perform some calculations to related vertical motion to the rotations. Left mirror sim/cockpit2/wing_retraction_ratio b 0 0 This information must be coordinated with the gear deflection and 1 45 damping constants that are entered in Plane-Maker. While this Right rudder sim/cockpit2/controls/yoke_heading_ratio a -1 +30 detailing would be a nice intellectual exercise, it would have minimal +1 -30 influence on the behavior of the model… so I decided to postpone it. Left rudder sim/cockpit2/controls/yoke_heading_ratio a -1 -30 +1 +30 All four wheels (rolling) sim/flightmodel2/gear/tire_rotation_angle_deg a 0 0 90 -90 Front wheels (steering) sim/cockpit2/controls/thrust_vector_ratio b 0 -20 1 +20
Complete list of rotations. Remember that some may seem to rotate in the wrong direction but that is due to the align- ment of the rotation vectors. Rotations marked with “a” obtain their inputs directly from X-Plane. Those marked with “b” use DataRefs that have been given different meanings by The front suspension and how it would be modeled. Rotations the Python script are shown in yellow and the translation is in orange.
70 CPM. V16I1 The DataRef will give you the vertical movement of the tire, but you must calculate the rotations of the A-frames. For the shock strut specification you need to know the angle for the rotation as well as the distance it moves for the translation
More next time Part 2 of this short series will explain the construction of the 2D panel and the Python script that controls the plane. Q
Wing folding on the model compares well with the animated sequence from the Terrafugia website. If you look very closely, you can see that the rear view mirrors fold back as the wings come down on both sets of pictures. Notice that the shadow of the object wings is not correct. This will be fixed in X-Plane version 10
71 Helicopter Flying in Far North Queensland: Real versus Virtual
By David Smith
olidaying recently in Far North Queensland The day was unusually clear and the cloud that frequently obscures my wife Maureen and I shouted our good the summit was absent so we were able to get great photos of the friend Joanne her first ever flight in a rugged granite cliffs. Easing over the ridge we headed out across the H patchwork quilt of sugar cane fields, all being actively harvested and helicopter. The chopper, operated by SkySafari, was a burned and filling the air with an acrid, sweet, vinegar-like aroma. little Robinson R44, bright yellow and with seats for four passengers. We flew from the sugar cane town of Heading east we then flew low across the ocean towards the Mossman right along the Mossman River and up into beautiful Low Isles, a fishing and snorkelling paradise with nothing the Gorge itself. The tropical rainforest is lush and more than a weather station, lighthouse and marine research facility run by the University of Queensland. The area includes about 55 dense, and from the air looks like so many bunches of hectares of coral reef as well as a protected lagoon where boats can broccoli. Joanne loved it – in fact we all did! anchor overnight.
72 CPM. V16I1 With World Heritage rainforest extending right to the coast and I loaded up FTX (SP3) from the DVD, downloaded and installed tropical islands close to shore, Far North Queensland is stunningly SP4 and selected Orbx Australian trees as well. Then I was keen to beautiful and a photographer’s paradise and the point of view from see how the scenery in Far North Queensland would look. the chopper is unbeatable. The Robinson R44 helicopter This was a holiday and I had deliberately left my video cameras at FSX comes with a Robinson R22 chopper – the four-cylinder home, but I did take my trusty Pentax kit including my prized Sigma version of the R44 we used in real life. Fortunately I was able to 10-20mm ultra-wide lens. This lens is brilliant for rainforest scenes download a beautifully modelled Just Flight R44 from PC Aviator and also for aerials. We asked Andrew the pilot to remove the doors Australia for just AUD $16.00. This model even has floats like the so we had a truly breathtaking view throughout the flight. I was very real one and the rotors, when tied down, move gently in the breeze! torn at not having a video record of the beautiful flight – may have I used the included repaint software to paint the little chopper bright to go back again? – but then I thought, why not recreate the flight in canary yellow to match the real one. Being a bit of a detail masochist, Flight Simulator? I then decided to add the SkySafari logo to the fuselage and also remove the R44 numbers from the fuselage. Finally I wanted to add I have been a flight sim fanatic for many, many years and the correct tail boom number, VH-ZAH to replace the European have written many articles for Computer Pilot Magazine, some designation on the Just Flight model. discussing how to capture videos from the screen. It’s timely to revisit this process because the new 2nd generation Intel processors, Repainting FSX aircraft requires you to delve into the dark arts of coupled with the extra RAM available in 64-bit systems has truly nVidia textures and transparencies and this makes learning Adobe revolutionized the Flight Sim recording experience. AfterEffects look like Playschool! I eventually figured out, with great help from Martin King, how to add and remove tail numbers Setting up for Flight Sim recording and logos. It’s complex stuff because ’transparency’ in the world of The computer system I set up has a Windows 7 64-bit operating DirectShow and .dds files actually alters reflectiveness and you need system and 8GB of RAM. The processor is an i7 2600 running at special programs to convert between multi-layered Photoshop .psd 3.7GHz with an ASUS EAH4850HD graphics card with 1GB DDR3 files and functional .dds files needed by FSX to paint the aircraft. I video RAM. It’s a blisteringly fast system and is utterly brilliant used DXTBmp by Martin Wright, AeroSelectX supplied with the Just for video editing. It’s also a great platform for Microsoft Flight Flight helicopter, and FS Repaint 2 by Abacus Software. Simulator X (FSX) and can easily run the software at ULTRA HIGH display settings. I’ve found that I get the best frame rates by selecting UNLIMITED in the FSX display settings. This gives frame rates in excess of 40 fps, occasionally skipping up towards 100 fps. The result is a totally fluid experience which makes the delicate business of virtual helicopter flying a delight.
To record a flight I use a program called FRAPS which can record at up to 100 frames per second at resolutions of up to 2880x1600 or 3840x1200 pixels. I work at the native resolution of my HD system, namely 1920x1080 at 25 fps. The resulting video is then imported directly into Vegas Pro 10.0e within a 1920x1080 project. The FRAPS files are very large and finely detailed but playback in Vegas Pro was smooth and locked at 25 fps. I re-flew the flight several times to get cockpit and external views for editing. FSX has an internal recorder for replaying flights but it wasn’t working reliably so I simply took the other option of recording each flight separately.
It is possible to record video directly with your camera from an LCD screen. There is no flickering at all and the quality is good, but FRAPS gives the best possible result.
73 real still - Wide angle Mossman region
Wide angle Mossman region
alley Looking down the v
View out to sea
Beautifully rendered canefields Over the canefields 74 CPM. V16I1 Heading to the sea
Top shot over canefields
ow Isles real still - Approaching L Approaching Low Isles
Mossman Gorge Almost home
75 Off to the Low Isles
Approaching the foothills
Again Over Port Douglas
Port Douglas
Top shot over the canefields Take-off in the R44 76 CPM. V16I1 Near the summit
Turning towards the Gorge
real still - Over Port Douglas Virtual Port Douglas
Approaching Mossman Gorge Approaching Mossman Gorge
77 My R44 paint job -over Cairns airport
Conclusion Acknowledgements: Far North Queensland is a beautiful place and a photographer’s Special thanks to Andrew, our helicopter pilot from Skysafari paradise. Being able to make a video or take stills from the simulation Australia (www.skysafari.com.au) for a great flight and again to the offers the possibility of having some real fun with your holiday same company for their enthusiastic support for my virtual flight experiences, just as I did here. project.
It’s possible to take this approach to a professional level, as I did Robinson R44 helicopter modelled by Just Flight from PC Aviator with the simulated wartime flying sequences in the documentary (www.pcaviator.com.au/store). “Return to Anjo” (available for sale from the Auscam website). Grateful thanks to Martin King and others for guidance with Projects such as these bring together computing, video editing and repainting tips and tricks. artistic skills at a level of realism that seriously approaches the real thing. Sure, you don’t get to smell the avgas or feel the turbulence Dr David Smith runs multimedia company imaginACTION in in your home office, but then again, simulated flight is an immersive Melbourne - www.imaginaction.net.au Q experience and costs a tiny fraction of buying or renting a helicopter, not to mention the cost of learning to fly and maintaining your helicopter pilot’s license.
78 CPM. V16I1 GRIM FERRY TALE
By Roger Curtiss Aircraft were flown from the various US assembly plants to an army airfield in Great Falls, Montana where they were ferried north through Canada, across Alaska, over the Bering Strait and across the vast expanse of the Soviet Union to the terminus at Krasnoyarsk in central Russia. Many of the aircraft were single seat fighters that et us say you have between 8000 and 11,500 lacked significant range capability necessitating the creation of a relatively short-range aircraft that need to be route consisting of 25 airfields, most of which were constructed in the transported a distance of nearly 5000 nm and vast wilderness areas for the express purpose of servicing the ferry L flights. Conditions could be brutal as the route crossed some of the time is of the essence. What is the most efficient and most rugged and desolate geography of the Northern Hemisphere. expedient way to get it done? Most of the pilots were not trained for instrument flying and on the North American side; the primary navigational aid was the Alcan Well, from 1942-1945 the answer was ALSIB, the Alaska- Highway, a road made to link the airfields. American pilots would Siberia air route of the Lend-Lease Program. Lend-Lease was a US take the airplanes from Great Falls to Fairbanks, Alaska where Soviet government operation to provide much needed war materials and fliers would take possession and continue the journeys. 80 US pilots support to the allies in Europe as well as to Latin America. One were killed in crashes attributed to the harsh conditions and over 100 segment of the program was to send a variety of aircraft to Great Soviet pilots perished in their efforts. Britain and the Soviet Union to aid in the fight against Germany. After much study it was determined that the best way to accomplish I thought it might be interesting to attempt to recreate a ferry flight this mission would be to fly the aircraft to the needed Eastern Front and see how many of these airfields might still be in existence in the war zone. Microsoft scenery world over 65 years later.
79 Google Map view of the ALSIB route
So it begins. Departing from KGTF Grande Prarie, Alberta
Fort St. John CYXJ Final approach to Ft. Nelson's single runway
80 CPM. V16I1 The Route ALSIB’s North American legs totaled approximately 1200 miles and aircraft could fly the route in as few as two days, although the weather rarely cooperated to allow such a luxury, so typical trips to Fairbanks would typically take 7 to 10 days.
US pilots would fly from Great Falls to:
Calgary > Edmonton > Grande Prairie > Ft. St. John > Ft. Nelson > Watson Lake > Snag > Northway > Tanacross > Big Delta > Fairbanks
From there, Soviet pilots would fly the airplanes to the Bering On approach to beautiful Watson Lake Strait and across; a total of nearly 3500 nm, with stops at airfields in:
Galena > Nome > Urikat > Anadyr > Markovo > Omolon > Seymchan > Oymakon > Khandyga > Yakutsk > Olyokminsk > Kirensk > Nizhnelmsk > Krasnoyarsk
I fired up the FS Flight Planner and was pleased to see that a VFR flight from Great Falls KGTF to Krasnoyarsk UNKL was recognized. However, since the ferry flights did not have many radio navigation aids, it would be necessary to physically create much of the route. The North American segment was easy to formulate with only one airfield, Snag, between Watson Lake and Whitehorse in British Columbia not shown. I did locate an airport at Burwash that was in roughly the same area and would serve as an able alternative.
The situation in Russia was a bit more complicated. Of the Hunting for the Burwash airport as the weather 12 airfields, seven were not in the FS database. These had been deteriorates located, not surprisingly, in the vast uninhabited regions in the center of the route and after the war may have been abandoned and/ or become unusable.
As for choice of aircraft, there were a wide variety from which to choose. The majority of ferried aircraft were single seat fighters so the main characteristic to preserve would be a relatively short-range, single-engine aircraft with moderate speed capabilities. I opted to make things a little easier for myself and used the default Mooney Bravo. That allowed me to cheat just a bit and have GPS as a backup and reference aid. The North American portion Flying the 14 stops on the North American portion was actually relatively easy. I used the FS Flight Planner to plot a VFR direct GPS route between each airfield and then attempted to use visual Leaving Whitehorse for Burwash references en route. This was feasible for most of the legs, which consisted of hops varying from 45 nm to nearly 400 nm. Using visual references added some distance to the computed straight-line routes but I was able to utilize rivers and the AlCan Highway for much of the dead reckoning so navigation was not a big issue. All of the North American airports sported improved asphalt runways of 5000’ or more with the exception of Burwash (CYDB) that was a gravel strip. Many of the airports had multiple runways and considerable infrastructure. The biggest factor was the weather as the increasingly mountainous territory would initiate sudden instances of clouds and reduced visibility. It was very quickly apparent why the 1940s flights could take so long to be completed - visual conditions cannot be relied on in this environment and on many legs there were few options for alternate landing sites so the choice would be to press on or return to the departure airport. The thought of having to execute a forced landing was not a pleasant one (it rarely is even in the best of Northwest Canada is very rugged conditions) with the realization that having to do so would place one in a very precarious survival situation.
81 The weather is less than perfect but that big river makes for an excellent landmark
Weather conditions such as this make it difficult to rely on visual navigation Burwash-The first gravel runway on the route
Between Ft. St. John and Ft. Nelson the terrain starts to get quite rugged Desolate landscape enroute to Whitehorse....
82 CPM. V16I1 Another surprise and limitation once I reached Alaska was the short duration of daylight. I flew the route in mid-November and faced only about 5 hours of good lighting conditions when the weather was not threatening. With the sun remaining relatively low on the horizon during those hours daylight was slow to arrive and quick to depart. Attempting to follow visual cues in the sparsely populated area was an effort in futility and I did fall back on using the GPS to maintain my situational awareness on a couple of approaches in the afternoons. West to Russia Nome, Alaska (PAOM) was the jumping off spot for the trip across the Bering Strait. During the war, Soviet pilots took possession of the aircraft in Fairbanks and had 450 nm and two Encountering weather between CYYE and CYQH stops to familiarize themselves with their mounts before heading out on the 355 nm over wate leg. The first Russian airfield was Uelkal in eastern Siberia. I was a bit surprised when I flew the leg to discover that it was not at the eastern terminus of the landmass but 243 nm beyond past the Zaliv Kresta (Kresta Bay or Gulf). The airfield was not represented in FS, there is only a non-directional radio beacon placed there now. The first spot to land was Anadyr (UHMA) another 83 nm southwest. It featured a nice 11,000+ foot runway, but when I landed there at 1430 pm local time it was already dusk and while the ground was clear the temperature was 10F (-12C) so I was not inclined to stay any longer than necessary.
The next five destinations on the route Markovo, Omolon, Seymchan, Oymakon and Khandyga do not have airports in FS so I planned to fly over their geographical coordinates and continue Feet wet leaving Alaska on to Yakutsk (UEEE) - whenever I see that name, it makes me think of the color purple as I recall that is how it is depicted in the game “Risk”. However, getting to Yakutsk was not going to be easy. When entering that leg into the flight planner there are no suggested routes by airway or VOR to VOR due to the lack of navaids in central Russia. Direct-GPS was the only option available and this produced a straight-line route of 1266 nm in length, which is well beyond the range of the Mooney. Another aircraft capable of longer flights was in order but I still wanted to be able to fly relatively low so a jet did not seem to be appropriate. I settled on the Beech Baron 58. It has a possible maximum range of 1500 nm so I could just make it to UEEE but with little fuel margin to deal with any unexpected difficulties. It was also estimated to be approximately a six-hour trip so I would be airborne from sunrise to sunset in these high latitudes.
The first Russian airfield on the route at I departed from UHMA at about 0730 local and headed almost Uelkal should be right here due west. I deviated from the GPS track to pass by the areas of some of the ALSIB airports. The first was Markovo (UHMO) and again, there was an NDB as well as a fix named UHMO but no airport. The next stop was supposed to be Omolon, which was of interest as headlines were made in May of 1981 when a meteorite weighing 280 kg was recovered there.
Further on was Oymakon, a small village situated in a mountain valley. On the day I flew by the area appeared pleasant enough from the air but the airport was not represented. This was a mixed blessing for it would have been a good location to make a fuel stop on this long leg, but I was also pleased to avoid it as Oymakon has the dubious distinction of being the coldest permanently inhabited spot in the world. Air temperature of -96F (-71C) has been recorded there, the lowest ever in the Northern Hemisphere. Apparently, the configuration of the mountains draws any warm air out of the valley and severely limits the amount of sunlight Flying over eastern Russia at 10,000 ft reaching the village.
83 UHMA approach lights visible beneath the clouds
Oymakon. It gives little clue that it is the coldest spot in the Northern Hemisphere This is what a lot of central Russia looks like
The sun does not get very high in winter Not something you want to see when on a long cross northern LATTITUDES country flight
84 CPM. V16I1 Yakutsk looks quite inviting after crossing desolate terrain
I made it to Yakutsk (UIEE) at dusk and made a scenic visual approach over the lights of a moderate city to the rather modern airport. Without the three intermediate airports between Yakutsk and my final destination of Krasnoyarsk (UNKL), the final leg was estimated at 1181 nm. As I flew it the next day, it became clear that a diversion for fuel would be needed. I elected to veer 60 miles north of my GPS track to Mitny (UERR) and filled the Baron’s tanks. I continued west against a solid 30 kt headwind and watched as the fuel tank indicators dipped frighteningly low. With 340 nm to go, I felt that another fuel stop was in order. The GPS offered only one “nearest” airport; Bratsk (UIBB) situated 135 nm south of my location. I headed that way with the knowledge that my planned ETA at UNKL of 1308 local was not going to happen. Landing at UIBB was in steady snow showers and a temperature of -7C (19F) but there On final at Braysk UIBB for a needed fuel stop was fuel so I loaded up and continued on my way.
Arrival at UNKL was at 1512 local and it was already dark but the weather was good so a visual approach was easy. I landed, parked the airplane and was happy to shut down the engines having successfully delivered the airplane. Summary Even though I was flying this route from the comfort of my home, I found it to be a formidable undertaking. While obviously I was in no peril of physical harm, it was impossible not to empathize with the pilots who executed these ferry flights in considerably more adverse conditions.
I flew them using real world, mid-November weather and the conditions were, for the most part, surprisingly benign. Although Arrival to UNKL air temperatures were low they did not reach the extremes routinely encountered in these high northern latitudes and I was not burdened with much snow-covered terrain that would further complicate the situation.
I was left with a deep respect for the intrepid pilots who undertook these flights in what had to be at times truly treacherous conditions. Even in good weather, the sheer length of the ALSIB route and the necessity to make so many takeoffs and landings created the opportunity for potential problems. Even flying short legs, the ruggedness of the terrain and lack of diversion alternatives in an emergency had to create some anxiety, if not terror, for the pilots. Add in vast amounts of snow, unbelievably cold temperatures, unheated cockpits, rudimentary instruments and lack of suitable navaids and it is actually surprising that so many of the Could be almost anywhere in central Russia and with no ferry flights were successful. That they were is a testament to the navaids available to identify it Makes for some rather hardy aviating fortitude of the pilots and maintenance crews that participated in this grand and dangerous mission. Q
85 RoundRobinAdventure “Porter Airlines Dash-8”
By Al Pelletier ound Robin adventure “Porter Airlines Dash-8”. For this adventure, we will fly a turboprop Dash- R8-400 (Or -300 if you have the PSS Dash-8-300 as I do) on a regular Porter Airlines daily route. Porter Airlines is based in Toronto, Canada and operates If you have undertaken previous Round Robins, skip the next out of the Toronto/Billy Bishop City Airport (formally paragraph, jump right in, and have fun. For those who are new known as Toronto/City Center Airport, which we will to this, Round Robins are published with the intent of having flight simmers fly, look at the scenery, refresh our geography, use for this article). It is located on Toronto Island, practice our cross-country navigation, perform approaches at and accessed via ferry from the downtown core. different airports all over the world, and have some FUN. In the The airport is very popular with business folks, as it message, you will be receiving info like: airport departure and avoids the long commute from Toronto’s Pearson runway number, VORs and NDBs enroute, two or three middle airport destinations, for VFR or INST approach, and back to your International which is quite a distance from the point of departure (Round Robin). You will also be given ILS and downtown area of Toronto. Porter Airlines was LOM freq., minimums, procedures, and a little background on featured in the November 2011 issue of Airways the geography of the area. After you fly a few of these, you will magazine. Airways editor in chief, John Wegg, was have a much better command and understanding of the different types of published procedures. You will learn to handle a lot of very kind in allowing me to use info/pictures/charts information in a very short time, while still maintaining control of from their article. The shot of the Dash-8-400 over your aircraft. Toronto is breathtaking and John sent me the original
86 CPM. V16I1 for publication in Computer Pilot Magazine. So The scenario and tasking for this exercise: We are flying a regular basically we will fly our Bombardier Dash-8 to Halifax schedule route for Porter Airlines. The total round trip will be about 1500nm long and we will log about 4.25 hrs flying time. Nova Scotia, on to Ottawa and back to Toronto’s As mentioned above I used the PSS DASH-8-300 but any other City Center Airport. I have made the conditions for turboprop or even the default Boeing 737 would work for this our last leg on limits, navigating at night and in low trip. It can also be flown in FS2002/FS2004/FSX/X-Plane or any visibility using NDBs to intercept the localizer for our other flight simulator with the necessary NAVAIDS and scenery. I final approach to CYTZ. I found it to be challenging will add that the default CYTZ scenery is very well done in FSX. and I trust you will also. Round Robin Adventure: BTW, the name “porter” was chosen not after TORONTO / CITY CENTER (CYTZ) >>> the founder of the airline, but was chosen for its HALIFAX INTL (CYHZ) >>> connotations of “carrying with care” and “lightening OTTAWA / MACONALD-CARTIER INTL (CYOW) >>> the load”. Interesting! TORONTO / CITY CENTER (CYTZ). Total distance for entire route is approx 1540nm. I have uploaded some great charts at the Computer Pilot website, so don’t miss out and download them. “Again, some NOTE: For the purpose of these exercises we will assume that we are very rare and special charts are included for this one. Don’t receiving radar vectors to different VORs or ILS interception points. miss them” In the “real” world of today, aircraft usually receive vectors to the interception points, to ensure proper separation. I’m also assuming Great add-ons for this flight: that you will have a good look at the approach plates for each (Most freeware files can be found at www.flightsim.com or segment. www.avsim.com) One more note. If you are using ATC for takeoff, taxi and landings, Aircraft and Panel (Payware): you might be given a different runway or taxiway depending on the weather. You might even input the whole trip in a FS flight plan and I used the PSS Dash 8-300 which is available from Just Flight. fly it that way. I found a Porter repaint by Peter Rowntree. You can find it at www.flightontario.com The PSS DASH-8 is great add-on that I use regularly in my flight sim and is worthwhile acquiring. BEGIN (FS2004 only however). Aircraft and Panel (Freeware): Google search for the DREAMWINGS DASH-8-400. You can also download files that will make the PSS panel work with this airplane and search out a PORTER airline repaint by Ian Duke. Scenery (Payware): I was fortunate to receive Flight1 Ultimate Terrain for Canada/ USA from Jeff at Flight 1. Ultimate terrain is also available for FSX and totally enhances the flying experience.
“Porter Airlines Dash-8” Scenery (Freeware): An amazing find was the scenery provided by the folks at www.flightontario.com Nothing short of amazing that we can find products like this for free. Pay them a visit and download the Greater Toronto area scenery and the Ontario land class. You will also find the PORTER livery for the PSS Dash 8. I found some great scenery for Halifax (CYHZ) and Ottawa (CYOW). You have to do a little digging but it is very worthwhile to install. Look for files: (CYHZ_V10.zip) - (CYHZ_ Halifax_intl.zip for FSX) - (CYOWAlpha11.zip)
Flight Planning (Payware): I have acquired the FlightSim Commander 8.5 flight planning TORONTO AREA JNC software, for both FS2004 and FSX. I will now upload the flight plans in FSCommander format as well as FSNavigator. Using FSCommander gives me the option to upload some very colorful and accurate navigation maps.
(A lot of notes regarding ATC will pertain only to FS2002\ FS2004\FSX users)
May I suggest, that you read the route a couple of times before starting out, so that you’ll have the flight plan fairly clear in your mind. Especially in a fast medium or large jet aircraft, there isn’t much time to spare and definitely no room for errors.
PORTER AIRLINES ROUTE87 S First leg: CITY CENTER (CYTZ) >>> HALIFAX INTL (CYHZ) Approx 700NM.
• Select TORONTO/CITY CENTER under Airport/CANADA/ ONTARIO/TORONTO, gate medium. Season winter. Clock 0900L. Weather at your discretion. We will change the conditions as we go. • Dial in WATERTOWN (ART) VOR/DME frequency 109.80 on NAV 1. • Taxi to and T/O (Take off) RWY 08, climb HDG 075 to 25,000 to the BEJAT ISEC (BEJAT is located 35nm from CYTZ). You can use the TORONTO (YYZ) VOR/DME frequency 112.15 for DME/ Radial info. BEJAT is located on the 080/44.5 radial of the YYZ VOR. • Over the BEJAT ISEC turn right HDG 100 and track the ART VOR to on top (J595). For FS2004 I had no reception for the first 50nm. ART is located 115nm passed BEJAT. • Over the ART VOR turn left HDG 082. Dial in and track the Flight Plan map: CYTZ to CYHZ PLATTSBURGH (PLB) VOR/DME frequency 116.90 to on top. • On top the PLB VOR turn right HDG 104. Dial in and track the BANGOR (BGR) VOR/DME frequency 114.80 to on top. • Over the BGR VOR turn left HDG 094. Dial in and track the SAINT-JOHN (YSJ) VOR/DME frequency 113.50 to on top. • Over the YSJ VOR turn right HDG 126 and begin descent to 5000. Dial in and track the HALIFAX VOR/DME frequency 115.10. • Now is a good time to set up for an ILS to RWY 23 at CYHZ (see approach plate). Dial in the LOC IJG frequency 109.9 and set course 234 on your NAV 1 OBI in preparation for an ILS to RWY 23 (Actual course 234, RWY length 8800, elevation 477). • 40nm out of the YHZ VOR continue descent to 3000, reduce to approach speed. • 9nm out of the YHZ VOR, over the NUBUK ISEC, turn left HDG 084 to the XUBKO ISEC to intercept the LOC. If you look at the approach chart you will see that you should fly a 9 DME arc of the YHZ VOR to the XUBKO ISEC. This comes with practice, so give it a try. • Intercept the LOC and continue with the approach. • 5nm back, you are cleared for a full stop to RWY 23 at HALIFAX Intl airport. Check gear down
Land at CYHZ and take first available right to the main pax terminal.
88 Dreamwings Dash8 400 at CYTZ CPM. V16I1 Second leg: HALIFAX Intl (CYHZ) >>> OTTAWA Intl (CYOW) Approx 550NM.
• Your airplane should be parked at the Halifax terminal. • Clock to 1400L. • Weather: Winter conditions. Light snow showers, visibility 3.5nm. Wind 210 at 18 gusting to 25. • Dial in the SAINT-JOHN (YSJ) VOR/DME frequency 113.50 on NAV 1 and tune in the GOLF (G) (HALIFAX) NDB Frequency 364 on your ADF. • Taxi to and T/O RWY 24. Climb RWY HDG to 22,000 to the GOLF NDB followed by a right hand turn to track the YSJ VOR via the ARDEE ISEC. We will be riding on Airways J506 and J500 to Ottawa. • Over the YSJ VOR turn left HDG 295. Dial in and track the MILLINOCKET (MLT) VOR/DME frequency 117.90 to on top (We are now on J506). • Over the MLT VOR turn left HDG 281. Dial in and track the Flight Plan map: CYHZ to CYOW SHERBROOKE (YSC) VOR/DME frequency 113.20 to on top (We are now on J500). • Over the YSC VOR, dial in and track the SAINT-JEAN (YJN) VOR/DME frequency 115.80 to on top. • Over the YJN VOR turn to HDG 283 and begin descent to 4000. We are cleared direct to ISEC TEXEN to intercept the LOC for an ILS to RWY 32 at CYOW. • Enroute dial in the LOC IRP frequency 110.3 and set course 320 on your NAV 1 OBI in preparation for an ILS to RWY 32 at CYOW (Actual course 320, RWY length 10,005 ft, elevation 374). You can also dial in the YOW VOR frequency 114.6 for DME info as you are heading for the TEXEN ISEC which is located at 22.9/YOW DME. • Intercept the LOC and continue with the approach. • 5nm back, final landing checks. You are cleared for a full stop to RWY 32 at CYOW. Check gear down and locked.
Land at CYOW and take first available right to the terminal area.
89 At CYHZ airport before departure Third leg: OTTAWA (CYOW) >>> TORONTO/CITY CENTER (CYTZ) Approx 270NM.
• Your aircraft should be at CYOW, gate medium. • Season winter. Clock to 1730L. • Weather: Overcast 8/8 CUMULUS based at 1800, tops at 11,000. Precipt Snow Showers Moderate to Heavy. Wind from the North @ 15G18. Temp 10F DP 7F. • Dial in the OTTAWA (YOW) VOR/DME frequency 114.60 on NAV 1 and the CAMPBELLFORD (YCF) VOR/DME frequency 113.50 on NAV 2. • Taxi to and T/O RWY 32. Climb RWY HDG to 12,000. Track the YOW VOR to on top, followed by a left turn to HDG 230 to the LANRK ISEC (have a look at the flight plan. If you can’t navigate to LANRK, proceed to the YCF VOR directly). LANRK is located on the 231/34 radial of the YOW VOR. • On top LANRK turn right HDG 247 and track the YCF VOR to on top. Flight Plan map: CYOW to CYTZ • Over the YCF VOR turn right HDG 255 and begin descent to 5000. Tune in and home the OSHAWA (OO) NDB frequency 391 to on top (no reception until 20nm passed the YCF VOR in FS2004). • Enroute, dial in the LOC ITZ frequency 110.15 on NAV 1 and set course 084 in preparation for an ILS to RWY 08 at CYTZ (Actual course 084, elevation 251. RWY length 4000). • Home the OO NDB to on top. • On top the OO NDB turn left HDG 208 and descend to 3000. Tune in and home the SAINT CATHERINES (SN) NDB freq 408 to on top. It is about a 49nm run from OO to SN. The SN NDB is located on the 160/34 radial of the TORONTO PEARSON (YTP) VOR frequency 116.55. • On top the SN NDB turn right HDG 307 and maintain for 4 minutes. Tune in the LIMA (L) NDB frequency 368. • After 4 minutes or over the OAKVL ISEC turn right HDG 010 and home the LIMA NDB to intercept the LOC (approx a 20nm run to intercept). • NOTE: This entire approach might sound complicated, but let’s keep it simple. We don’t have the luxury of a controller giving us vectors. So, in plain language, it is a left hand turn to 208 over OO for about 38nm all the while homing the SN NDB. Over the SN NDB a 90° turn to the right and hold for 4 minutes or to the OAKVL ISEC if you can find it, followed by another 90° turn to the right (HDG between 360 and 020) for 20nm while homing the LIMA NDB. This will take you to the LOC intercept. You will love this approach at night with low visibility! Remember the famous quote: “Never let an airplane take you somewhere your brain didn’t visit five minutes earlier.” So look at the approach plate and map before attempting this. • I have made a special map for this. If it isn’t published, download it at the magazine’s URL along with all the other charts. • Ready your aircraft for final approach and intercept the ITZ Localizer. • 5nm back, final landing checks. You are cleared for a full stop to RWY 08 at Toronto/City Center. Check gear down and locked.
Land at Toronto airport and take first left to terminal
Welcome home and good Job!
END
90 CPM. V16I1 TIP: I use Google maps (maps.google.com) to help me with terminal CYTZ in FS2004 information and to give me a very good look at the airport, along with the location of the passenger terminal. It doesn’t work for all of them, but it does most of the time. Try it for Toronto and La Guardia airport. Amazing!
NOTE 1: I am still using FS2004 to write my articles, but also using FSX as well. The route was checked with Abacus’s Co-Pilot 3.5 and FlightSim Commander 8.5 for accuracy in FSX.
NOTE 2: I spent about 4 hours installing scenery for Halifax, Ottawa and Toronto for this article. For me it is the best part of it all. It isn’t always easy but I dig around until I find what I need. Try it, if you haven’t yet.
Al’s thank you box: Without the help and generosity from the people below and our payware/freeware designers, I couldn’t write these articles. So my sincere thanks to flightsim.com and avsim.com and the following:
1. Quotes and photos from Airways magazine are courtesy of and with permission of the Editor. Many thanks! 2. I used a combination of FSNavigator (sadly no longer available), Abacus Co-Pilot (for FSX) and FlightSim Commander for my flight planning and maps. Courtesy of Simmarket and Abacus. 3. To Jeff at Flight1.com for Ultimate Terrain and all the other goodies. 4. Miguel Blaufuks of SimMarket for the copy of Flight Sim Commander 8.5 flight planning program and all of the Aerosoft scenery for this flight. 5. To the team at Just Flight for the Dash 8. 6. Last but not least to the entire FlightOntario.com team for the unbelievable freeware scenery (Jim Kanold, Ted Creagh, Jim Massey, Burt Douglas, Al Gay, Mike Stanton, Al Sibley, Adam Bentley, Dan Martin, Richard Rowe, John Gooch and Mike White). Toronto City Centre airport You guys make this hobby what it is. Q
Toronto City Center in FSX
91 92 CPM. V16I1 93 94 CPM. V16I1 95 96 CPM. V16I1 97 98 CPM. V16I1 99 100 CPM. V16I1