VOLUME 12 ISSUE 11

NOVEMBER 2008
USA $7.95
CANADA $9.95
AUSTRALIA $9.85 (INC. GST)
A PC AVIATOR PUBLICATION

GABRIEL’S FLIGHT LOG

Putting It All Together

FLIGHT CHALLENGE!
Radio Navigation by Hand
BRIDGING THE GAP
The Twelve Hundred Mile Wide Cessna

BUILDING A MONSTER!
The Ultimate Simulator PC

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 2 CPM. V12I11

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 Your Flight Simulator Scenery World Is Now

Y FOR MIC ROSOFT

T OSC E N ER
IAL P HO
A L A ER
R -R E
HYPE

MAKE HAWAII YOUR NEXT HOLIDAY DESTINATION NEAR PALM SPRINGS. MT SAN JACINTO RENDERED IN
AND SOAR ABOVE THE ISLAND OF OAHU. “DOWN-TO-THE ROCK” DETAIL.

S
ay goodbye to boring default scenery • Hyper-realistic scenery at 1.19 meters per • Faster Framerates! Yes, your Flight Simulator,
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you get is not just a recreation of the real world see the rooftop on your own house and sand • Developed specifically for Microsoft Flight
but instead the actual real world ported into traps on golf courses. Fly VFR like you’ve Simulator X
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over a world that’s so real you’ll be amazed! • Printed full color aeronautical charts,
• Day and Night Scenery. Soar and explore the bound printed instrument charts and a
MegaSceneryX lets you experience all the real world - during the day and at night! sizeable manual
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MegaSceneryX…. 10 meters per pixel. possible for such a low price!

COMPREHENSIVE INFORMATION AT WWW.MEGASCENERY.COM

4 CPM. V12I11
© 2007 PC Aviator Inc. Aerosoft Australia Pty Ltd. Aerial photography for these products is © AirphotoUSA

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 MEGASCENERY MAIL ORDER FORM
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Please Check ( ) Each Title You Wish To Purchase

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OR X
FLIGHT SIMULAT
MEGASCENERYX SOUTHERN CALIFORNIA - $39.95 DVD Media
MEGASCENERYX DALLAS/FORT WORTH - $29.95 DVD Media
MEGASCENERYX PHOENIX - $29.95 DVD Media
MEGASCENERYX HAWAII - $14.95 CD Media
MEGASCENERYX LAS VEGAS - $14.95 DVD Media

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TITLES AVAILABLE for first title and 50 cents for each additional title.
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18,000 square miles of SoCal including Los Angeles and San Diego and
surrounding area. Includes Color Los Angeles and San Diego Visual Terminal
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$39.95 DVD Media. SENDING YOUR ORDER: If you are ordering by mail,
please mail to... PC Aviator Inc. 839 Surfside Drive,
MEGASCENERYX DALLAS/FORT WORTH Surfside Beach, SC, 29575.
8,000 square miles of Dallas/Fort Worth & Surrounding Area. Includes Dallas/
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The Hawaiian island of Oahu, spectacularly recreated.
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FS2004 TITLES ARE STILL AVAILABLE.

PLEASE VISIT WWW.MEGASCENERY.COM FOR DETAILS 5

cpm1211.indd 5 10/23/2008 10:21:15 PM

 NEW RELEASE PRODUCTS
The latest flight simulator products in stock!
C-130 Hercules X Hawker Hunter
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De Havilland Mosquito Angle of Attack: PMDG

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 NEW RELEASEThePRODUCTS
latest flight simulator titles in stock!
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HiFi brought the latest development technologies, a new approach to
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Learn the Mad Dog - Tower Simulator

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 BEST SELLERS...
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Chopper Havoc! The Flight 1 ATR 72-500

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The sleek and fast fighters often get the glory. Developed with the cooperation of Avions de
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assignments. Choppers have been a very vital exhausting development efforts.
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With the new Chopper Havoc add-on, you can fly these seven Select to fly from the Captain’s or First Officer’s panel in either
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 BEST SELLERS...
The best selling flight simulation products now available...
Microsoft Flight Microsoft Flight
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Deluxe Edition Real World Training
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PMDG 747-400 X FS Global 2008

Simply The Best Jumbo Package Yet! Hi-Resolution Terrain Mesh For The Entire
Earth For Microsoft Flight Simulator X
This add-on package is widely regarded as the
best jumbo add-on currently available, and FS Global 2008 is a brand new product. It uses
is the ultimate challenge in captaining a classic the NEWEST SRTM data (released by NASA
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sources. Resolution in some parts has been
The completely new models of the PMDG 747- improved to 19m (!). Yes, this is 4 times better
400 X Queen of the Skies have been exclusively than FS Global 2005 and up to 63 times better
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and bump mapping amongst others. is VERY small compared to the whole world!

In order to provide the sophistication, technical details and challenge FS Global 2008 comes in two versions in one box, which makes
of commercial airline flying to the enthusiast, the PMDG 747-400 it 6 DVDs. One version is for FS 2004 and one for FSX. Microsoft has
X Queen of the Skies meets exacting standards for quality and considerably improved scenery management and interaction of scenery
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 POPULAR AVIATION DVDs!
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Just Planes DVD - Just Planes DVD -
Cirrus Airlines E170 Rust’s / K2 Aviation
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After a company presentation by Todd Rust and a pilot presentation
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Running Time: 120 Minutes Running Time: 184 Minutes

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Just Planes DVD - Just Planes DVD:

Air Atlanta Icelandic Air Dolomiti
747-400 ATR42 - ATR72 - BAe146
Luxemborg - Singapore - Air Dolomiti, founded in 1989, started
Malaysia - Azerbaijan operations in 1991 and is now part of the
Lufthansa Group. The airline now operates
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Air Atlanta Icelandic is the largest ACMI service provider in the world ATR42s, AT72s and BAe146s.
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In this DVD we bring you the B747-400 operating on behalf of Cargolux The airline’s Head of Flight Operations takes you in the cockpit of
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During the flights you will be continuously informed by our 4 sets of detailed presentation of the 146. Also included is some in the
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a walkaround, flight preparations, cockpit preparations, departure &
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Running Time: 186 Minutes Running Time: 186 Minutes

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 UTILITIES & PERIPHERALS
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Saitek Pro Flight Saitek Pro Flight
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 PC AVIATOR’SInstant
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USA - WWW.PCAVIATOR.COM/DLSTORE AUSTRALIA - WWW.PCAVIATOR.COM.AU/DLSTORE

Bush Hawk XP Messerschmitt Bf-109F

The Bush Pilot’s Dream Aircraft Is Here! A High-Quality BF109F Add-on For Flight
Simulator 2004
The Bush Hawk XP is a small aircraft designed
by Found Air to serve the most difficult locations.
Hans Joachim Marseille, the Luftwaffe pilot who scored the highest
Capable of handling large loads (for its size)
number of kills against Western aircraft, a total of 158, achieved most
from very small runways it is one of the most
of his victories in a “Bf-109F-4/Trop” in North Africa.
famous bush aircraft.
This model of the BF-109F by Flight Replicas features:
Rugged and easy to fly the US Fish and Wildlife - Highly accurate VC, with many functioning parts.
department choose it over many competitors as its main bush aircraft - ReviC12D gunsight, that can be turned on and off.
because it is just so functional and can handle the adverse weather - 7 different models to cover variations
conditions it will encounter. An ideal aircraft to explore the exiting - 7 different aircraft texture sets.
FSX world. - Accurate and challenging ground-handling characteristics.
- Droppable Drop Tank, that removes weight and fuel from the
The complete aircraft has been done in great detail and in full FSX aircraft.cfg for realistic performance.
specifications. From the dented exterior to the well used interiors - Droppable bomb.
where you will see the cargo you are bringing to the customers that - Working Flettner tabs on the rudder of appropriate models.
are waiting far away in the wilderness. The main strength of this - Accurate pilot flight suit, lifejacket and flight helmet
product is how it involves the user in the simulator, it only takes half - 100% authentic Bf-109 startup sounds
an hour and you will love this small aircraft and will take it out of your
virtual hangar time and time again! And much more! Highly-realistic models looks great and flys well!

SKU: COMPATIBILITY: FSX SKU: COMPATIBILITY: FS2004

DL-FR-BF109F FILESIZE: 261 Mb DL-FR-BF109F FILESIZE: 69.7 Mb
*Denotes special price for current Computer Pilot Magazine subscribers and reflects a 5% discount off the regular retail price.
 PC AVIATOR’SInstant
DOWNLOAD STORE
access to quality flight sim downloads!
VFR London X Photo Real Sydney X
Photoreal Flight Around Downtown London VFR Scenery for Sydney, Australia!
Designed to enhance Microsoft Flight Simulator Tyler Newport’s photo real scenery
X, VFR London is a highly detailed 3D model series moves down under to the
of the city of London. Having been build using an vibrant Sydney, Australia!
aerial photographic template, it is an
accurate and faithful representation of the This expansive scenery covers over
London City area as it is today. 3,000 square miles of photo realistic
ground textures of Sydney and
If you want to bring that extra level of realism to your simulation surrounding suburbs.
experience, VFR London should, without doubt, be top of the list of
FSX add-ons. This scenery will impress like no other before! Whether you are a VFR pilot
or an IFR pilot, you’ll love
Sitting on a new, ultra-high-resolution (60cm) layer of aerial the amazing realism of flying
photographic scenery, VFR London is comprised of over 30,000 through Sydney with this
building objects and 50,000 ‘fill objects’ (trees, cranes, boats etc) scenery!
- including everything from monumental landmarks and skyscrapers
to individual homes. Covering over 120km2, every object greater than With high resolution textures, it is
27m3 has been modelled to within 3m of its actual footprint, easy to pick out individual buildings
and individually hand textured to accurately reflect the real building and VFR reference and reporting
by day, and by night. points in-flight!

SKU: COMPATIBILITY: FSX SKU: COMPATIBILITY: FSX

DL-ASVFRLONX FILESIZE: 1.0 Gb DL-SYDNEWP FILESIZE: 630 Mb

Cessna 182 Super Traffic Board

Skylane II RG The Next Wave In Displaying And
Interacting With Your AI Traffic!
Fly The Cessna Skylane 182 RG
With FSX! Super Traffic Board gives you new and
exciting ways of interacting with your AI traffic. Supporting all FSX AI
This retractable gear C182 is a mainstay of general aviation around the packages, STB includes specially configured content for Just Flight’s
world and a great addition to any virtual hangar! Traffic, MyTrafficX, ORBX/FTX, Ultimate Traffic and World of AI with
others to follow soon.
Features Include:
• External dynamic shadows, internal dynamic shadows on VC, In addition to displaying basic arrivals and departure flight details,
normal mapping, specular mapping and bloom lights STB categorizes aircraft according to the operator (offering unique
• IFR certification interpretations for Passenger, Cargo, Military and GA flights), shows
• Four different paints with maximum details and realistic textures flight numbers and IATA codes where available, displays real world
• Includes: Interactive virtual cockpit - Full moving parts: Ailerons, airport names and reports advanced information including allocated
elevators, rudders, flaps, retracting gears, rolling wheels – runways, speed, altitude and distance of each flight from the airport.
Opening doors - Opening pilot’s window_ Light: Navigation lights,
beacons, landing lights - Transparent windows - 3D modeled pilot Taking interactivity to a new level, through STB you can monitor
and cockpit area - Real Propeller - Many details as: pitot pressure approach airspace and automatically resolve conflicts that might
chamber,antennas, Chocks,Pitot Tube Cover... etc. otherwise result in go-arounds, dynamically optimize your traffic
• Realistic textures old MFS scheme and original paint design volumes across airports for the best possible performance + more!

SKU: COMPATIBILITY: FSX SKU: COMPATIBILITY: FSX

DL-A320MAN FILESIZE: 32 Mb DL-STB FILESIZE: 3.2 Mb
*Denotes special price for current Computer Pilot Magazine subscribers and reflects a 5% discount off the regular retail price.
 C
From the EDITOR
Welcome to the November issue.

I just wanted to share some information based on last month’s questions I proposed in this
column. I have received many emails with reader opinions and below are the collated trend
responses to the questions, i.e. how the majority of respondents are answering…

1. Would you like to see more, or less, content related to the X-Plane Simulator?
Perhaps a little more.
2. Would you like to see more, or less, content related to older flight sim software (not
including content already covered for these simulators? More.
3. Do you want to see our back issues information page return to the full article listing
format for more recent issues? (bear in mind that we do have an online database search
function on our website now). Keep as is.
4. Should we focus more on online flight simulation content or coverage, or just stick
with content and articles that relate to offline flying (i.e. flying by yourself)? Trend to
more offline flying content.
5. Do you think our content is varied enough? Or perhaps too varied and not specifically
focused on certain areas? Varied enough.
6. Regarding question 5, which areas would you like to see us focus more on? How-To
type articles. Publisher: Robert Ferraro
7. Do you have a favorite Computer Pilot author? If so, who? And what about their
writing do you find most appealing? Mixed bag of responses. Editor: Dean Bielanowski
8. Do you have a favorite Computer Pilot column or regular feature? If so, what is it and
why do you like it? News, Round Robins, Poster. Layout & Design: Tony Liatos
9. What was your all-time favorite Computer Pilot Magazine article or article series? Contributors In This Issue: Dean Bielanowski,
And why? Not many readers could identify a single favorite. Roger Curtiss, Dick Kolbly, Lane Kolbly, Gabe Logan,
10. What would you like to see as a yearly feature in Computer Pilot? A “Best Of the Year”
Gene Davis, Sean James, John Lattanzio, Doug Horton,
type column.
Peter Dodds, Al Pelletier, Rick Bryan.
Do you agree with the above? Do you disagree? Either way, let me know your answers and let Subscription Managers: Australia: Adrian Lazzarotto
your voice be heard! Email me at [email protected] with your replies. USA: Mark Jakubowski
Editorial Submissions: Please address editorial matter
to The Editor at [email protected] or to the office
closest to you listed at the bottom of this page.
Dean Bielanowski Advertising Inquiries: PC Aviator Inc.
Editor Phone: 843-232-1160. Email: [email protected]
Website: www.computerpilot.com
General E-Mail: [email protected]

Supplement
your reading in Computer Pilot Magazine
US Distribution: Ingram Periodicals, International
Periodical Distributors, Media Solutions
by visiting the Computer Pilot web site at www.computerpilot.com Printed By: The RL Bryan Company (USA).

As well as features for first time visitors, the web site is Disclaimer: Any information, advice, maps, charts, tables
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
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flight sim screenshots and real world aviation photographs! Subscriptions:
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V12I11

PC Aviator, inc., PO Box 15907, Surfside Beach, SC 29587, U.S.A.

Computer Pilot is an international magazine, proudly
Computer Pilot Volume 12 Issue 11, November 2008 (ISSN 1324-7336) is published monthly by published in Australia. Printed in the United States
PC Aviator, inc., 839 Surfside Drive, SC 29575. of America.
Periodicals postage is paid at Myrtle Beach, SC and additional mailing offices.
POSTMASTER: Send address changes to P.O. Box 15907, Surfside Beach, SC 29587.

cpm1211.indd 6 10/23/2008 10:21:55 PM

C 8 NEWS AND NEW RELEASES
All the latest news and new releases since our last issue.

REVIEWS
46 Checklist Manager
50 Just Flight’s Mosquito X
66 A2A Simulations’ Boeing 377 Stratocruiser

12 FROM NORTH TO SOUTH: AFRICA BY AIR – PART III

I considered this last leg of our trip and was concerned that the Lear wasn’t
the best airplane for the job. I noticed another aircraft that might be the right
one for the task. I phoned the owner of the flying school about leasing the
Cessna 208 Caravan Amphibian, and he agreed to meet with me.

20 FLIGHT SIMMING USING ONLINE NETWORKS

The reality of flight is that it rarely occurs in a sterile environment, i.e., yours is
the only airplane at an airport or plying the skies. Therefore, any steps taken to
eliminate this situation in flight sim are welcomed. We show you how to get
flying with online ATC networks.

26 OLD TED BLUNDERS INTO THE WORLD OF FS

– PART II
Old Ted’s fictitious adventures in the flight sim world continues with the
second installment of Bill Smith’s ongoing flight sim saga!

28 GABRIEL’S FLIGHT LOG: PUTTING IT ALL TOGETHER

In this installment of Gabe’s Flight Log we take a look at how a number of
individual applications can be integrated into the flight sim experience in a
truly synergistic manner. With no apologies for the cliché, simming can be “as
real as it gets”.

34 CREATING YOUR OWN PHOTO-REAL SCENERY

FOR X-PLANE 9
Looking for something better than the default X-Plane scenery? How about
making your own ultra-realistic, photo-real scenery instead? Find out how it
is made…

cpm1211.indd 7
54 BUILDING A MONSTER SIM PC
Every Flight Simmer wants the best possible experience each time they take to
the sky. To do that a half decent PC is not going to ensure your enjoyment. You
need a monster! Sean James relates his experience with building his ultimate
sim PC.

59 THE TWELVE HUNDRED MILE WIDE CESSNA

Flight simulation bridges gaps, not only in the real vs virtual training room, but
also over large physical distances. Dick Kolbly and grandson, Lane Kolbly, relay
their experience in learning to fly with the twelve hundred mile wide Cessna!

70 FLIGHT CHALLENGE: RADIO NAVIGATION BY HAND

This month’s Flight Challenge teaches you how to fly an accurate holding
(racetrack) pattern in one of the UK’s busiest airspaces. It is a challenge well
worth attempting…

76 ROUND ROBIN ADVENTURES

– MARTHA’S VINEYARD

This month we are flying a regular scheduled flight for US Airways, based
at New York’s La Guardia Airport, USA. We will also make a stop at Boston’s
Logan Intl airport.

REGULAR FEATURES:
38 PULLOUT POSTER
“De Havilland DH-89 Dominie”

42 HORTON’S HINTS FOR FSX

New tips and tricks for maximizing the FSX experience.

10/23/2008 10:22:03 PM
 8 NEWS & NEW FLIGHT SIM RELEASES

Sim Avionics Software for Flight Deck Builders

PRODUCER of avionics software for the • Panel Simulator for users without • Pushback, Door Logic, Cabin Calls,
home flight deck builder, Sim Avionics has overhead hardware. External Air and Power simulated either
recently announced its latest update to their • Simple to Configure. through instructor station or CDU.
B777 software line. The software, which is • Custom Written Autopilot functions.
designed to integrate into your home flight • EGPWS, TCAS, Weather Radar. The lastest update adds support for
deck hardware, offers many features for ease of • Instructor Station. FlightDeckSolution’s line of CDU
installation and enhanced functional realism. • ACARS Simulation. hardware units, as well as other fixes
• Complete EICAS Messaging. and improvements. To check out the Sim
“Our product has been in development for 7 • Multiple CDU support. Avionics software product, head to their
years and aims to provide a complete Avionics • True to life displays. website at www.sim-avionics.com
software solution, designed to run on multiple
PC’s in various configurations interfacing with
FS2004 or FSX via FSUIPC or Wideclient.
This is a complete avionics solution providing
the avionics software needed to build a fully
functioning home cockpit.”

Features include:
• Fully Integrated Solution - No additional
avionic software needed.
• Complex Systems Modelling.
• Easy I/O Interfacing with FSUIPC Offsets
(Supported by most I/O hardware).

Flight 1 Releases Hawker Hunter

PUBLISHER, Flight 1, have announced Looking into the cockpit the auto- perhaps those of Jaguar’s E-type! Most
the release of the Hawker Hunter aircraft animated avatar even has the correct of the systems will be very familiar to
package developed by Alpha Simulations. insignia on his arm patches. the general aviation pilot and in fact the
Hunter is legal on a PPL.
“The AlphaSim Hunter simulation is Once started the high quality sound rendition
compatible with FS2004, with the FSX of the Rolls Royce Avon is unmistakable. The realistic all-xml 2D panel, custom
version including subtle reflectivity, bump Starting produces exhaust smoke which pop-ups for autopilot, electrics and radios
mapping, self-shadowing and bloom settles to the turbine glow. as well as a printed manual complete the
and even signs of weathering. The static package. Within the FS2004 variant the
realization includes the cockpit ladder engine Inside the Hunter is a special place. No glass VC includes rain effects, in FSX night
covers and pitot tags. The speedbrake is cockpit here, no fly-by-wire avionics or illumination of the gauges and with SP2,
restricted to operate only with wheels up, just ‘plastic’ aeroplane. This is the real thing. self shadowing.
as in the real Hunter.
Be it the 2D panels or the virtual The VC is fully authentic and includes many
The simulation covers 7 unique variants and cockpit the realistic dark military finish animations and ‘mouseable’ controls.”
8 texture sets including the Black Arrows looks particularly purposeful but not
and the famous Swiss air force examples intimidating. Perfectly simulated by The Hawker Hunter is available in a boxed
where the pilots were often part-time and the AlphaSim, the Hawker’s designers CD version for US$34.95 from all quality
runways empty motorways! clearly thought about this panel unlike flight simulator retailers.

cpm1211.indd 8 10/23/2008 10:22:08 PM

 NEWS & NEW FLIGHT SIM RELEASES 9

Realistic 737 Yoke Hits Market

FOR THOSE building a full size B737 The 737 Yoke offers the following features: The yoke measures 37.5 inches (H) x 16.5
replica sim or just the home office simmer • Accurate replica of 737 series Yoke. inches (D) x 18.5 inches (H) and weighs
who has a bit of floor space to play with, • Full metal and aluminum casting. in at 37 lbs (17 kg). It is compatible with
Aircraft Controls Engineering offers a • All aluminum yoke handle. Windows 98(SE), Me , 2000, XP, Vista
realistic B737 yoke for flight simulation, • Realistic tension loading. and FS2002, FS2004, FSX, X-Plane, and
simply named the “737 Yoke”. • Realistic aircraft feel. many others. It retails for US$1150 and is
• Screen-printed lettering on Yoke. available from the ACE website at http://
737 Yoke has been replicated using various • Clipboard for reading approach plates. www.737yoke.com/
blueprints and an actual Boeing 737 Yoke, • Trim switch based on SAAB model.
so you can be sure there are no differences • Two 737 NG push to talk (mic button).
between this 737 yoke and the one found in • 737 Autopilot Disconnect button.
real 737 series cockpits. • Button inputs can be assigned within the
flight simulation assignment page.
The Yoke is all metal with special powder • Mil-spec potentiometers for durability and
coating on the handle to mimic the real spike free operation.
counterpart. Design tolerance is in the order • Not susceptible to drift requiring re-
of +/- 0.20 mm. Designed with ruggedness calibration.
in mind, the 737 Yoke provides authentic • Full Speed USB HID compliant device.
functionality and precision. Will work on any USB 2.0 compliant
system.
This powerful Yoke offers a “plug-n-play” • 10-Bit resolution (1023 steps).
connectivity through the USB module for • Hardware calibration support. No
easy installation on multiple platforms calibration in Windows required.
without the need for custom drivers. • Axis trim and dead zone settings
• User adjustable digital filtering algorithm
Realistic, accurate 737 Yoke is sure to please support.
both the casual gamer and the serious flight • Firmware updates via USB.
simmer alike. • USB bus powered.

The C-130 Hercules for FSX

ORIGINALLY developed and released as • Hundreds of custom animations.
a package for Flight Simulator 2004, the C- • Modelled using the latest software toolkit
130 Hercules package developed by Captain to ensure full compatibility and make
Sim and published by Just Flight has been use of the wide range of new features
re-fit and is making a return, now ready for available in FSX.
flight in the Flight Simulator X skies. • 12 Hercules models, including the
spectacular JATO (Jet Assisted Take
“C-130 Hercules is the result of over 6000 Off) Blue Angels show aircraft and the
hours of meticulous development and is formidable USAF ‘Spectre’ Gunship.
undoubtedly the most sophisticated re- • Highly Detailed Flight Deck, Cargo
creation of a military aircraft to grace the Cabin and also a Combat Deck on the
simulated skies. Staggering graphics and AC-130 Gunship. The Flight Deck
a superb array of detailed animations are and the Cargo Cabin/Combat Deck are
mated to an accurate flight model that has connected via a stairwell so you can
been tested by Hercules crews. It has now actually ‘walk’ between them in FSX.
been in for a major refit at the Captain • Exclusive visual effects include Infra-
Sim development studio and returns fully Red Launchers, Engine Starting, Engine
reworked for Flight Simulator X with Smoke and Fuel Dump.
Acceleration, SP2, DX10 Preview and Vista • Extensive printed manual (over 250
compatibility. pages) with comprehensive Just Flight
tutorial.
This package includes E, H, J and Gunship
variants in 28 authentic liveries. C-130 Ask for it at your favorite flight simulator
Hercules also includes a huge printed manual retailer in boxed DVD format for
and is fully licensed by Lockheed Martin and US$69.99. Just Flight’s website is at
the Royal Air Force. www.justflight.com

cpm1211.indd 9 10/23/2008 10:22:09 PM

 10 NEWS & NEW FLIGHT SIM RELEASES

X-PLANNER for iPhone and iPodTouch

X-PLANE author, Austin Meyer, is no (If your plane can go that high). This will You can check it out or order it at http://
stranger to the latest and greatest tech tell you exactly when to tell the people at www.x-plane.com/iPhone/X-Planner/
gadgetry and his latest offering, X-Planner, the other end of the flight you will arrive, iPhone_X-Planner.html
a flight planning application for the X-Plane and tell you just how much fuel to put on
flight simulator, or real aviation can be used board, and tell you what altitude to use for
on the new Apple iPhone or iPodTouch. best speed and minimum fuel burn! As well,
you can see the change in fuel expense, and
Austin’s description of the product is as time-savings, that results from using high
follows… versus low power settings.

“X-Planner is a fun and simple little flight- I watch people who have no idea if they are
planner that will plot your weight and CG for in weight and balance, and have no idea what
any flight in a light plane. Lots of pilots take altitude to fly, and have no idea how much
off without checking the weight and balance, fuel to put on board, all the time. Now you
and now it is FUN to do this on your iPhone can be sure of your weight, balance, fuel, and
before flight! If the FAA does a ramp-check altitude-selection every flight!
and asks for your weight and balance, you
will be glad you have this on your iPhone, If you choose your altitude to minimize fuel-
trust me. burn, then this app will pay for itself in the
first half of the first flight you use it.
As well, you can enter your aircraft climb
and cruise performance (only needed It’s only US$9.99... cheap enough any pilot
once), and the winds (each flight) and your with an iPhone should get it, and any pilot
destination (each flight) and X-Planner will without an iPhone should get one. (Or at
give you the estimated time and fuel expense least an iPodTouch).”
for each altitude from 3,000 to 24,000 feet.

Tahiti X by Aerosoft
AEROSOFT Germany’s latest offering for Features: Airports:
Flight Simulator X comes in the form of • Island-Hopping with tropical flair. • Faa’a, Tahiti (NTAA)
Tahiti X. “Enjoy the beauty of the French • All islands with detailed mesh. • Fare, Huahine (NTTH)
Polynesian Islands in Flight Simulator • Many animations (birds, people, dolphins). • Fetuna, Motu Nao Nao, Raiatea (NNAO)
X. Tahiti X includes almost the complete • All airports and landing strips. • Maupiti, Maupiti (NTTP)
archipelago covering 14 islands and 9 airports • Fully documented with all charts. • Motu Mute, Bora Bora (NTTB)
with a detailed mesh and many animations.” • Relatively kind on framerates. • Temae, Moorea (NTTM)
• Tetiaroa, Tetiaroa (NTTE)
“Of course this product should have been Islands: • Tupai , Tupai (NTPX)
named French Polynesia X, but Tahiti X just • Bora Bora • Moorea • Uturoa, Raiatea (NTTR)
sounds a lot better. But almost the complete • Huahine • Motu One
archipelago is included covering a massive two • Maiao • Raiatea Tahiti X is currently only available via
and a half million sq. kilometers. Distances • Manuae • Tahaa download from good flight sim download
between the islands are massive so you need an • Maupihaa • Tahiti stores or direct from Aerosoft. It retails for
aircraft that has a reasonable cruise speed and • Maupiti • Tetiaroa just over US$20.
twins are highly recommended. Of course a • Mehetia • Tupai
twin that can land on water is ideal.

cpm1211.indd 10 10/23/2008 10:22:10 PM

 NEWS & NEW FLIGHT SIM RELEASES 11

cpm1211.indd 11 10/23/2008 10:22:14 PM

 4

From North to South: The Trip So Far

Part 3
BY JOHN ACHOR

I
guided my tourists through Gibraltar, and
all the countries in North Africa that border
the Mediterranean Sea, to Egypt, with a side
trip down the Suez Canal and Gulf of Suez to the
Red Sea. Retracing that last leg, I landed at Cairo
International Airport, and the next day led two of
the tour group on a flight to see the pyramids flying
ultra-lights.
A SLIGHT CHANGE IN PLANS — ANOTHER
PLANE
I considered this last leg of our trip and was concerned that the Lear
wasn’t the best airplane for the job. There was some wild country
ahead of us in central Africa while looking for the headwaters of the
River Nile. Emergency airfields might be scarce for a twin-jet. When
I rented the AirCreation “Trikes” I noticed another aircraft that might
be the right one for the task. I phoned the owner of the flying school
about leasing the Cessna 208 Caravan Amphibian, and he agreed to
meet with me.

12 CPM. V12I11

cpm1211.indd 12 10/23/2008 10:22:17 PM

 FIGURE 1 - WATER LANDINGS ON THE NILE FIGURE 3 - OVER THE NILE IN CAIRO

Arriving at the Fixed Base Operation, the proprietor asked to see After three days in Cairo my group was ready to have a look at this
my pilot’s license. Since I was type rated in the 208, for single-engine famous river. With the tourists aboard, it was gear-up at 6:30 a.m. I
land, only, he wouldn’t lease the plane to me until I completed a local climbed to 1500 feet and we were immediately over the city of Cairo.
checkride with a Certified Flight Instructor. I was lucky and early in The city sprawls along both banks of the River Nile. We wouldn’t
the afternoon, I was airborne with a CFI headed for the river. follow the river for now. I headed southwest, and set the GPS for Beni
Suef airport; although we wouldn’t follow that direct route either. I
After several water landings and takeoffs he told me to head back planned to show all the tourists some of the sites at Giza and Luxor.
to the airport, and smiled and muttered “good” when I remembered
to lower the gear for the runway landing. The Cessna offered the best Minutes later we reached the outskirts of Cairo, and the Great
alternative — adequate internal space, speed and the big plus — it Pyramids of Giza were visible. I dropped down to 1000 feet for a better
made the entire river an emergency landing field. view. Those tourists, who didn’t fly the Ultralights with me the first day,
got an excellent view of the Great Pyramids and the Sphinx.
On the ground, I computed takeoff performance and cruise parameters
for several gross weights. I needed to be careful to remain within
the capabilities of the plane. With a full load of passengers and the
anticipated baggage, I was limited to a 75% fuel load. Cruising time and
distance to dry tanks was around four hours and forty-five minutes and
five-hundred-fifty miles. Checking the maps, I didn’t see any problems.

WE LEAVE THIS HISTORIC CITY

The history of Egypt goes back to beyond 5,000 BC when the
people lived off the land. That era ended with the establishment of
the First Dynasty around 3100 BC. Twenty-five dynasties followed,
and they lasted until about 330 BC when the Greeks, under Alexander
the Great, conquered Egypt. The Greeks ruled the country for almost
one-thousand years until the Romans took control in the mid 600s
AD. European rule included France, under Napoleon, beginning in the
1790s; British rule began about 1880 and lasted until independence was
granted in 1923. With that kind of history, my tour group stayed busy.
FIGURE 4 - PYRAMIDS AND SPHINX AT GIZA
TIME TO RESUME OUR TRIP

FIGURE 2 - EARLY MORNING CAIRO DEPARTURE FIGURE 5 - THE “STEP” PYRAMID

13

cpm1211.indd 13 10/23/2008 10:22:18 PM

 A dozen miles farther south, we passed over the Saqqara pyramid, I climbed back to 2000 feet as we turned on course for Beni Suef
which dates back to about twenty-five centuries BC. It is often airfield, which was about forty miles ahead. The city of Beni Suef
referred to as the “step” pyramid. is a provincial capital and has been known since the Middle Ages
for its linen. Now it is an economic center of the fertile region
Another two miles south, we arrived at the Dahshur Necropolis, around it, is a road and railway hub, and has a number of processing
a large burial area featuring one of the most unusual monuments. industries — especially cotton.
It’s called the Bent pyramid. The modern nickname comes from its
design; the upper half has less of an angle than the bottom part giving I saw movement on the bank of the river, so I dropped down to a
it the appearance of being bent. couple hundred feet and alerted the passengers. Everyone on board
got a great view of crocodiles sunning themselves along the river
bank. Creatures along the Nile such as the crocodile, called Sobek,
are considered powerful and are intertwined in the life process. They
were also revered in early writing. I returned to 2000 feet and checked
the GPS course indicator.

FIGURE 6 - OUTLINE OF THE “BENT” PYRAMID

FIGURE 9 - SNOOZING CROCODILE

Another thirty minutes along our track we passed over El Minya

nestling up to the east bank of the Nile. It is often referred to as the
Bride of Upper Egypt, since it is considered the dividing point between
Upper and Lower Egypt. El Minya is also a provincial capital and
we’re about 150 miles south of Cairo. Four miles out of town is a
Christian and Muslim cemetery whose Egyptian name means “Place of
the Dead”. It is reputed to be the largest cemetery in the world.
FIGURE 7 - DAHSHUR NECROPOLIS AND BENT PYRAMID IN THE
BACKGROUND

More formally, it’s the Pyramid of Snofru and dates back several
thousand years.

In Figure 7, the Bent pyramid is visible in the background.

I was amazed to realize that in barely fifteen minutes flying time we

had passed over five-thousand years of Egyptian history. It was time
to alter heading ten degrees to the left and intersect the course to our
next destination.

WAYPOINTS ON THE TRACK TO LUXOR

FIGURE 10 - EL MINYA AIRPORT IS JUST BEYOND THE RIVER

FIGURE 8 - BENI SUEF AIRPORT FIGURE 11 - TURNING OVER ASYUT AIRPORT

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 Our next waypoint would be Asyut, which was another 65 miles
south. Asyut is the largest town in Upper Egypt and is the capital of
the Said (Upper Egypt) governorate. It is also the most important
agricultural center in the region known for the production of grains
and cotton. The third largest university in Egypt is located here, as
well as an excellent Islamic university associated with the El-Azhar
University in Cairo. I maintained the GPS heading as the river snaked
right and left of our course line.

At Asyut I cranked the identifier HELX, for Luxor, into the GPS
and the distance readout said: 120 miles. We settled down for a trip
of a little under an hour. Along the route the topography underwent
a subtle change. I noticed higher terrain along the river. It was a lot FIGURE 14 - PARKING RAMP AT LUXOR AIRPORT
rougher than when we began our trip up the Nile. Earlier, I assumed
that in case of emergency I could put the Cessna down on the flat sand
or in the river. Now, I might have to be more cognizant of possible LUXOR (THEBES) AND THE NECROPOLIS
emergency landing sites. We were at the gateway to the Valley of the Kings. After a meal at
the terminal, I checked out local airplane rentals. They had two Bell
206 helicopters. There was a really ugly one, so I selected the lovely
purple bird. I gave the tour group a preview of a great number of
Pharaohs’ tomb sites.

FIGURE 15 - VIEWING THE VALLEY OF THE KINGS FROM THE HELICOPTER

FIGURE 12 - ROUGHER TERRAIN

Figure 15 shows us westbound with the city of Luxor behind us as

we head toward the Valley of the Kings.

Author’s Note: Google Earth (Digital Image, DigitalGlobe &

Tracks4Africa) — in Figure 16, the Luxor airport is at the bottom
right and the entrance to the Valley area (near center) is indicated with
the white star in a blue square.

FIGURE 13 - ILS FINAL FOR LUXOR AIRPORT

About thirty miles from Luxor airport I relieved the GPS from its
navigation duties and maneuvered back over the river. It was still
meandering, but the map told me if I followed the river, the track
would put me on the final approach for Runway 22 at Luxor. I set the
frequencies and turned onto the ILS approach.

In Figure 13, I’m on finals with the runway on the nose and the city
of Luxor sprawling out to the right of the aircraft. I parked the bird on
the transient ramp of Luxor International Airport. FIGURE 16 - VALLEY OF THE KINGS FROM GOOGLE EARTH

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 The layout of the burial areas can be seen in Figure 17. The white From the town center, we were escorted north to the Temples of
star is still visible near the center of the image, and I added the red Karnak. It took a millennium and a half to build this complex, which
arrows pointing to the two main burial areas. measures, 1,500 meters by 800 meters. The obelisk is one of the main
features of the architecture.

FIGURE 17 - ENTOMBMENT SITE IN THE VALLEY FROM GOOGLE EARTH FIGURE 20 - OBELISK AT THE KARNAK TEMPLE

The following day we took a guided tour. In ancient times, Luxor There is too much here on the east bank of the Nile to cover it all.
was called Thebes. After spending time at the bazaar, our guide took We called a halt to the sight seeing for the day and spent the evening
us to the Luxor Temple in the center of the city. at our hotel.

Inside, as well as outside, are marvelous statues depicting the On the next day our guide provided transportation down to the river
builder, Amenophis III, as well as Egyptian Gods. and across to the west bank. The first site we visited was the southern
part of the area, the Valley of the Queens, where queens and their
children were buried. Being time limited we restricted our visit here to
a single tomb, that of Queen Nefertari, wife of Ramesses II. We moved
on to the north to see the Valley of the Kings where the pharaohs were
buried. Their hope was to meet their Gods in the afterlife.

FIGURE 18 - LUXOR TEMPLE IN THE CITY CENTER

FIGURE 21 - ENTRANCE TO THE VALLEY OF THE KINGS

Perhaps the best known name is that of Tutankhamun whose

entombment site was not located until 1920. The terrain is rough,
however there are walkways over most of the area.

Our next stop was the Temple of Hatshepsut, which is built on

three tiers. Hatshepsut was a female pharaoh in the 18th Dynasty.
There were but a handful of women rulers in Ancient Egypt, and she
is considered by many to be the most powerful of them all. We also
stopped at a temple of Ramesses II — and this (Figure 23) is the
smaller of his temples. From the people standing in the foreground I
FIGURE 19 - INTERIOR OF LUXOR TEMPLE estimated the height of the carved statues at twenty feet or more.

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 Who could leave this area without a fly-by over the Aswan High
Dam? Built in the 1960s, the dam is nearly 12,000 feet long, over 3000
feet thick at the base and about 350 feet tall. No wonder it took more
that eighteen times the material needed to build the Great Pyramid
of Cheops. The dam is vital to Egypt for irrigation and electricity; it
increased the area which could be cultivated in Egypt by thirty percent.

FIGURE 22 - TOMB OF QUEEN HATSHEPSUT

FROM: HTTP://VIRTOURIST.COM/AFRICA/EGYPT.HTM

FIGURE 25 - ASWAN HIGH DAM

The next leg of our flight was a 120-mile excursion down the river
to the airport at Abu Simbel. When the Aswan High Dam was built
the temples located here would end up under the waters of Lake
Nasser. Due to the efforts of UNESCO, the original temples were dug
out of the mountainside, disassembled and moved to higher ground
where the over 16,000 blocks were reassembled.

FIGURE 23 - TOMB OF RAMESSES II

Our guide walked our legs off and most of us collapsed when we
got back to the hotel. At breakfast the next morning, everyone was
in favor of a relaxed day and I cancelled a planned tour. I briefed my
guests that we would depart tomorrow morning and asked them to be
at the airport by 8 a.m.

OUR LAST LEG IN EGYPT FIGURE 26 - FINAL APPROACH FOR ABU SIMBEL
Not a bad start — we were airborne at nine in the morning.
I climbed to 3000 feet for the 107 mile trip to Aswan, the most
southern city in Egypt. Forty minutes flying time put us over the The front of the Ramesses II Temple measures 108 feet high by
town of Aswan. I dropped down to 1500 feet above the ground for a 125 feet wide. Those seated images (Figure 27) are sixty-five feet tall.
better look. We could see falucas, the small boats with a triangle sail, The smaller figures on the left, by his legs and barely up to his ankles,
crowding the Nile River. represent Ramesses II’s wife and children.

FIGURE 24 - FALUCA BOATS ON THE NILE FIGURE 27 - TEMPLE OF RAMSES II

FROM HTTP://VIRTOURIST.COM/AFRICA/EGYPT.HTM FROM HTTP://VIRTOURIST.COM/AFRICA/EGYPT.HTM

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 Queen Nefertari was the wife of Ramesses II, and her temple
stands nearby.

I asked myself a question. Which was the greater task: building

temples this grand and carving them into the mountain over two
thousand years ago or taking the temples apart and putting a giant
stone jigsaw puzzle together again? My hat’s off to both.

FIGURE 30 - ABU SIMBEL AIRPORT DEPARTURE

With the GPS set for our next destination, Dongola, I climbed to 6500
feet. We followed the wide section of the Nile created by Lake Nasser.

At the south end of Lake Nasser, we left Egyptian airspace and

enter Sudan. After Dongola, I set course for Merowe and then Atbara.
FIGURE 28 - TEMPLE OF QUEEN NEFERTARI From there it was 155 miles to our destination and the fuel state
FROM HTTP://VIRTOURIST.COM/AFRICA/EGYPT.HTM was looking good. Four hours flying time put us on the ground at
Khartoum airport with a little over 400 pounds of fuel remaining.

FUEL UP AND HEAD SOUTH AGAIN

The next day I filled the fuel tanks on the bird to three-quarters,
so I could keep her under the maximum takeoff weight. Flying at
a reasonable altitude I figured we could make the 580 mile trip to
Khartoum on that load. I tacked on another five percent of fuel — for
the wife and kids — which brought us up to almost 1800 pounds. I
checked the performance charts and since we would burn some of the
extra during taxi, and with an early morning departure, we shouldn’t
blow too much dust off the departure end of the runway.

FIGURE 31 - LAKE NASSER SOUTH OF ABU SIMBEL

It is here the Nile divides. The Blue Nile branches southeast toward
Ethiopia and the White Nile, our path to the headwaters, proceeded
southward. The city is huge and sprawls on both banks of the two
rivers. Khartoum, the capital of Sudan, is a city rich with history, but
since our final quest was within reach, the passengers decided to pass
up any sight seeing here and press on. With plenty of daylight left I
refueled the plane again and we were back in the air before noon. I
FIGURE 29 - REFUELING AT ABU SIMBEL AIRPORT
put on a little extra fuel again and we made the 650 mile trip to Juba,
Sudan in four and a half hours. It was getting late, so I refueled the
plane and we planned an early morning departure.
Accounting for alarm clocks that didn’t go off, a slow cook at the
airport coffee shop and nearly non-existent transportation, we weren’t WE FINALLY REACH THE HEADWATERS OF THE
ready until seven a.m. I taxied to Runway 33, ran the engine up to full NILE, OR DO WE?
power and released the brakes. I missed my planning figures — later From Juba, Sudan (Figure 32, Number 1) we altered course to
in the day than expected and a higher temperature — it took the entire south-southwest and headed for the western shores of Lake Albert.
runway to get the old gal up in the air. That took us to Bunia, Congo (DRC) (Figure 32, Number 2) and

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 then on to Kasese, Uganda (Figure 32, Number 3). According to the I told the tower I would execute a left closed pattern for
research I did before starting on this trip, there is no agreement on the Runway 17. As I cleared the runway we passed over a small island
“real” source of the Nile. Many believe the river begins its trip to the immediately off the coast and my mission was accomplished. I hit
Mediterranean Sea from a series of small lakes and waterways here in downwind, base and made a perfect landing this time.
the Kasese area.
Before leaving Cairo I commissioned a small printing company
to make several certificates, and I needed to get a few miles south of
Entebbe to make them “legal.” As I climbed out from the go-around,
we crossed the Equator — just past the small island — and now I
was able to award each member in our tour group their Shellback
certificates, issued by Neptune and signed by yours truly as the
Aircraft Commander. It goes to those who have crossed that Zero-
degree line of latitude.

Notice our fearless Editor is the recipient of one of those

certificates.

FIGURE 32 - THE FINAL LEGS OF OUR JOURNEY

Others argue that the source is Lake Victoria, half in Uganda and
half in Tanzania, from which the river flows to Lake Albert. A third
group insists that the source is a river that runs through Burundi then
into Tanzania and enters Lake Victoria on the southern end. I flew
back to Arua, Uganda (Figure 32, Number 4) to follow the river to
Lake Victoria and land at Entebbe, Uganda (Figure 32, Number 5). I
also identified lakes, Albert, Edward and Victoria, on the graphic.

Whichever theory may be correct, I think we reached our goal

— the headwaters of the River Nile.

On my approach to Entebbe International Airport I requested a

Runway 35 landing, planning a swing over Lake Victoria with a
turn back to the north. The tower refused my request and directed a
landing on Runway 17. I still wanted to get over the lake and there’s FIGURE 34 - FEARLESS EDITOR’S SHELLBACK CERTIFICATE
more than one way to get a job done. I came in high, hot and long.
After floating down the runway more than half way, I fire-walled the
throttle and called a missed approach.
A FINAL WORD
By my reckoning, this three-part journey has taken us a full thirty
days. It’s been so much fun that it seems like yesterday when I headed
for Gibraltar. I hope you enjoyed our quest as well. Dust off your
favorite flight sim airplane and give it a go as well.

Photo Credits - Great thanks to the following:

Image 9 & 25 - Crocodile and Aswan High Dam courtesy of Michael Barron, see his
web site at: http://mbarron.net/Nile
Images 16 & 17 - Overview, Valley of the Kings from Google Earth / Digital Image,
DigitalGlobe & Tracks4Africa
Image 21 - Valley of the Kings entrance, from Wikipedia (photo by Hajor)
Image 18, 19, 20 & 23 - Luxor Temple, temple interior, Ramses II tomb, obelisk at
Karnak and Temple of Ramses II, from morguefile.com

The following are courtesy of Enric Corbero (Virtual Tourist) at http://virtourist.

com/africa/egypt.htm
Image 22 - Temple of Hatshepsut at Luxor
Image 24 - Aswan and falucas (boats) on the Nile
Image 27 - Abu Simbel - Ramesses II, Temple
FIGURE 33 - SMALL ISLAND SOUTH OF ENTEBBE AT 1,000 AGL Image 28 - Abu Simbel - Queen Nefertari Temple

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 4
Flight Simming Using Online Networks
BY ROGER CURTISS

I
am an unbridled advocate of the “as real as it can with these “robot controllers”. It does not take many experiences
be” camp when it comes to flight simulation. The with unsatisfactory and unexplained failures to have you wishing
reality of flight is that it rarely occurs in a sterile there were a better way.
environment, i.e., yours is the only airplane at an Fortunately, there is. Replace the AI traffic and built-in ATC with
airport or plying the skies. Therefore, any steps taken human pilots and controllers. Thus was the premise upon which has
to eliminate this situation in flight sim are welcomed. been built the world of online flying. I know that I discovered online
flying over 10 years ago. I had been using the Sublogic ATP program
The early versions of Flight Simulator up to FS98 did not address and then acquired FS95 followed by FS98 with which I made my
this inconsistency and from FS2000 on, Microsoft has seen fit to first tentative forays into the online world. I do not even recall how I
include Air Traffic Control (ATC) functions in the program and there first became aware of the Simulated Air Traffic Control Organization
are a variety of 3rd party add-ons that will provide traffic, not to (SATCO); it was probably by reading an article in a magazine
mention the AI aircraft from FS. similar to this one, but once I tried it I was hooked and cannot
imagine simulated flying without it. Since that time I proceeded to
But it has been well documented that it can be difficult to operate increase my involvement with SATCO and its successor VATSIM
with the AI aircraft because they sometimes do not respond as and strongly encourage anyone with an Internet connection to try it.
expected or utilize available runways for the most expeditious flow I am convinced that it provides the best possible way to enjoy flight
of traffic and may not recognize if your aircraft has the right of way. simulation and there are literally thousands of other simmers who
The built-in ATC also has a tendency to be inflexible in providing heartily agree as evidenced by the member and participation numbers.
options or can suddenly leave you stranded on your own with no Those of us who regularly and studiously utilize this method of flight
warning or explanation. This can lead to frustration and leaves one simulation tend to take for granted that all simmers are familiar with
not quite sure what sort of experience to anticipate when working the organizations that provide it.

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 However, such may not be the case and therefore I offer this article membership base would tend to indicate that members on the western
as a basic introduction and primer to acquaint the uninitiated with the side of the Atlantic Ocean would be less likely to find much ATC
online flying world. presence during the evening hours there. As an example, VATSIM has
a very strong USA presence with thousands of its members residing,
The Networks controlling and flying there. By contrast, IVAO shows 300 of its
There are two providers of online ATC; VATSIM and IVAO, and the members as USA-based and it has been my experience that generally
choice as to which one to use is a personal one although there may be during peak VATSIM activity times in the US a ServInfo check of
some practical considerations that may influence a decision. These will IVAO will show a handful of controllers in that airspace at best.
be discussed. In the interest of full disclosure I must admit, however,
that I find VATSIM to be the far superior network and organization An interesting concept offered by IVAO is pilot ratings. New
but this is based on my longtime involvement with them.. I do not members are accepted as Second Flight Officers (SFO) and after
apologize if my obvious enthusiasm for VATSIM permeates this logging 10 hours flying on the network are automatically upgraded to
article. It is not intended as a slight to IVAO- it is merely a result of my First Flight Officer (FFO) status. Further advancement requires a bit
personal experience and satisfaction with what they offer. more effort on the part of the pilot:

VATSIM - www.vatsim.net • Captain - 25 hours logged and completion of an IVAO online

VATSIM (Virtual Air Traffic Simulated) Network is a remarkable written test covering basic knowledge of flight and online
organization and is by far the leading system for providing online ATC operation.
services. A board of governors oversees the operation of eight regional
divisions spanning the globe to offer ATC services internationally. The Advanced ratings dictate increasingly more experience for
The entire network operates utilizing seven servers to handle the data eligibility and proven performance:
transfers and minimize overload as well as 6 voice servers to provide
real-time audio communication between pilots and controllers. • Flight Captain (FC) - 50 hours online, theoretical exam and a
practical checkride.
All of the servers are donated and the network’s day to day • Senior Captain - 60 days as an FC/100 hours logged, theoretical
operations are watched over by supervisors who are generally and exam and checkride.
available to answer questions, offer assistance when requested and • Senior Flight Captain (SFC) - 60 days as a SC/200 hours
take action to remove and report the occasional network abusers logged, written and checkride.
whose actions may be in violation of the VATSIM Code of Conduct, • Commercial Captain (CC) - SFC rating + 500 hours online and
disruptive or detrimental to the general enjoyment of the system by written and checkride exams.
the vast majority of its users. • Pilot Instructor - CC rating + 1000 hours logged and testing.
Once having earned this rating a PI must commit to providing
While some of this may appear intimidating, in reality it is not instruction and/or checkrides to other pilots making this a ‘use
and potential users should not be scared away from trying based on it or lose it’ position.
preconceived notions. The fact is that it is widely recognized that new
members are identified as needed in order for the network to thrive While pilots are not required to advance beyond the FO rating
and every effort is made to accommodate and make them comfortable the opportunity to do so is a fine incentive for pilots to improve
so that they will continue to fly online. their skills and thus improve the online experience for all by having
efficient, professional pilots at the controls.
At the time of this writing VATSIM had almost 179,000 registered
users and its logs show 12.9 million flight hours with 2.1 million Taking the Plunge
hours of ATC provided. The first step is to visit the organization’s home page and click on
the link inviting new members to join. You will need to provide basic
IVAO - www.ivao.aero information to establish your identity and acknowledge that you have
IVAO (International Virtual Aeronautic Organization) is also a read and agree to abide by the organization’s rules and regulations.
global network comprised of 7 regions and 58 divisions. IVAO has VATSIM has a rather extensive code of conduct but both groups
a very strong European presence with 79% of its 18,750 members maintain basically the same core values and responsibilities; members
living in that area and the majority of its 18 data servers are based in will be respectful of one another; refrain from intentionally interfering
that region. 19 voice servers handle voice traffic. The voice system with other members’ use of and enjoyment of the network experience
operates by routing transmissions through Teamspeak channels, and not attempt to disrupt the smooth operation of the network… basic
which is in contrast to the VATSIM method that employs a built-in courtesy and commonsense principles really. After processing of the
voice system. application the member is issued an identification number (IVAO calls
it a Member #, in VATSIM it is a Pilot Identification # -PID), which is
Both organizations require that the participants be members in emailed within a short time.
order to access the network. Joining either organization is a very
straightforward process and takes just a few minutes to complete. While waiting for the member # to be sent, a new member will find
Neither organization charges anything for membership or to utilize that this would be a good time to further prepare for that online flight
the network ATC services which is an incredible bargain considering debut by downloading the pilot client software that is needed in order
the added dimension real-time online flying brings to the hobby. to connect to the network and operate in the online ATC system. The
Pilot Client Software is essential as it is what allows the flight simulator
The distinct European flavor of IVAO might be a factor in deciding program to communicate with the online network. What software you
which organization to join since most online flying activity is must download to make it all work depends on which network you
conducted during the local evening hours and ATC personnel tend to choose to utilize. But in either case there will be 2 separate downloads
work airspace in their home countries. Therefore, a strong European that you must have installed in order for everything to work properly.

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 Once again, both IVAO and VATSIM make this as easy as possible Each organization also offers another option for pilot client
with direct links from their main pages to the requisite downloads. software. VATSIM provides for the use of FSInn while IVAO has
Each also offers 2 options for downloads and regardless of which IvAp. FSInn and IvAp were created to replace SB and contain some
option is selected the software is freeware. additional features that SB does not have. As a result, they have
become quite popular. The vast majority of IVAO pilots now use
Both utilize Squawkbox (SB) which is a stand-alone program but IvAp instead of SB as a result and in fact, IVAO has discontinued
it does require that a flight simulator program be running in order to support of SB 2.3 which does not necessarily render it obsolete but
operate. There are a few versions of SB available and the choice of does mean they will not make it compatible with any future software
which one to use is determined by the simulator program that will be developments for their programs. IvAp can be used for FS2002 and
used. Microsoft Flight Simulator is supported by 3 different versions FS9 setups. Its main attribute is that it provides a Multiplayer Traffic
of SB… 2.3 for the 2002 and earlier iterations, 3.1 for FS9 and the Library (MTL) that allows you to view other online aircraft in the
new SB 4 Beta that allows FSX users to get online. correct configuration; in other words if someone taxis by you in a 727
it will appear as a 727 and not as some generic aircraft or a copy of
whatever you are flying- as was the case in early versions of SB.

VATSIM provides the same functionality with a file called the

Common Shapes Library (CSL). This is downloaded and installed in
the SB directory.

FSInn utilizes a companion download called FSCopilot that

increases its functionality by offering weather radar, TCAS, pushback
capability and flight analysis features.

Installing Pilot Client Software

Downloading and installing either the Squawkbox, FSInn or IvAp
software is a straightforward process with step-by-step instructions
provided to initiate the actions. As mentioned earlier, there are
various versions of SB and FSInn available so it is imperative that the
SQUAWKBOX3 INSTALLER
correct version be used that is compatible with your flight simulation
program. There are Squawkbox and FSInn manuals available and
as with everything else in this hobby they should be considered as
must-reads in order to fully understand all of the features available
(there are many) and to minimize the frustration that ignorance
can otherwise generate. There are also discussion forums where
problems can be worked out with the assistance of more experienced
and knowledgeable users and the development staff. Some of these
forums also offer topics for bug reports and a wish list to post desired
functionality for future versions.

SB FS2002 MULTIPLAYER CONNECT SCREEN

SB MAIN PAGE

The Squawkbox forum can be accessed at http://squawkbox.ca/forum

The FSInn forum is at www.mcdu.com/forum and while it

SB INTERFACE CONTROL BOX contains a lot of information I found that even as a registered and
logged in member I was unable to post anything in the English
language discussion topic so it was of minimal help when I was
X-Plane pilots can obtain XSquawkbox to achieve the same purpose. researching a specific problem.

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 FSINN CONTROL PANEL

FSINN START

There are also dedicated discussion forums on VATSIM at www.

forums.vatsim.net for both SB and FSInn.

The IVAO forum http://forum.ivao.aero also has a topic category

dealing with IvAp in the Support Area section.

VATSIM MAIN PAGE

VATSIM Procedure
1. Register for PID.
From the main page of www.vatsim.net click on the “New Pilots
Start Here” link.
2. Download Squawkbox or FSInn.
From the Pilot Software link on the VATSIM home page.

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 3. www.schiratti.com/dowson.html 1. Register for Member #.
Download the file FSUIPC.zip. This fabulous utility is a free From the main page of www.ivao.aero click on the “Join IVAO”
download and is a must if you are using FS9 as it allows SB to link. You will need to be a registered member in order to access the
communicate with it. It is not required to have the registered downloads page for the pilot client software.
version of FSUIPC but if you can afford it go ahead and register 2. Download and install IvAp or SB (as mentioned before- IvAp is
it- the registered version offers some excellent features that make the preferred software and also includes the necessary Teamspeak
it a true value. Note: FSInn users do not need this module as its software to facilitate voice communication).
function is handled by FSCopilot. 3. Part of the install process is to install the MTL. This is a very
4. From the VATSIM main page once again visit the Links link that large file that only needs to be run once and is quite thorough as it
allows you access all sorts of useful goodies from server and who’s contains the configurations for many different aircraft types as well
online lists to route planning and weather information. as a vast array of liveries for each type (2680 different aircraft if
5. If you wish, visit the webpage for the ARTCC or FIR where you you choose to install them all).
are going to be flying (you can navigate there via the main VATSIM
page once again) to learn of any special procedures (SIDs/STARs/ The Good Part - Flying
NOTAMS) that might be in place. While this is not a mandatory Once the software has been installed the procedure is very similar
step, it does tend to promote goodwill between pilot and controller regardless of which network and pilot client software you are using. Each
especially if your departure or arrival airport is a very busy one. of the three is provided with a comprehensive manual that walks you
6. With all this preparation complete and knowledge in hand- start up step-by-step through the install and operation process so I will not go into
the flight simulation program (if you haven’t already) and get ready great detail. As stated earlier; reading the manual is the best possible way
to fly. to learn about all of the functions of these interfaces…and considering
what you had to pay to have them it is a courtesy to the developers to fully
appreciate their efforts and generosity and also may keep you from posting
a question on a forum that is easily answered in the documentation.

Aside from the obvious attribute of connecting you to the online

network the client software offers additional benefits to streamline
your online flying experience:

• Flight plan filing - both networks require that participating

aircraft have some sort of flight plan on file. They each
provide the form to complete and send it to the network. The
IVAO flight plan even has fill-in boxes for the type of flight
(S=Scheduled Air Transport, N=Non-scheduled Air Transport,
G=General Aviation, M=Military and X=Other) as well as
Wake Turbulence Category (Light/Medium/Heavy). Whether
or not these actually are of practical use in the simulation is
unknown- but it is kind of fun to fill them out anyway.
IVAO MAIN PAGE • TCAS - Traffic Conflict Advisory System reports the position of
multiplayer aircraft and displays them on a small screen.
• WX functions - METARs are available for any reporting
Set the program to place you at your departure airport. Be sure to airport and FSInn and IvAp will also call up Terminal Area
designate a parking place at a gate or on the ramp. It is extremely Forecasts (TAFs).
bad form to connect online and have your aircraft appear to other
pilots and to air traffic control at the end of an active runway. Nothing IvAp and FSInn are also preferred over SB for those participating
screams “newbie” more than this indiscretion. in formation flights. They offer faster update rates of aircraft position
in the multiplayer environment allowing quicker response to the
movement of the flight lead. Of course there is no free lunch; this
IVAO Procedure faster rate comes at the expense of increased bandwidth usage so it
may put a strain on slower computers, as in lower frame rates.

But regardless of what pilot client software you use or which online
network to which you connect the depth of the experience is greatly
increased. You are now in a live environment and interacting with other
pilots and with ATC. You can see the other traffic taxi by you at an
airport or get in line with them to use a busy runway or be asked by ATC
if you have visual contact with another airborne aircraft and then be told
to follow that aircraft for a visual approach. And all of this for the cost of
an Internet connection that you are probably already paying for.

The online community of flight simulation is full of enthusiastic,

creative people who like to fly airplanes, control airplanes, and chat
about airplanes. I have to believe that as a reader of this magazine
you feel the same way- so what are you waiting for? I will see you
IVAO EQUIPMENT SUFFIX SELECTOR (literally!) online. 4

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 25

cpm1211.indd 25 10/23/2008 10:22:45 PM

 4

Old Ted Blunders into the World ofChapter

FS 2
SIM FICTION BY BILL SMITH

W
ithin the confines of the flight briefing
The noise in the cockpit was so loud that we had to raise our voices to
office, I must have suddenly been hear each other.
overwhelmed by Sarah’s charms. ‘What’s that noise? It sounds like chips frying in a pan’.
‘Thanks, Ted’ she smiled. Reg explained that we were parked at the gate in the center of a
tropical downpour, which not only explained the incredible noise
To my horror, I realized that I had inadvertently spoken out loud the but the fact that I could not even see the terminal building just a few
words ‘You’re lovely’. Quickly, I tried to cover my error by saying yards in front of us.
‘That’s lovely, Sarah, shall we get started?’ ‘Welcome to steamy Kuala Lumpur’ said Sarah, reaching across
‘Sure Ted, follow me through to the cockpit’ me to attach the Changi approach chart to my clipboard. Her sleeve
As we strode across the transit lounge and up the steps to Gate 1, I brushed my hand and I suddenly felt very hot.
gestured to our surroundings and said, ‘Could be a bumpy ride Ted’, said Reg from behind me.
‘This is all very lovely, you’ve done very well’ Young Reg’s prediction was correct; in more ways than one….
As we walked down the enclosed jetway to the waiting cockpit, Sarah
explained that she couldn’t have done it without Reg’s hard work. How do I tell my son that I’ve fallen in love with my flying
‘Now, it’s finished I’m very excited about it all’ she admitted. instructor? She’s been teaching me to fly an Airbus A320 in her full-
‘I’m sure that Reg is just as aroused!’ I said, suddenly aghast at my size cockpit simulator for more than a year now. I look forward to
choice of words. every lesson and I manage to get at least an hour of instruction at least
‘I mean, just as confused…no not confused! I mean he’s easy to five days a week. In spite of her offering me a special “frequent flyer
understand.’ discount” I have spent a considerable portion of my life savings on
Mercifully, Reg interrupted my babbling by greeting us both in the jet simulation instruction. And it’s been worth every penny! Sarah is
doorway of the A320 and inviting me to take a seat first. twenty years younger than me and each moment that I spend in the
‘You sit on the left Ted, and then Sarah will sit to your right, and I’ll simulator with her seems to shave years off my age. I haven’t told her
sit behind you both in the jump seat’. how I feel about her. I haven’t told anyone how I feel about her.

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 Her partner in the jet simulation business, “young Reg” lives in at home. The “low and slow” performance characteristics of the
my house and even he has no clue about my love for Sarah. I have Dakota suit my flying style and I can look out the windows and
to resist the temptation to bring her name up in conversation over enjoy the scenery. I have successfully landed the DC-3 many
breakfast or supper, in case Reg figures out that my fascination for times and frankly John, I think even you would be amazed at
flight simulation is fueled (at least in part) by my close physical how well I can fly it.
proximity to a beautiful young woman. If he knew he might tease
me about being obsessed with a woman who is so much younger Cheers for now,
than me. I’m sure that Sarah doesn’t care about the age difference Dad.
because it’s our shared fascination for flight simulation that bonds PS. Looking forward to another Airbus session with Sarah on
us together. But just in case she regards me a being “over the hill”; Wednesday.
I’ve started to wear a toupee. The problem being that I feel so self-
conscious about suddenly having hair, that nowadays I also always With Reg’s help, my home PC environment has become quite
wear a hat. elaborate. We set it up in the conservatory not only because it’s the
biggest space in the house but it’s also the warmest. What began
Reg has helped me to set up an email account on my home PC as a computer desk has been modified and extended to include side
so that I can now keep in regular contact with my son John in and top panels which quite effectively enclose all the equipment
Australia. I use email to keep him up to speed with what’s going and shut out the view of the rest of the glass-walled room. I still can
on on this part of the world. More and more though, my updates see into the garden if I turn to look outside the starboard cockpit
involve my progress in flight sim instruction. window but it’s not too much of a distraction and it at least allows
some daylight through into my “cockpit”. Inside the confines of my
Dear John, DC-3, I can focus all my attention on the “3D” view of the cockpit
Well after only thirteen months I managed to successfully land that is stretched across three large monitors. Using the plug-in yoke,
the A320 today. As you know, if the sink rate is too fast or the pedals and throttle controls, I have successfully piloted across the
landing speed is too slow, the Airbus’s computers take over, English Channel, then landed at numerous places in Europe before
pushing the engines to full power and we have to do a “missed crossing the Mediterranean sea to arrive at Tripoli. It has taken me
approach”. I’ve done so many missed approaches that I know months to achieve this and to celebrate; I am going to buy a new
the procedure off by heart now. To tell you the truth, just lately hat. I’m looking for the type of thing that Sydney Greenstreet wore
I’d started to become a little disheartened by my inability to in “Casablanca.” If I can find what I want, I think I’ll wear it to my
land the Airbus. Anyway, today I thought I’d try something next Airbus session with Sarah.
different. On the base leg of our approach, I happened to
glance out the right hand window and saw that we were As a life-long day dreamer I have come to realize that the reason
more or less lined up with the “cross runway”. So I flicked that I am able to become so engrossed in my flight-sim adventures
the aircraft into a steep turn and made a high speed approach is that it’s just like a very elaborate, fully interactive form of day-
with only half the usual flap setting. There were all kinds of dreaming where I drink in all of the visual and audible information
warning buzzers going off and I noticed that Sarah had a firm that the flight sim program is providing and then allow my brain to
grip on the overhead grab rail as we kissed the asphalt only process it as though it is real. The truth is that by the time I landed
about 300 meters past the touch down zone. She pulled on the in Tripoli, I felt as though I really had traveled thousands of miles
reverse thrust and we both stood on the foot brakes to try and across Europe. The clear skies and brilliant sunshine beyond the
pull up before we ran out of runway. I must have inadvertently cockpit windshield were actually more “real” to me than the weak,
pushed on the rudder a bit because we actually ran off onto shadow-less English light that was barely penetrating the glass of
the grass, over the taxiway and straight into the parking area the conservatory just a few feet to my right. I’m so immersed in
in front of the terminal building. As luck would have it, it was my home flight sim sessions that if the phone or even the doorbell
only a very short taxi from where we actually stopped to our rings, I don’t hear it. On more than one occasion I’ve been startled
allotted parking gate. Sarah looked a bit flushed as she told me by sudden appearance of my cleaning lady, Carmelita when she’s
that she had never seen anyone land a plane like that before. poked her head into the cockpit to let me know she’s let herself into
I was quite pleased with myself and asked her if she would the house.
like to come and have a drink with me to celebrate my first
successful landing in the A320. She suggested that I should go On the days that I have an appointment with the gorgeous Sarah,
and celebrate with Reg, as she wasn’t feeling terribly well. She I’m always careful to make sure that I can complete each DC-3
did actually look a little pale and I remarked on this to Reg flight with time to spare because I hate to just press “pause” and get
later on over a pint of ale. Reg said that she had been working up and leave any flight unfinished. As I sat in the DC-3 at Tripoli
quite long hours lately and probably deserved a break. Airport and watched the other traffic moving around, I knew I
had a half hour up my sleeve before I had to leave to go to the Jet
I asked Reg if he thought that Sarah might like to come and Simulation Center. So, from the thermos flask that I had prepared
see the DC-3 simulator that we have set up in the conservatory earlier that morning before departing Tunis, I poured the remains
at home. He said he would ask her. I mean, I know that it’s not of the Darjeeling into a mug and slowly began to formulate a
nearly as impressive as the one in her Jet Simulation Center, plan. Who knows; perhaps by that time of the day I had already
but it’s far more elaborate than the usual kind of home setup; a overdosed on tea, but my plan suddenly became very ambitious
lot more than just a monitor sitting on a desk with a joystick. I indeed.
hope that Sarah can find the time to come and see it for herself.
As you know, when I’m not flying her A320, I’m flying the DC-3 To be continued…

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 (titleimage.jpg)

Gabriel’s FlightPartLog
Two: Putting It All Together
4

BY GABRIEL LOGAN

I
n the first part of my flight log (Computer Pilot
- July, 2008 issue) we looked at the variety of
activities, products and utilities available to Secondly, note that I’m running FSX over a networked system
comprising of two computers, each with an independent monitor.
the simmer designed to stimulate the interest and Using multiple applications that essentially run in the background
enhance the long-term enjoyment of a hobby which can be very taxing on single PC setups – especially with FSX.
essentially has little in the way of boundaries. As As such, if you are not ‘networked’, I recommend experimenting
promised, in this installment we take a look at how a with one utility at a time, gradually adding more to the mix until
you find a balance that works for you. In any case it’s wise to fully
number of individual applications can be integrated configure and understand each individual application BEFORE
into the flight sim experience in a truly synergistic attempting to run multiple applications simultaneously. Most of
manner. With no apologies for the cliché, simming the utilities used here support networking and as such are run on a
can be: ‘as real as it gets’. networked (client) PC.

Before we continue, I should point out that this is not a tutorial – Technical Note
other contributors to this magazine are far more qualified in this area It is a good idea to share your CPU cores between active
than I am. Essentially, the article is aimed at newcomers to simming applications (particularly if you have a quad-core CPU) and/or are
who are unaware of the extent to which a number of different utilities using a network. For example, on a single-PC quad-core setup,
can be used together while flying that can enhance the overall assigning FSX to two cores and 3rd party utilities to the others,
experience. So, although I’m using an actual flight to demonstrate has proved successful for many. Use your favorite search engine to
this, please don’t expect all aspects to be technically accurate – they research the topic: “Assigning Core Affinity”. If you feel it’s time to
probably aren’t. Also, the applications that I refer to in no way create a network you will have even more options and there is plenty
constitute a review or recommendation by this magazine, but instead of advice relating to this online. Alternatively you could refer to my
represent my personal choices for the purpose of this article. article in the March 2008 issue of Computer Pilot magazine.

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 REVIEW
Cargo Dogs Required
Now, not being a real-world pilot with checkrides to prepare for or
specific procedures to practice, it was important for me to find a way
to maintain long-term interest, structure and direction. So I decided
to adopt a ‘role-playing’ approach to my hobby – in other words act
as though all my flights were real and that I was a professional pilot.
A log book, which records a variety of flight characteristics, together
with a regular salary were at the top of my list and luckily there are
a number of utilities which will accomplish both these objectives
in one package. ‘FsPassengers’ and ‘Cargo Pilot’ are two examples
of how the virtual megalomaniac can build an empire, record his
achievements – and bank balance – and advance through the ranks
from rookie ‘cargo dog’ to international mogul in a relatively short
FIGURE 2 - JOB DETAILS ARE AUTOMATICALLY LOADED
period of time.

FsPassengers was not available for FSX at the time of writing so

You will see from the ledger (Figure 1) that available contracts are
Cargo Pilot was the logical choice. It is available for FS2004 users
both plentiful and varied. Now, I eventually chose a job flying from
however, though the emphasis is on passengers rather than cargo. This
my home base at Caernarfon (EGCK – where my new Dakota has just
is possibly set to change with the impending FSX version as I believe
been delivered courtesy of ‘Dreamfleet’) to Aberporth (EGFA): a trip
that cargo flying will feature equally. Another excellent application
of just 60 miles transporting a small 80lb package (Figure 2) which
worthy of note here is ‘FS Flight Keeper’ which should be available
should take no longer than an hour from start to finish and gross me
for FSX as you read this. Although not a ‘role-playing’ utility, it does
around £500 in the process.
provide many useful functions to the serious virtual pilot and is well
worth taking a look at.
Be Prepared
I’ve chosen ‘Flightsim Commander’ (FSC) to create my flight plan
Moving on, Cargo Pilot does a decent job of creating a believable
from EGCK to EGFA (Figure 3). This is an essential step as this plan
economic environment: employing a user-friendly interface which
will be loaded into three or four other applications shortly. Using
does not over-complicate matters, it offers great value to the novice.
my own waypoints (Figure 4) to create a ‘pseudo-SID’ (apologies
As well as earning you virtual cash in return for delivering items from
to purists!) I plan to take the ‘scenic’ route, flying on runway (R08)
A to B, it logs flights, monitors flight performance (charging you
heading over central Snowdonia before making a gradual series of
for damage caused by careless flying) and allows you to lease bases
turns to point me towards south-west Wales.
anywhere in the world as well as buying and selling any aircraft you
happen to have in your FSX hangar... and yes, that includes your F-
18 Hornet! A fighter jet for delivering cargo? Absolutely: contracts
range from crates of livestock to single items of urgent mail. You may
also run multiple bases by simply creating additional profiles which
allows you to alternate where and what you fly. In addition, general
advice, tips and tweaks are always forthcoming at the Just Flight
forums and ‘Version 2’ is currently in the works.

Okay, so the first job of the ‘working day’ is to check in with base
to see what contracts are available. Although I’m currently flying for
“Gabriel’s Wings [UK] Limited” I also have bases in Australia and
Alaska – yes, I’m a busy, well-travelled and wealthy guy!

FIGURE 1 - THE JOB SEARCH FIGURE 3 - PLANNING IS ESSENTIAL

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 For the arrival stage I’ve again created a segment of user-made
waypoints – this time intended to bring me straight-in to R08 at
Aberporth. Depending on wind this may well require tweaking but
for our purposes I’m keeping things simple with a maximum surface
wind speed of 5-10 knots throughout. Importing the flight plan we
just created into ‘Active Sky’ (ASX) provides us with the forecasted
weather for the entire route, including winds-aloft (figure 5). This
should now be printed out and bundled with your job sheet/dispatch
documents so they can be referred to during the flight.

FIGURE 6 - ASX PROVIDES LOTS OF INFORMATION

Know Your Aircraft

Loading the Cargo Pilot flight – which is automatically added to
your saved flights folder – I find myself at a parking spot at EGCK
(Figure 2). The first thing to do is to fuel the aircraft as, for some
reason, Cargo Pilot ‘empties’ the tanks. Now, if you have a fuel truck
active at your airport this can be done automatically, otherwise simply
go your aircraft menu and ‘fill her up’ – or more realistically, put in
just the amount needed as calculated by Cargo Pilot. You should also
FIGURE 4 - FSC ALLOWS FOR USER WAYPOINTS double check this with your FSC flight plan’s estimate of fuel usage.

Note how Cargo Pilot automatically loads both the flight plan into the
FSX planner and the dispatch details into the ‘Mission Briefing’ section
of the (‘F10’) kneeboard. Although the flight plan only includes the start
and finish airports, if you are flying direct, this is probably adequate.
Otherwise you can simply edit the flight plan using the default flight
planner or simply import your own detailed plan from FSC.

FIGURE 5 - WEATHER BRIEFING

ASX is extremely configurable and far surpasses the default

system. Weather can be tweaked to your liking in full or in part, or
real-weather (for any day in the previous year) can be downloaded.
FIGURE 7 – GNS430 REQUIRES MANUAL ENTRY OF FLIGHT PLANS
Real METARS can be used as a template and modified, or left just as
they are – the choice is yours. Figure 6 shows the ASX map view and
we can see that the current (downloaded) weather are just fine and no
Also, you may wish to load your flight plan into your Garmin
further changes to the flight plan is necessary. Being a commercial
GPS. As I’m using the ‘RealityXP’ version of the GNS430 (Figure
flight I’m certainly filing an IFR flight plan, but it would be easy
7) manual input is a requirement but once done the plan can be saved
enough to ‘create’ full IFR conditions by simply tweaking the weather
for future use (either in its entirety or as a template, or exported to
configuration in the ASX application.
the default FSX-plan folder for use elsewhere). Some units, including

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 REVIEW
the default GNS 500, will automatically display the plan once loaded loading the flight plan – for a third time – into FS Flying School (Figure
into the FSX planner but I feel the extra work is worthwhile as the 8) we can now ‘connect’ to FSX, close it down and forget all about it.
RealityXP units really are very impressive. Also, they are so realistic From now on we’ll simply hear the instructor making comments relating
that the real-world Garmin manuals can be used for reference. So, to the flight phase we’re in, our altitude and speed, and giving gentle
having input my plan (including my user-created waypoints) into reminders if we forget to raise our flaps or gear on time. We may even
the Dreamfleet Dakota’s 430, I now have a flight plan saved and hear the occasional “Are we there yet?”... or... ”What does this switch
displayed in the GPS that matches exactly the one I created earlier in do?”... from the brat in the back. Unfortunately my Dakota doesn’t have
FSC. Next time I fly this route it will be a simple matter of loading an ejector seat... I’ll have to have a word to Dreamfleet!
the plan into both FSC and the Garmin with the click of a mouse.
Cleared for Takeoff
Okay, we have fuel onboard, the flight plan is saved into our GPS Once our props are spinning and we’re ready to taxi, we need
and displaying proudly on our FSC moving map (before accusing to let everyone know where we are and what we’re intending to
me of cheating, I may well have invested in a MX200 MFD which do. My choice of ATC engine is ‘Radar Contact’ (RC). Now this a
would display similar information!) and the weather forecast has deep and complex program designed with the help of real-world
been acquired, studied and digested. The weather engine is being controllers and pilots; as such I learn something new every time I
driven by ASX which together with FSC runs on my 2nd PC with use it. Although it’s not simple, it is worth persevering with and help
its own monitor, leaving FSX to trundle along on its own machine. is always available through the forums. Unfortunately, it does not
Now, if any amendments to the flight plan are necessary in light of the currently support VFR flights, so on occasion you may prefer to use
forecast, now is the time to do this. default ATC or find an alternative, such as ‘Pro Flight Emulator’.

Okay, so we can fire up our aircraft and make some cash. Firstly,
ensure that all the reference materials and checklists are loaded into
the kneeboard or, if you prefer, printed-out and added to your ‘flight
bundle’. Now you’re free to go through all your pre-flight checks
from cold-and-dark... or simply press ‘Ctrl+E’... it’s your call!

An Inspector Calls
For today’s flight we have a passenger – my mate, Barry. Barry is
a trainee flight instructor and needs some practice... of course I’m
actually referring to ‘FS Flying School’ which is an excellent utility
that works in the background monitoring your flight, provides a
degree of co-pilot functionality, and assesses your performance at
the end of the flight. It also logs all your flight details together with
your scores that can be viewed and compared over time using the
built-in ‘Career Analyzer.’ It will even allow you to practice circuits,
providing guidance as you go and measuring your performance.

FIGURE 9 - RADAR CONTACT IS HIGHLY CONFIGURABLE

For today’s flight I simply load my flight plan (for the fourth and final
time!) and configure the program to ensure that ATC is aware of my
MSA – which around Snowdonia is around 4500 ft – and the program
knows exactly what facilities are available at the departure and arrival
airfields (Figure 9). This all takes less than a minute and once minimized
to the tray can be forgotten until the end of the flight with any dialogue
between myself and ATC being effected via simple keystrokes.

Special Delivery
Taxiing from the private ramp outside my office at EGCK, my
‘instructor’ immediately senses that we’re moving and warns me to
raise my flaps while taxiing. He also declares that I have ‘correctly’
FIGURE 8 - BIG BROTHER IS WATCHING YOU
tested my rudder, elevator and ailerons during the taxi.

Having obtained both the weather report and clearance to EGFA

Of course other co-pilot systems are available, such as ‘FS2Crew’ (for (via telephone as EGCK is un-manned) and being told to wait for a
specific addon-aircraft), ‘FDC Live Cockpit’ and ‘Cockpit Chatter’ which few minutes while they contact Center, we’re cleared to EGFA ‘as
all possess their own level of functionality, but Flying School is designed filed’, told to climb to 6000 ft (contacting London control as we pass
to improve your flying and can be used by absolute novices as well as 1500 ft) and given a squawk code together with the time-limits for
experienced pilots. After configuring our aircraft, flight parameters and notifying Center that we’ve taken-off. Our plan is only active for 20

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 minutes so I leave it until as late as possible: if you dawdle and you It really is a superb autopilot because although it can relieve the
lose your slot, ATC will scold you, the program will shut down and pilot of much of the routine stuff, you still need to ‘fly’ the aircraft. I
you will feel foolish – you have been warned! Clearly, other pilots often think that the “all singing, all dancing units” tempt you to use
are waiting to take off and can’t be held up just because you didn’t them and something is lost from the experience. Yes, they certainly
program your GPS prior to obtaining clearance. I’m also informed have their uses and if used sparingly can be invaluable, but if you
that I’m responsible for avoiding hazards, which as we’ll be heading wish to learn how to really fly an aircraft, you are better off with
directly towards Mount Snowdon (alt. 3500 ft) a mere 10 miles away, this type of unit. As a novice you have to learn the basic principles
is something I should take notice of! Finally, we’re told to advise the without relying totally on automation. Dreamfleet use it because
controller once we are able to proceed on course. their Dakota is based on Lou Betti’s actual aircraft, but the mere
fact that it actually has this system fitted is probably no coincidence,
Now, compare that to the default ATC and you’ll know why I never although it is often used due to its compact size. But, I would guess
fly IFR without Radar Contact. that it also makes the aircraft more fun to fly. NOTE: standalone S-
TEC System 30’s are available from ‘Simflyer’ should you wish to
Lining up on R08, I advance Flying School to ‘takeoff mode’ with a fit one to your aircraft.
single button-press and turn my OBS indicator to the runway heading
of 75 degrees. My instructor then informs me of my heading (which Okay, so from the GPS display I can see that we have only 11 miles
he will expect me to stick to!), the current visibility and that we’re to go and at a ground speed of 138 knots will take exactly 5 minutes.
about to take off. I shouldn’t need to interact with FS Flying School Now, I could have calculated that in my head – honestly – but FSC is
again until after touchdown. I also notice how quickly the weather also providing me with this information via the WP (waypoint) menu,
has worsened (Figure 10) over just a half-hour period during setup – a as is the GPS on its waypoint screen. As we get to within 5 miles of
testament to just how effective and dynamic ASX can be. the final waypoint I’m told to descend to 2500 ft and inform ATC as
soon as I have visual on the field. As I pull back the throttle I start to
descend at around 1000 ft per minute which gets me down in plenty
of time. Barry once again wakes up to inform me that we’re entering
the ‘landing phase’. He reminds me that the OBS indicator needle on
my NAV1 is still pointing to 75 degrees. Being a non-ILS runway I
need to adjust it to the Aberporth R8 heading in order that the Flying
School program can ‘judge’ my landing.

Debrief Sir?
As we float down the slope using the PAPI lights as guidance, I’m
given permission to land by ATC and I hit the deck (Figure 11) with
my usual aplomb...Hmm...more like a bomb. Anyway, we’re still
in one piece as I’m requested to taxi to the ramp, and once off the
runway to contact ‘ground’. At the same time my instructor informs
me that we’ve landed and that we’re now entering ‘taxi mode’. He
then delights in telling me how he’s scored the various aspects of my
landing: it’s not looking good, but in my defence I have been typing
FIGURE 10 - WEATHER CHANGES IN REAL-TIME WITH ASX and making screenshots at the same time as flying a new aircraft in
pretty poor weather!

Okay, hitting “2” on the keyboard to inform other traffic (via the
Radar Contact interface) that we’re taking off, we rollout as Barry
keeps me informed of V1, Vr and V2 speeds. As we pass through
1500 ft I contact Center (another single button-press) and am told to
climb to 7000 ft (as per my filed plan) and asked to inform them once
I can continue on course. As I listen to other traffic chatting to ATC
in the background I’m free to resume my filed course. As the Dakota
has a S-TEC System 30 autopilot I can have it track my lateral course
using the GPS plan, but I must fly the plane to my desired altitude
before the AP can take over. Climbing towards Snowdon at around 90
KIAS, we approach our second waypoint and the AP starts our turn
towards Aberporth as we enjoy the scenery. We’re still climbing as we
turn but as the S-TEC and GNS 430 are in control I need only worry
about the throttle and adjusting the mixture... no sweat – even I can
manage that.
FIGURE 11 - BANG ON THE NUMBERS AT ABERPORTH
As we reach 6500 ft I start to ease off the throttle until we level out
at 7000 ft. As I do so, Barry chirps up and informs me that we have
now moved on to the ‘cruising stage’ as the Flying School program Okay, once we reach the ramp, switched-off the engine and applied
senses that we have finished climbing out. So far so good. Once the parking brake, we are offered a debrief from Radar Contact as
trimmed at 130 KIAS and 7000 ft I hit the ‘Altitude Hold’ switch to how well we’ve followed our instructions from ATC. Sometimes,
and the GPS together with the S-TEC 30 takes control of both axes I’m promised a visit from ‘the men in black’ if I’ve been particularly
holding us level and on course for the TALY (Talybont) waypoint. naughty. Luckily, they’re not real!

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 REVIEW
Shutting down FSX I re-open the Cargo Pilot program which now
offers me a breakdown of revenue, costs and repairs needed – see
the ‘disaster’ reports in Figures 12 and 13. Cargo Pilot ‘pays’ you on
Friday of each week, but the amount you receive is significantly more
than you earn on an individual level. Basically, it assumes that other
pilots are employed by the company (‘keeping the assets busy’) and
this is ‘scaled’ in accordance with the size of the business – which is
quite a clever idea really.

FIGURE 12 - ABYSMAL PERFORMANCE IS PENALIZED

Our final task is to open the report page of Flying School (Figure
14) and prepare for a dressing-down. The section of the report that
I’m prepared to share with you shows the things I did well. But,
there’s more... a lot more... maybe you’ll find that out for yourself!

Life Goes on
So where to now? Well, simply use your imagination. Bigger or
faster planes; larger and more prestigious bases around the world;
FIGURE 13 - REPAIRS NEED TO BE PAID FOR
attempting more challenging flights, using your weather engine to
generate extreme weather; trying out the different types of approach
supported by Radar Contact; practicing ‘circuits’ for your ‘instructor’
to criticize... the list goes on.

My next step is to delve into the world of Virtual Airlines. Utilizing

the built-in multiplayer feature of FSX, I’ll be hoping to find some
instruction (possibly via the shared-cockpit function) relating to
‘real-world procedures’ with the ultimate aim of becoming proficient
enough to join VATSIM (or IVAO) without embarrassing myself!

Recording my flight details, monitoring my improvement using

Flying School, earning virtual cash and uploading logs to a VA staffed
by like-minded individuals should push the reality and enjoyment
factor even further. And, given that at present I’m still tinkering with
GA aircraft, I still have the jets and ‘heavies’ – together with their
FMCs and complex systems – to look forward to. Good Times!

FIGURE 14 - GLOWING REPORT - WELL AT LEAST IN PART I will report back with my findings. 4

33

cpm1211.indd 33 10/23/2008 10:22:54 PM

 Creating Your Own
4
Photo-Real Scenery for X-Plane 9
BY GENE DAVIS

W G2XPL Beta 4.62

ith everything that I have for FSX I still
find myself wanting more! Last June I G2XPL is a unique little program that allows the user to download
decided that I would get back into the Google images and convert them into scenery for X-Plane 9. Much
world of X-Plane, X-Plane 9 to be more specific, and like the product used for Flight Simulator this one actually works
from within X-Plane and is in many ways much easier to use.
with its promise of enhanced graphics, ultra-realistic
flight models and 70 Gbs of scenery covering the The program actually operates as a plug-in within X-Plane, and
entire world, my curiosity was more than peaked! after it is installed it will boot up with it present every time you
launch X-Plane. G2XPL can be found at X-Plane.org and will require
Within a matter of days I was flying in the virtual skies of X-Plane you to open an account. The account is free and offers you plenty of
9 and what I found was, to say the least, disappointing. The world X-Plane incentive to sign up.
scenery, though much better than in previous versions still in no way
compared to that of FS9 and I was left wanting more, a lot more! The file itself can be found in the file library under the utilities
section and is located on or about page 4 or 5. After downloading
One evening while perusing the internet I found a program at X- you will need to extract the file to your X-Plane 9/ Resources/Plug-
Plane.org called “G2XPL Beta 4.62” and when I read the product text in directory. Once that is complete I recommend printing out the
it caught my attention as it claimed to be able to download maps from readme file and taking some time to actually read it so that you have a
Google while flying in real time and convert them to flyable scenery good understanding of how the program works and what will happen
for use in X-Plane 9, all at the click of a single button. during the collection and conversion phase of Google Earth imagery.

34 CPM. V12I11

cpm1211.indd 34 10/23/2008 10:22:56 PM

 X-PLANE

It is important to note that these files from Google Earth, once compiled,
cannot be distributed in any way, shape or form because they are essentially
the property of Google. They must remain on your computer and your
computer only. I wish that the folks over at Google would allow the files to be
distributed as freeware, because it really adds a lot to a program like X-Plane
to do your own Photo-Real scenery and it would be nice to share the user
created files with others.

Creating your first set of scenery

I have spent a lot of time with G2XPL and in turn have downloaded
scenery for Portland, Oregon, west of Portland all the way out to Astoria
and south to Florence, Oregon. This literally takes gigabytes of storage
space, so make sure you have the extra space before jumping into this
program. For the sake of this article I am going to chronicle my experience
with creating scenery for Nantucket. It is a small area and offers some nice
visuals.

Before you get started spend some time with the manual as it actually
goes into great detail about explaining how to configure G2XPL’s ini file OVER NANTUCKET MEMORIAL
and allows the user to set what textures they want to use and the distance
they want to grab the scenery at, but for me it was easier to leave it at its
defaults and just use it as provided.

The first step in creating scenery is to pick an area that you would
like to fly over; in this case I decided on the island of Nantucket and
placed myself on the departing runway within X-Plane. When you
launch X-Plane after installing G2XPL you will see a box right
above the cockpit on the left hand side of your screen indicating that
G2XPL is loaded and ready to use. If you do not want to use it all
you have to do is hit Esc and the box will go away.

G2XPL uses a hotkey to start the scenery download process, and

in my case it is the F1 key that launches the compiler. It is up to
you, but I find that starting the program when the plane is in the
air seems to be better for the program as it grabs more data for
the area. I could be totally wrong here, but I found that when I
launched G2XPL from the ground I was not getting the coverage
I wanted.

Once in the air pause the sim before you hit F1 to start
G2XPL, that way when the program is finished it will remain in
a paused state. When you strike the F1 key a window will open
HIGH ABOVE!
up on the left hand side of your screen and alert you that it is
downloading and preparing files for the conversion process
from Google Earth. During this phase it is important to just
leave your computer alone and allow the download process to
work, however, you will need to check it periodically because
Google uses a program called Captcha that basically requires
a code to be entered manually; this is to prevent spammers
from attacking their servers.

What I like most about G2XPL is that it doesn’t require

any kind of outside editors or config files to work. If you
remember, when doing scenery for FSX we had to create
a file called a KML that would tell Maps2bgl what area
we wanted to capture, but with G2XPL we simply fly
to the area we want and let the program do its magic!
To compile the Island of Nantucket took me roughly 15
minutes and within minutes I was up and flying over my
new scenery package. The other and most impressive
feature is the program’s ability to recognize coastlines.
Unlike Maps2bgl you do not have to worry about it
drawing over water.

DAWN FLIGHT OVER NANTUCKET 35

cpm1211.indd 35 10/23/2008 10:23:00 PM

 THE DETAIL IS FANTASTIC! HIGH ABOVE PORTLAND OREGON

RUNNING THE SCENERY PROCESS WITH G2XPL MY ENHANCED VERSION OF NANTUCKET MEMORIAL

CHECK OUT THE BOATS! ANOTHER SHOT OVER NANTUCKET

36 CPM. V12I11
G2XPL INI FILE NEWPORT OREGON ON A NICE SUMMER DAY!

cpm1211.indd 36 10/23/2008 10:23:03 PM

 X-PLANE

Where does it go?

Once the download and conversion process is complete you will
find a new directory in your X-Plane 9/Custom Scenery folder called
“Global Scenery”. This is where G2XPL stores your new project and
working scenery files. I do recommend creating a new folder and
copying and pasting the files from the Global Scenery directory into
it. I made one called Nantucket_Scenery. The reason for doing this is
to maintain a working set of scenery files because I found that if you
create a working area and then go back later to add more coverage
from Google Earth you can end up with bad scenery files that will
prevent X-Plane from loading. This will require you to delete the
Global Scenery folder and start all over! With my way, if you run into
this problem you can go back to the Nantucket_Scenery, copy and
paste the files back to an empty Global Scenery folder and continue
to compile over the existing set of scenery until you are satisfied with
your project.

Once you are happy with the amount of coverage and are finished
with the download and conversion process you will need to copy all
of the files from the Global Scenery folder in the Custom Scenery
directory to that of your project folder for future use, in my case I
just over wrote my original Nantucket_Scenery folder. The next step
is to delete the files within the Global Scenery folder, in the Custom
Scenery folder, so that it is ready for whatever project you are going
to work on next with G2XPL.

The Scenery
Once it is all done you are going to have scenery coverage in the
form of photo-real type scenery for whatever region you choose to fly
in with X-Plane 9. There are some things you need to know however.
First off, the biggest thing is the lack of any kind of auto-generated
scenery objects; for me the trade off was worth it! The other thing
you need to know and understand is that all of these files take space.
My Portland and Coastal scenery project consumed roughly 6 Gbs of
space and that data needs a home. So, do make sure you have a hard
drive with lots of space on it when compiling scenery projects with
G2XPL and X-Plane.

Another thing you need to know is that if you compile an area like
Portland, you are going to end up with areas that basically look low
resolution on the outskirts. This isn’t because the scenery doesn’t
exist, but it is because the program only grabs data so many miles
out from your airplane and what it doesn’t render in Google Earth
will show up as low res textures like the ones that show up in Google This little program will allow you to draw from existing objects
Earth when you zoom out your view. This is not a bad thing and and place them over your newly created scenery. What I found to
only requires that you make a larger project and fly to the edge of the be really cool with this program is the ability to add a lot of trees
different scenery boundaries to create more coverage. These settings all at one time rather than adding them one at a time. I was not only
can be adjusted via the program’s ini file but when I attempted to able to add buildings to Nantucket Memorial, but I was able to
change them I found that it did create some instability forcing me add foliage and boats in and around the island. I am happy to have
back to the G2XPL defaults. buildings where there were none to begin with and I cannot express
to you how much I welcomed this new tool for use with my new
Creating a scenery project is really all about how much time you scenery project and X-Plane 9.
want to spend on it. If you have time to compile an entire state then
you will have an entire state to explore. For me I am happy with the In Closing
smaller regions and I am really happy with my Oregon Coast scenery G2XPL takes X-Plane 9 to a new level, at least it did for me,
in X-Plane 9. and frankly, I would have never thought that it would be so easy. I
have totally enjoyed making scenery for areas that I am outwardly
Enhancing your photo-real scenery familiar with.
After it was all done I was happily flying over the island of
Nantucket, but the lack of boats, trees and buildings started to bother If you own X-Plane 9 then you owe it to yourself to give this a try,
me so I set out on another mission. This mission was to find a scenery frankly I was always apprehensive about doing it because of the fear
designer/builder for X-Plane 9. Located at X-Plane.org, once again, of program instability and losing everything, but G2XPL has opened
was a program called “DSF Scenery Editor, Overlay Editor”. my eyes much like Maps2bgl did for FSX. 4

37

cpm1211.indd 37 10/23/2008 10:23:10 PM

 38 CPM. V12I11

cpm1211.indd 38 10/23/2008 10:23:13 PM

 REVIEW

“De Havilland DH-89 Dominie”

Photograph by Rick Bryan

39

cpm1211.indd 39 10/23/2008 10:23:22 PM

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cpm1211.indd 41 10/23/2008 10:44:27 PM

 HORTON’S HINTS for FLIGHTsimX
BY DOUG HORTON

H
ere’s another collection of hints for FSX,
gathered from various sources, including
my own trials and discoveries in “flying”
the program. This issue highlights a website that
describes where to find interesting scenery locations,
including the aircraft carriers in FSX, and we include
how to get started with the thrill of flying aircraft
carrier operations.
Fantastic Locations
Looking for new locations to explore in Flight Simulator? There are
many locations with remarkable scenery. Thanks to Jes Søndergaard
of www.simtours.net, we can find many locations that show off
the detailed scenery design in FSX. According to Jes, his website
includes a catalogue of flights, destinations, adventures for FSX, and
the flights are mostly a combination of:

• Famous locations, cities, buildings, statues, etc.

• Impressive and scenic terrain.
• Difficult and dangerous approaches and airports.
• Easter eggs.

42 CPM. V12I11

cpm1211.indd 42 10/23/2008 10:44:37 PM

 HORTON’S HINTS FOR FSX

CATHEDRAL AND LEANING TOWER AT PISA, ITALY

SimTours includes a great deal of other information, including for

example, where to find the three categories of aircraft carriers in FSX.
First, there’s the stationary carrier USS Kittyhawk (CV-63), which
has been positioned outside the San Francisco Golden Gate for the
last several versions of FS. In the second category, there are new,
highly detailed static carriers at five locations. These carriers have
no support for aircraft launch and recovery, though their flight decks
include a realistic collection of static aircraft. They can be found at
these locations:
HOME PAGE OF SIMTOURS.NET, WITH CHANGING IMAGE

• Naval Air Station North Island (KNZY), California, USA.

SimTours.net provides starting airports and directions for each • Naval Station Norfolk (KNGU), Virginia, USA.
scenery location instead of saved flights. You simply use the FSX • Apra Harbor (southwest of PGUM), Guam.
user interface to go to the designated airport and follow directions • Puget Sound Naval Shipyard (northeast of KPWT),
from there. This method is more realistic than starting in the air Washington, USA.
at the scenic location, because starting at an airport is what you’d • Naval Station Everett (northeast of KPAE), Washington, USA.
experience if you would rent an aircraft to fly yourself or if you paid
for an aerial tour of the location.
The third category of aircraft carrier locations is AI aircraft carriers.
As examples, the accompanying images show the Taj Mahal in India These animated scenery objects follow AI traffic flight plans to
and the Leaning Tower of Pisa, Italy in FSX. These scenic locations depart and arrive at various naval facilities and other locations, as
are found on the list of Easter eggs, and the directions to find them are summarized in the following table:
simple: “Depart from Agra Airport (VIAG) and fly track 080° for 5 Route Departure
nm” and “From San Giusto (LIRP) fly heading 005° for 3 nm.” US east coast Naval Station Norfolk Tue 07:35z
Naval Station Norfolk Fri 19:35z
Hawaiian islands Pearl Harbor Tue 14:40z
Pearl Harbor Mon 02:40z
US west coast San Francisco Bay Sun 00:38z
(outside Golden Gate)
Naval Air Station North Island Wed 12:38z
US west coast *San Francisco Bay Tue 02:11z
(outside Golden Gate)
Naval Station Everett Fri 14:11z

Route Arrival
US east coast Naval Station Norfolk Wed 05:24z
Naval Station Norfolk Sat 17:24
Hawaiian islands Pearl Harbor Fri 02:56z
Pearl Harbor Mon 14:56z
US west coast Naval Air Station North Island Sun 18:18z
San Francisco Bay Thu 06:18z
(outside Golden Gate)
US west coast Naval Station Everett Wed 13:07z
San Francisco Bay Sat 01:07z
WORLD FAMOUS TAJ MAHAL NEAR ACRA, INDIA (outside Golden Gate)

43

cpm1211.indd 43 10/23/2008 10:44:38 PM

 *In cases of late evening (early morning Zulu time) departures, Aircraft Carrier Operations
you’ll likely need to select the day before what’s shown in the table. Have you tried aircraft launching from or landing on an aircraft
In the asterisked case, I needed to select Monday instead of Tuesday carrier in FSX with the Acceleration pack installed? Now that we can
02:11Z to see the carrier departing from outside the Golden Gate. It find the carriers, it’s time to try this skill. The Acceleration Pack F/A-
appears that in FSX, the day setting corresponds to the local time, not 18 Hornet is the plane to use, unless you have other carrier-enabled
the Zulu time. aircraft, such as from the Abacus Flight Deck 5 collection. The steps
are straightforward, though carrier landings require much practice.
The AI aircraft carriers have working Fresnel lens optical landing Flying the following FSX Acceleration pack missions is a good place
systems and lighted landing decks, and they support launch and to start:
recovery operations if you fly carrier-capable aircraft such as the F/A-
18 Hornet from the Acceleration pack. The first accompanying image
shows both the static and AI aircraft carriers near Naval Air Station • Carrier Tutorial – launch from a catapult, fly a pattern, and
Norfolk, Virginia (KNGU), on any Friday, at 1930Z. Five minutes land on the carrier deck.
later, the carrier gets underway, turns in place, and then it proceeds • Carrier Practice – your chance to practice your skills and earn
out to sea, where it’s available for carrier landing practice. The second your wings.
image shows an AI carrier anchored outside the Golden Gate Bridge. • Carrier Landing IMC – land your Hornet on the aircraft
carrier in instrument meteorological conditions—with no
navigation instruments.

Continuing with the example from, with the AI aircraft carrier

departing the Norfolk, Virginia area twice per week, you can set
up carrier landing and launch practice by allowing some time for
the carrier to clear the harbor and continue on its way southbound
along the Virginia coast. Select the F/A-18 aircraft, set the
time for any Friday at 2100Z, go to Oceana Naval Air Station
(KNTU), runway 5L or 5R, take off, keep your speed and altitude
low (maybe 200 knots and 1500 feet), turn southward, begin
descending, find the carrier just off the coast southeast of KNTU,
and then set up for landing.

To prepare for flying aircraft carrier operations, it’s advisable

to check that you have the needed key command settings for
these operations. These settings should be set up by installing the
Acceleration pack, but they may not be. Go to the FSX menu and
select, Options, Settings, Controls, and go to the Buttons/keys tab.

Function Key Commands

AI AIRCRAFT CARRIER IN FOREGROUND, WITH STATIC CARRIER BEYOND,
Tail hook (extend/retract) Shift+Q
AT NAVAL AIR STATION NORFOLK (KNGU) Takeoff assist (arm/disarm) Shift+I
Launch Bar (Extend/Retract) Shift+U
Takeoff assist (trigger) Shift+Space

Note that the names of the commands that the Rocket Launch Air
Cover mission briefing provides are slightly different. You may also
wish to enjoy another animation by setting the Wing fold/unfold to a
keystroke of your choice. I use Shift+W, which by default is set for
Panel (view previous). It’s easy to remember and it’s a command I
can do without.

As paraphrased from the FSX SDK, here are the basic steps for
carrier launches:

Catapult Assisted Takeoff

• Taxi into position over the launch end of the catapult.
• Press Shift+U to drop the launch bar from the nose landing
gear of the aircraft. This is an animated feature of the F/A-18,
and the launch bar should be visible.
• Press Shift+I to attach the launch bar to the catapult (which is
not animated). If the aircraft is not in the correct location, the
AI AIRCRAFT CARRIER ANCHORED OUTSIDE THE GOLDEN GATE BRIDGE connection will not be made. If all goes well, the connection will

44 CPM. V12I11

cpm1211.indd 44 10/23/2008 10:44:41 PM

 HORTON’S HINTS FOR FSX

be made, and the blast shield will be raised. You’ll also see a
text box in the lower left your screen that reads “HOLDBACK
Bar – Deactivate takeoff assist mode to release.” Thus, you can
release the aircraft from the catapult by pressing Shift+I again,
followed by Shift+U to retract the launch bar.
• The Shift+Space key is used to fire the catapult. The user
cannot control the position of the aircraft until the aircraft
clears the deck.
• If for any reason the assist arm (launch bar) is unset by using
the Shift+I keystroke, the blast shield will also be retracted. The
aircraft can then be taxied away from the catapult.

SHORT FINAL, LINED UP AND ON GLIDESLOPE,

WITH “MEATBALL” CENTERED

For official (though perhaps outdated) details on carrier

landing procedures, see the Landing Signal Officer Manual, at
http://www.robertheffley.com/docs/CV_environ/00-80T-104--
LSO%20NATOPS.pdf.

Note that in FSX with the Acceleration pack, the AI aircraft and
mission carriers include a well-simulated Fresnel Lens Optical
READY FOR “CAT SHOT,” WITH LAUNCH BAR EXTENDED
AND JET BLAST SHIELD UP Landing System (FLOLS). 4

For official (though perhaps outdated) U.S. Navy details on real

launch procedures, read Chapter Four of CV Natops Manual, at
http://www.skyhawk.org/specials/cv-natops-21oct99.pdf.

Here are the essential steps for carrier landings:

Landing Using Carrier Arrestor Cables

• Press Shift+Q to extend the tail hook into position for landing.
• Land on the appropriate spot on the carrier. There are typically
four arrestor cables (“wires”), and pilots typically try to “hook
the three wire.”
• In real landings, pilots apply “full military power” as the
wheels touch, so if the aircraft is not “trapped” by the arrestor
cables and thereby “bolters”, the pilot can go around and try
again. Thus, it makes sense to go to full power in FSX also
– because like the real skill, simulated carrier landings in FSX
are difficult to master.
• If the aircraft does not land with excessive speed, it will be
brought to a halt and pulled back a short distance. If it does
land with excessive speed the cables will not prevent the
aircraft going off the deck. Also, note that cable breaks are
not simulated.
• If “trapped” the aircraft can be taxied away from the landing
area, parked on deck, and then wings folded with the keystroke CLOSEUP VIEW OF FLOLS, SHOWING INDICATIONS FOR
set above. “HIGH” AND “WAVE-OFF.”

45

cpm1211.indd 45 10/23/2008 10:44:42 PM

 Checklist Manager Review 4
BY DR JOHN LATTANZIO

T
he bottom line: Checklist Manager is great, So I was re-installing FSX and all the add-ons. I got to the ATR
it will save you hours of time, and add to the 72-500, which is one of my favorite planes of all time. I remember
the hours spent learning the details of the systems in this aircraft. The
enjoyment of flying the more complex add-ons depth of simulation here is remarkable and it was a real challenge to
for FS2004 and FSX. It’s a fantastic learning device. I get everything right. I recall the fantastic feeling of elation when I
loved it. Now for the long version! completed flights with FS2Crew in the ATR72. I desperately wanted
to fly that plane again. But I had not touched it for nearly 3 years.
This review is late. Just ask our Editor. My apologies to him and to When it loaded I fired it up. I recognized the panels and I looked at
anyone else who was waiting for the review. But, after a lifetime of the checklist and I vaguely remembered the things to be done – Prop
working with computers and never having a disk crash, I am currently brake, Hotel mode, etc. I wanted to fly it again, but I knew it would
recovering from the fourth crash in 12 months! And I cannot take take me hours to re-learn the procedures.
blame for them as two were at work, and two at home, and they were
spread among linux and windows systems. No common denominator Then I remembered Checklist Manager (hereafter CLM). The new
at all. Anyway, the latest took out my FSX installation, which was FSX version has the ATR72 included. So I tried it. Without a word of
only partially backed up. (I have now learnt my lesson and everything a lie, 20 minutes later I was climbing to my cruise altitude with a very
is 100% backed-up – perhaps the Gods of computing will show me broad smile on my face! Thank you CLM! I reckon that without CLM
some mercy now?) I would have spent at least 2 or 3 hours getting to that stage. At least.

46 CPM. V12I11

cpm1211.indd 46 10/23/2008 10:44:43 PM

 REVIEW

So now that you have the short intro and the long intro, what
is CLM? It’s a fantastic example of how the best ideas are the
simplest. If I said it was an on-screen checklist, that would be
accurate but it does not do it justice. The beauty of CLM is not that
it is more than this, but rather the way it does it. It gives you each
item, one at a time, on screen, and usually with an instruction as to
which panel you need to find the item. This saves you heaps of time.
With a new complex add-on you usually spend many long minutes
(soon becoming hours) staring at the screen looking for the switch
needed to complete the next item on the checklist. Well CLM tells FIG. 1 - START BY LOADING THE CLM FLIGHT
you which panel, and sometimes has a brief explanation or addition FOR YOUR CHOSEN AIRCRAFT
of context, as well. It will also say useful things like “Check no light
in electrical section except Engine 1 GEN FAULT”.

By having the list on the screen you do not have to keep referring
to a printed page and it teaches you quickly how to get through the
most complex checklists efficiently. I think it is the perfect way
to learn a new aircraft. You may or may not want to use it later.
Maybe you prefer having a paper checklist, which is more realistic.
Agreed. But if you want to learn where things are quickly then
running trough the procedures with CLM a few times is a fantastic
and efficient way to learn your way around the cockpit and
procedures of a new plane.

So, how does CLM work? You download and install one
of the three versions currently available: for FS2004, FSX or
FSPassengers (for FS2004). So let’s say you want the FSX FIG. 2 - ALL START BY LOADING THE DEFAULT
BARON, YOU SWITCH PLANES YOURSELF.
version (I’ll discuss the others below). You get two folders of
files that must be put in the correct place – one for your FSX
installation and one for your My Documents\Flight Simulator X
Files folder. You need to check (once) that the path in the .PLN
files matches that for your FSX installation; if not just change it
using notepad.

When you run FSX you will see that there are now pre-
defined flights (see Figure 1) for each of the planes included
in CLM. So for the ATR72-500 simply select the flight named
“CLM X for Flight One ATR72-500”. Now, what this actually
does is load CLM and the default Baron at Kansai airport FIG. 3 - CLM INSTRUCTIONS INCLUDE CONTEXT
(RJBB, Japan; see Figure 2). Don’t worry, that is normal! It’s AND INFO FOR RELATED LIGHTS
often a good idea to load a default plane before one of the
detailed add-ons anyway and this ensures that is done. Now
simply change the location to wherever you want to be, change
to the correct plane (change time and weather as required) and
away you go.

CLM pre-defines two keys as Key-1 and Key-2. You use

these to tell CLM that you are ready for the next item in the
checklist (Key-1), or to skip a whole section (Key-2). For
example, if you are not starting with a cold-and-dark cockpit
then you want to skip the preparation and startup sections.

I have included some figures to show you how CLM works. FIG. 4 - CLM TELLS WHICH PANEL TO USE: -||- IS THE
For example, still with the ATR72, let’s look at starting the THROTTLE QUADRANT, EI IS ENGINE INSTRUMENTS
number 2 engine in Hotel Mode. This is the equivalent of an
APU on jets; the prop brake is on so the prop does not spin, but
the turbine runs and provides power for the aircraft systems.
Well, when turning on the fuel pump for engine 2 CLM gives
us more than just that instruction. In fact it says (see Figure 3)
“Engine 2 Pump…ON: RUN light illuminated, FEED LO PR
light extinguished, LP VALVE inline” so that we know what the
setup should look like if all is working fine. I find this to be a nice
touch and that it really adds to helping me know what I am doing,
why I am doing it, and how it should be progressing.

47
FIG. 5 - YOU CAN SKIP SECTIONS OF THE CHECKLIST IF YOU LIKE

cpm1211.indd 47 10/23/2008 10:44:44 PM

 FIG. 11 - CLM EXISTS FOR MANY DIFFERENT AIRCRAFT!

FIG. 6 - THERE IS EVEN A SIMPLE GUIDE TO THE FMC

FIG. 12 - THE AIRBUS MCDU SUMMARY: SUCCINCT BUT VERY HELPFUL

FIG. 7 - CLEAR SUMMARIES OF COMPLICATED
PHASES (AND PANEL REFERENCES!) REALLY HELP

FIG. 8 - I LOVE FLYING THE ATR72-500!

FIG. 13 - DURING BUSY PHASES (EG TAKEOFF) THE CHECKLIST IS AUTOMATED

FIG. 9 - CRUISE PHASE– TIME TO RELAX!

FIG. 14 - WITH CLM YOU CAN QUICKLY LEARN TO FLY COMPLEX AIRCRAFT

FIG. 10 - NO NEED TO LOOKUP LIMITS AND CPM. V12I11

48
RECOMMENDATIONS – THEY ARE ON THE SCREEN FOR YOU! FIG. 15 - THERE IS A VERSION FOR FS PASSENGERS!

cpm1211.indd 48 10/23/2008 10:44:47 PM

 REVIEW

It’s very useful being guided to the right panel as well. For example, Note that there are three separate products. There is a CLM for
when setting the prop brake we need to check that we have hydraulic FS2004, a CLM for FSX and a CLM for FS Passengers running in
pressure first – see Figure 4. So CLM says “HYD AUX PUMP switch FS2004. This is a perfect way to maximize your FS Passengers score!
(-||-)….PRESS, check BLUE HYD SYS (EI panel) indicator at 3000 I remember creating lots of detailed checklists for FS Passengers. Here
psi”. Note that the symbol -||- means the throttle pedestal, so we go it has been done for you. Another really good idea. You can buy CLM
there to turn on the hydraulic pump and then we go to the EI panel online from its own webpage (just google for “checklist manager”).
(Engine Instruments) to check that the pressure is provided (see figure You get the FS2004 and FSP version together for 15 Euros. The FSX
4). It all makes sense with CLM and it saves you ages looking for the version is also 15 Euros. Remember though that this includes all the
right panel. It’s a great way to learn a new aircraft. aircraft currently available.

Another example, one of the busier ones, is starting the engine. So overall, I think this is one of the most useful add-ons I have
Here we need the overhead panel, the throttle quadrant and the EI ever used. It’s simple but so very helpful that the developer, Michele
panel. You can get them all visible at once and then CLM eases you Gaindomenico from SEA (Sceneries, Effects, Adventures), deserves
through the procedure thus: “ENG2 START: ENG START selector to thunderous applause. His support is also first-rate, so if you have
START AB, depress START 2 pushbutton, monitor NH (EI panel) and problems he will fix them. This simple inexpensive add-on (15
when > 10% COND LEVER (-||-) to FTR. ENG START selector to Euros) has saved me many hours of frustration with new aircraft. I
OFF.” It’s so simple when spelled out, with context, and with all the recommend it to you very highly!
panel references.

Having all this info on the screen is great. OK, its not how a real Aircraft FS2004 FSX FSPass 2004
checklist works, but I don’t mind. If you do mind then I suggest
Default Cessna 172 X
this is still a very good way to learn the procedure quickly. Once
you are happy with where things are, then don’t use CLM if you Default Cessna 182S X
prefer the paper checklists. But I can think of no better or quicker Defaut Cessna C208B X
way to familiarize yourself with an aircraft and its procedures and
instruments than using CLM. Default Beechcraft Baron 58 X
Default King Air 350 X
For those aircraft with a FMC there is a brief checklist on
programming that as well (eg Figures 6 and 12). For example, for the Default Mooney Bravo X
ATR we are told “POS REF (6R) ROUTE (6R): Enter: ORIGIN, Default Boeing 737 X X
DEPARTURE RWY, DEST AIRPORT NEXT (FK): Enter flight
waypoints ACTIVATE (6R) EXEC (6R) --? PERF INIT Click Default Boeing 747 X X
on GRWT, ZFW, Enter: RESERVE TRANS ALT, CRZ ALT EXEC Default Boeing 767 X X
(FK) ” and then when you have done that, click on Key1 to get the
Dreamfleet 727 X X
rest. It’s succinct but it gives you the steps and with even just a little
knowledge you will have the FMC programmed quickly each time. Eaglesoft Cessna Citation X X X
FeelThere ERJ145LR X X
During busier times, like take-off and landing, the checklist will
run itself automatically so you do not need to be pressing Key-1 all FeelThere Wilco 737-XXX PIC X X X
the time (Figure 13). It gives you quite a few seconds for each task, FightOne ATR 72-500 X X X
leaving the info on screen. It’s very natural and a big help during the
more hectic phases. Lago Mad Dog MD80 X X
Level-D 767-300 ER X X X
On top of this you get some elementary sound effects, such as
airport traffic driving by when you are going through the pre-start MDMax Super 80 X
procedures and then you hear some flight attendant messages for the PMDG B1900D X
passengers, and the occasional comment from yourself on the flight
deck, for the passengers. It’s not a big deal, but it all fits into the PMDG 737-XXX NG X X
simulation nicely. PMDG 747-400 X X X
PSS A319 X X
I also loaded up CLM for the Feelthere/Wilco A340 to see how
quickly CLM reminded me how to fly that aircraft. It must be a year PSS A320 X X
since I have flown the Airbus series. But again, everything went form
PSS A321 X X
cold and dark to cruise very smoothly. What a great product!
PSS A330 X X
So that is the basic idea. It’s simple, but very effective. One of the PSS A340 X X
amazing things about CLM is the number of aircraft it covers. For
FS2004 we have 27 and at present 8 for FSX. Well, it’s really more as PSS Dash8-Q300 X X
those figures count the Airbus A318/319/320 and 321 as one aircraft! MADDOG 2006 X X
See the Table for details. But the really wonderful thing is that for
the one purchase price you get ALL of the aircraft currently available Wilco Airbus V1 318/319/320/321 X
– and all that will be added in the future! Now that is a bargain. Wilco Airbus V2 330/340 X

49

cpm1211.indd 49 10/23/2008 10:44:53 PM

 4
De Havilland Mosquito Review
BY GENE DAVIS

F
rom the war torn skies of WWII Europe comes it had fallen victim to vaporware. The news of the Mosquito’s future
the British built de Havilland Mosquito for release came once again during the middle of 2008 and the product
FS2004 and FSX via the folks over at Just was ultimately released through Just Flight with great anticipation on
the part of consumers and their need to have this marvelous plane in
Flight and Aeroplane Heaven.
their virtual hangars!
The Mosquito, a wood built aircraft, was the pride of In the Box
many different aircrews during WWII because of its The boxed Mosquito packages are available through Just Flight
remarkable speed and maneuverability. This coupled or your favorite flight sim retailer. The Mosquito sells for a little
with its ability to function as a fighter or a bomber under US$40. A base package download version is also available
and if that is not enough, you can also purchase two separate add-on
made it an excellent choice for many British Pilots packs that will add both the Special Ops and the Photo Recon and
during and after the war and was admired by both Radar versions of the Mosquito. The extra add-on packs sell at a very
leaders and pilots on both sides of the lines. reasonable US$9.99 each and are well worth the additional cost.

If you all remember, Just Flight first introduced us to a preview of With the base package, you will get three different variations of the
the Mosquito in their famed Lancaster package for FS2004. Though Mosquito plane, the B. Mark IV, FB. Mark IV, and the Mark XVIII
it was not totally completed it quickly became a favorite amongst Tsetse that carried an under-slung flak gun. If you choose to include
simmers and the anticipation of a full-blown release seemed almost the extra add-ons in the download version, your selection will include
imminent at the time, but its release did not come and many believed both the Special Ops and Photo Recon and Radar versions of the

50 CPM. V12I11

cpm1211.indd 50 10/23/2008 10:44:54 PM

 REVIEW

Mosquito as well. Each package includes paints that are historically

accurate and resemble that of Mosquito squadrons that were flown
during its service life.

Included in the boxed version of the Mosquito is a printed manual

that explains the layout of the aircraft’s cockpit as well as detailed
checklists. The manual not only covers the checklists but also includes
performance charts and other pertinent information regarding the
operation of the aircraft. About 10 years ago while making my way
through the many bookstores that litter the Oregon Coast back when I
was a tourist, I had the opportunity to pick up an actual manual for the
Mosquito. At the time, I opted against it because of cost, but now I am
kicking myself for it!
THE MOSQUITO AT DENHAM FIELD
Installation
If you are using the download version of the Mosquito you will need
to follow the directions explicitly when using the activation process
before you install the Mosquito. I found that I had to disable both my
virus software and firewall to get it to work correctly. I do not know
why but I always have issues with getting downloadable Just Flight
products to activate! Personally, I think it has something to do with
my rig and my network but after a couple tries I was off and installing
all three of the add-ons.

The installation process for the download version is relatively

simple, but it does require that you install the base package first and
then the other two add-ons afterwards. The boxed version is even
simpler, just insert the disc and let the installer do its magic. After
installation of the boxed version you will also have the option to
go and purchase either of the add-ons via the boxed installer. I did
not try this as I already had the entire package installed from the READY FOR A MISSION!
download version but it was nice to see that it was all possible
through the boxed version installer.

The Mosquito add-on includes both the FS2004 and FSX

versions, but it is important to note that the FSX version is not
100% compatible with FSX and Acceleration/SP2. It will work
fine with FSX and SP1 however. The end result is the same as any
port over from FS9, yes this is a port over, and with Acceleration
and SP2 you will see the problems that occur when trying to use
a port from FS9. The box states that it is FSX with Acceleration/
SP2 compatible; it is in fact functional in FSX but it does have its
significant port over problems.

The Mosquito
My exposure to the real Mosquito is somewhat limited but
what I do know from its history and from just hearing people
talk about it is that it was a definite favorite amongst British
air crews. The aircraft’s speed, maneuverability and multi-role THE COCKPIT
capabilities made it an excellent adversary when going up
against German pilots, and its ability to be a multi-role platform
made it very versatile .

The Just Flight / Aeroplane Heaven Mosquito represents the

real aircraft well and in some cases is an excellent museum
piece if you need to study this particular model warbird. The
exterior model of the Mosquito is beautifully rendered and offers
some nice eye candy. Along with historically accurate squadron
markings you will see accurate weapon load outs, animated
crewmen, and realistic animations for the gear and flaps.

Going from outside the aircraft to the inside is a visual treat

as all of the crew compartments are designed and modeled quite
accurately, thus giving the virtual pilot a true feeling of being there.

LOOKING AHEAD! 51

cpm1211.indd 51 10/23/2008 10:44:55 PM

 THE RADIO EQUIPMENT A WIDE SHOT FROM INSIDE THE COCKPIT OVER ENGLAND

U.S. PHOTO RECON ANOTHER SHOT OF THE MAIN PANEL

ROUTINE PATROL DAM BUSTING ANYONE?

52 CPM. V12I11
DIFFERENT COCKPIT LAYOUT LOOKING FOR A TARGET!

cpm1211.indd 52 10/23/2008 10:44:59 PM

 REVIEW

You will also find that if you are using either one of the add-ons, the
interior designs will change depending on what aircraft you are flying.
For instance, the photo recon Mosquito is significantly different from
a Mosquito that was used for bombing missions. Overall cockpit
design is relatively accurate from what I have seen from pictures of
the Mosquito Fighter/Bomber and as you spend more time moving
around within the cockpit, you cannot help but think about the work
that went into this one. The only complaint I have about the cockpit is
that the cockpit tooltips show up as a white block, this is because I am
using it with FSX and Acceleration, but it is distracting at times.

The sound for the Mosquito is fantastic and captures the

soundscape of the Rolls Royce V12 engines well. I did find that I
preferred the sound for the Mosquito in FS9 rather than in FSX. For
some reason the sound in FSX for this plane is really overwhelming
and actually overpowers you if you do not turn the volume way down
on your computer. Again, I think this is a port over issue, but it is
manageable.

Flying the Mosquito

The Mosquito was essentially a multi role plane. It was used as
both a low level and high level bomber and in many cases was flown
during night operations as a night fighter. Basically if there was some
kind of role during the war that required a specialized aircraft the
Mosquito probably fit the bill, it was simply that versatile!

The Mosquito not only garnered the respect of all those who flew it,
but it also gained respect from the enemy as well. German Luftwaffe
commander, Hermann Goring, had this to say about the Mosquito;

“In 1940 I could at least fly as far as Glasgow in most of my

aircraft, but not now! It makes me furious when I see the Mosquito.
I turn green and yellow with envy. The British, who can afford
aluminum better than we can, knock together a beautiful wooden
aircraft that every piano factory over there is building, and they give it
a speed which they have now increased yet again. What do you make
of that?” – Wikipedia.

At first I could not help but think the plane flies like a rocket. It
needed little runway and was extremely agile when climbing up into The biggest thing for me was probably the lack of FSX viewpoints
the heavens. This is where the fighter aspect of this wonderful plane in the FSX version as not having these set viewpoints inside or
comes into play. I mean really, if it was not fast, it would not be outside the plane really takes away from being able to enjoy the
considered a fighter! Right? interior of the plane, and in some cases, the exterior too. In FSX the
user is forced to use the Shift+Enter/Backspace key combo and so
I did find that when trying out the other models of the Mosquito, forth to move to the different compartments rather than just being
depending on their different loads, each plane seemed to react able to hit the “A” key and cycle through different views. This feature
differently. Take the Naval version, it sports a single torpedo strapped is also absent when viewing the outside of the plane as well.
to its belly. I was amazed when I tried getting off the runway with it
and it just seemed to lumber down the runway and take forever to get To get the most out the Mosquito I went back to FS9 and using
into the air. The reason for this was that FSX loads the plane before “Active Camera” I was able to move around freely within the plane
takeoff and it usually overloads it, so I do recommend changing your and explore each of the detailed compartments. This allowed me to
fuel and cargo figures in FSX before going up in the Mosquito. see what I was missing in FSX and allowed for easier access while
flying the plane.
Do you remember the dam busting games of the 80s and 90s? Boy,
I do! I must have played them all and I thought it was pretty cool to In The End
see the dam busting variant of the Mosquito included in this package. As I finish up this article on the De Havilland Mosquito I am
Now if only I knew where to look for a dam in Europe so I could test already thinking about my next flight in the classic warbird. Where
some of my night flying skills. shall I go? And what should be my purpose? This product is literally
a museum piece and if you have a hankering for WWII aircraft you
FS9 Vs FSX models really do owe yourself this one. It’s outside the norm of aircraft from
Since I have FSX with Acceleration installed I am forced to look at WWII that we have seen for Flight Simulator and it is well worth
the limitation of the Mosquito in FSX with Acceleration, so I decided to having in one’s collection, not to mention it does go well with the
spend more time with it in FS9 instead for the sake of this review, but Lancaster in FS9! Check your local flight sim retailer for boxed
there are some things you should know about the FSX version first. version availability. 4

53

cpm1211.indd 53 10/23/2008 10:45:06 PM

 Building a “Monster” Sim PC
BY SEAN JAMES

E
4

very Flight Simmer wants the best possible

experience each time they take to the sky.
To do that a half decent PC is not going
to ensure your enjoyment. With each new release
of our favorite flight simulator the demand on
PC technology is pressed beyond whatever you
currently have. People at ACES Studio in particular • 2.8 Ghz Intel Pentium 4.
• 1 Gb RAM.
seem to have little regard for the cash-strapped • ATI Radon 256 Mb graphics card.
flight simmer trying to balance household expenses • 120 Gb SATA hard drive.
and the urge to upgrade! • Lightscribe DVD/CD R/RW drive.
• ATX Chassis.
I have a 6-year old, PC that is. She was built by a “specialist”
and considered, at the time, to be very capable; or that was what
the salesman at the PC store told me. I had very little knowledge As it happened, Microsoft released Flight Simulator X and if
of what a good flight simulation PC should look like and I was that was not enough shortly after they released the Acceleration
comprehensively ripped of. In hindsight I could have done a lot better package. Unfortunately this spelled the beginning of the end for
had I not been so new to flight sims and had discovered the various my old PC. And this is precisely the time I began to “coach” my
online forums and PC magazines. After several minor upgrades wife to the point where she stunned me one morning just before
over the past six years it finally met its match; FSX! Up until FS9 it mounting my motorcycle to go to work. She said the golden words
served me well including the occasional Need for Speed and various that every husband dreams of hearing, “Love don’t you think it’s
shoot’em-ups. The old specks look like this: time for an upgrade?”

54 CPM. V12I11

cpm1211.indd 54 10/23/2008 10:45:07 PM

 During our search we came across an interesting article in NAG
Magazine, South Africa’s top PC and game console monthly (I am
their resident flight simulation reviewer). Basically they presented
a series of hardware reviews culminating into what they call the
“Dream PC” and formed the basis for the rest of the research.

The component section:

There is some rationale behind the selection of individual
brands and component specification. Affordability, availability and
performance specifications were carefully considered. Our thinking
followed the path detailed below.

Motherboard

DETAILED FRIDAY HARBOR

It is important to look to future upgrades such as a CPU and

RAM. The FSB speed is important as well as the power management
DETAILED JHB features and quality of the BIOS software. Some boards have power
management features which are not desirable on gaming platforms.
RAID and Crossfire support should also influence your decision.
I managed to downplay the euphoria I was experiencing and did RAID allows simultaneous reading and writing when multiple SATA
the only thing a middle-aged, PC-challenged man could do. I turned drives have been installed. Crossfire support is important for future
to my 19-year old son and asked him what my dream PC might look upgrades.
like. No time was wasted in researching the killer machine that would
make my sim buddies weep with envy. We set about paging through We selected the Biostar TPower I45. The board is the current record
PC and gaming magazines, reading up on hardware reviews and holder for the highest FSB speed. In addition to this the TPowerII
comparing pricing. My wife was wise enough to give us a budget to utility allows full control over fan speed and has an overclocking
work to - 12,000 South African Rand, or $US1650. When converted utility. The board supports Crossfire and has an integrated 7.1
to US Dollars it may not seem like a lot of money but let me assure surround sound card. An onboard LED display shows the CPU
you, in South African Rand it is a considerable amount of money to temperature. We opted for the addition of a Northbridge cooling
spend on a PC. system to help keep the board temperature down.

I have learned much over the past few weeks including how to RAM
deal with disappointment when parts had to be ordered on backorder.
The primary brief given to my son was to find an acceptable balance
between affordability and processing power; the key components
being the motherboard, processor and graphics card. FSX is resource
hungry, absorbing memory at an alarming rate with little to show on
the screen for the effort put in by the PC.

We first took a look at a few off-the-shelf systems. Many computer

stores advertise “game-ready” systems but the pricing seemed to be
excessive. Besides, we could not find a system that wouldn’t need
some upgrading such as RAM or substituting the graphics card with a
more suitable one. There are some good off-the-shelf gaming systems
on the market such as Alienware’s Arial 51 series and Dell’s gaming
platform. Unfortunately Alienware’s Area 51 represented in sunny
South Africa and the Dell call center did not inspire much confidence.

55

cpm1211.indd 55 10/23/2008 10:45:08 PM

 I decided that the new PC will run Vista SP1 so we selected 2 We looked at two cards that use the ATI chipset; the Sapphire
x DDR2-1066 Mhz 2 Gb memory sticks. If your budget allows I HD4870 and the ASUS EAH4870. Both use exactly the same
recommend the Team Xtreem DDR2-1200 Mhz memory which has chipset and support MS DirectX 10.1 and PCI Express 2.0. Due to
its own cooling system. availability issues the ASUS unit was chosen. Although the Sapphire
card was our first choice the 3-year warranty on the ASUS card made
Processor it an easy trade off. The additional software such as SmartDoctor
provides great tweaking and monitoring while GamerOSD allows
over clocking of the card as well as video and screenshot capture
much like FRAPS achieves.

Storage

AMD or Intel? You will have to make a personal choice here. I

have always been pro Intel but there is compelling evidence both
anecdotal and factual that AMD is every bit up to the task so you
make your own mind up. We took the less expensive route selecting
the Intel Core2 Duo E8400 - Dual Core 3.0 GHz. Again, if budget
allows the Extreme edition is the way to go but at triple the cost it was A fast hard drive is an important consideration. The Seagate 500 Gb
beyond my budget. The processor comes with a good fan but a third SATA II offers speed and has enough space to store piles of downloads,
party unit should be considered. data, apps and games at a reasonable price. We opted for a large capacity
drive up front because experience has shown that one runs out of space
Graphics card all too soon. Hard drives are pretty boring so there is not much to say
about them. But if it’s very fast read speed you are looking for, the WD
Caviar SE16 500GB is an alternate choice, but at a price premium.

DVD/CD-RW

The graphics card is one of the most important components of a

gaming PC and you could spend vast amounts of cash on high-end
cards. The trick is to select a good card that will stand you in good
stead for the next three to four years. Of course if you have a large
budget then splash out on a card. nVidia and ATI have duelled over
market share for years now, neither gaining the edge over the other
for very long. The fierce competition has been great for consumers Any reputable brand will be a good choice. This is one of the few
who have benefited from the advancements in performance. On a areas where you can select something that is on special. We chose
personal note I believe that ATI do have the edge when it comes to the Samsung Writemaster for its speed and good looks that would
development as a result of their merger with AMD. This has placed hopefully complement the case we would later choose. The matte
them very close to chipset development and the benefits are obvious. black finish was just the look we were after.

56 CPM. V12I11

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 Chassis Input Devices
Mouse and keyboard decisions are very much an individual choice.
I recommend basing your decision on what you already have and
what the primary use of the PC will be.

Joysticks can be purchased relatively cheaply but yokes will set

you back some. I use a Logitech Freedom 4 Wireless joystick.

The results
The most gratifying thing of all was running FSX for the first
time once the PC was set up correctly. Always ensure that you have
the most current drivers and system applications installed. With
all the auto-overclocking utilities and tweaks set to recommended
settings I positioned all the FSX sliders to Ultra High and launched
the simulator. The results were immediately satisfying. Frame rates
seldom dropped below 65 fps during normal flight operations. My old
PC struggled to maintain 12 fps and at times plummeted to 5.6 fps.

Computer Slider setting Frames Per second

Old PC High 12 - very erratic
Quite a bit of research went into selecting the case. Price was a huge New PC Ultra High 65 - consistent
factor and caused some consternation. I was alarmed at just how much
a case can cost. Local suppliers offer a wide range and in the end we
settled for a compromise between noise levels, cooling characteristics
and good looks and opted for the Aero Cool NITRON. Its clean, simple
design is available in high-gloss black or shining silver finishes. The
massive side fan has variable speed offering good airflow through the
chassis. The 12 cm front cover fan is tastefully illuminated with neon
LEDs offering just enough “bling”.

Power Supply

JHB INT BEFORE

The Megapower 600W unit was chosen for its competitive price. I
would have preferred a 1000W unit but budget constraints prevailed
again. If you can afford it, opt for the Zalman ZM1000-HP 1000W
power supply.

Monitor
CRTs are a thing of the past and I was happy to replace my old LG
FLATRON with a new LG L192WS, a 19” LCD wide screen. What a
difference the 1440 by 900 pixel resolution has made for my flight sim
experience. The screen is crisp and clear. I have little if no reflection
on the screen from the window in my study. The monitor has several
settings such as movie and text modes allowing for perfect resolution. JHB AFTER

57

cpm1211.indd 57 10/23/2008 10:45:17 PM

 In order to ensure that the PC hardware was utilized to its
maximum a set of trials were embarked on. This involved a lot of
stopping and starting to adjust the settings inside FSX. The process
took three consecutive evenings to complete. I believe I now have a
good balance between performance and detail. To emulate my current
setup, edit the config file in Notepad substituting your values for the
ones listed below. Don’t forget to save the file under a different name
so as to preserve your current configuration.

[GRAPHICS]
TEXTURE_MAX_LOAD=1024
NUM_LIGHTS=8
AIRCRAFT_SHADOWS=1
AIRCRAFT_REFLECTIONS=1
COCKPIT_HIGH_LOD=1 LOOKS LIKE GOOGLE EARTH!

LANDING_LIGHTS=1
AC_SELF_SHADOW=0
EFFECTS_QUALITY=2
GROUND_SHADOWS=0
[SCENERY]
LENSFLARE=1
DAWN_DUSK_SMOOTHING=1
IMAGE_COMPLEXITY=5
[DISPLAY]
BLOOM_EFFECTS=1
SKINNED_ANIMATIONS=1
TEXTURE_BANDWIDTH_MULT=40
UPPER_FRAMERATE_LIMIT=0
[PANELS]
QUICKTIPS=1
PANEL_OPACITY=100 DETAILED AIRCRAFT TEXTURES
[TERRAIN]
LOD_RADIUS=4.500000
MESH_COMPLEXITY=80 Final Specification Card
MESH_RESOLUTION=22
TEXTURE_RESOLUTION=26
AUTOGEN_DENSITY=3 CPU Intel Core2 Duo E8400 - Dual Core 3.0 GHz $232.00
DETAIL_TEXTURE=1 Motherboard BIOSTAR TPower I45 LGA 775 Intel P45 Motherboard $223.76
WATER_EFFECTS=5 RAM 1 Gb DDR2 $160.00
Graphics Card ASUS EAH4870/HTDI/512M $299.67
[WEATHER]
Storages Seagate 500 Gb SATA II $102.67
CLOUD_DRAW_DISTANCE=5
DVD/CD Samsung $033.33
DETAILED_CLOUDS=1 Chasses Aerocool Nitron Gaming Chassis $096.00
CLOUD_COVERAGE_DENSITY=7 Power Supply Megapower 600W $066.67
THERMAL_VISUALS=0 Screen LG 192WS-BN 19” Wide Screen $230.00
DownloadWindsAloft=0
DisableTurbulence=0
[TrafficManager] *Costing is based on average online shopping prices in USD.
AirlineDensity=15
*A few important points. I paid the going rate for all the
GADensity=15
components purchased. I received no sponsorship or endorsements
FreewayDensity=15
for mentioning the use of individual brands nor did I attempt to
ShipsAndFerriesDensity=35 make contact with them.
LeisureBoatsDensity=35
IFROnly=0 My thanks to Gary at GX Electronics for sourcing and assembling the
AIRPORT_SCENERY_DENSITY=3 PC. Please visit them online at www.gxelectronics.co.za 4

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 4

The Twelve-Hundred Mile Wide Cessna

BY DICK KOLBLY (AOPA 210664) AND LANE KOLBLY (AOPA 5977534)

I
’m Dick Kolbly, a retired aerospace engineer
and flight instructor. I have been fascinated with to enjoy realistic flying at low cost. I have often said these simulator
programs would be excellent tools for both primary and advanced
flying and airplanes all my life. I got a little time flight instruction.
in a Link Trainer at George AFB, thanks to Armed
Forces Day programs when I was in junior high When my grandson, Lane, showed the same enthusiasm for
school, but that was the extent of my flying, then. airplanes and flying at a very early age, I decided to introduce him
When I graduated from college, one of my first efforts to flight simulation. I got him the CH Products yoke and rudder
pedals and his father, a computer expert, was able to keep everything
was to obtain a pilot’s license. working. Every time we visited, Lane wanted me to give him more
flying lessons. Since this usually occurred only once a year, I couldn’t
I purchased a used Cessna 140, and learned to fly at the old Arrow provide any meaningful instruction.
Airport near Lincoln, NE, the same airport where Charles Lindbergh
learned to fly. After completion of military service (I was probably I’m Lane Kolbly, an eighth-grade student at Austin Montessori
the only private in the U.S. Army with a private airplane), I obtained School. As long as I can remember, I have been an airplane freak. At
my commercial, instrument, and instructor’s ratings. I have since an early age my idea of fun was to watch airliners take off and land at
continued to fly, owning three aircraft and accumulating some 3000 the Austin airport. I could barely think about other things. When I was
hours of light aircraft time over the next several decades. younger than ten, my grandfather came to visit. This was a special
occasion because he lives 1200 miles from me. At the time, he sat
Although I no longer own an airplane, my love of flying continues. down and pulled out a copy of “Microsoft Flight Simulator 2002”. I
Naturally, I embraced the flight simulator programs as they were asked, “What is that?” I was interested mainly because of the picture
introduced. With the Microsoft Flight Simulator programs, I was able of an Amphibian on the front. He installed it on my computer and ran

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 it. I was amazed. There was an airplane slowly rotating on the screen
and various buttons labeled things like “Select Airport” and “Load”.
The airplane rotating was a Cessna 208 Caravan. Then Grandfather
pushed a button in the lower corner of the screen labeled “Fly Now”.
The screen went dark and a little window appeared in the middle,
showing a progress bar. I stared fascinated until Grandfather said,
“Okay. Let’s go to Fry’s.” I, on the other hand, wished to continue
looking at the airplane, totally ignorant that I could fly it. When we
came back, we had a CH Products Flight Sim Yoke. After Grandfather
showed me the useful “ctrl-e” engine start procedure and how to
use the throttle, I was up and crashing somewhere in west Texas. I
would fly at full throttle at whatever I was flying at (typically the
ground), until Grandfather said, “Land it.” I was shocked. Land it?
I had never done that. How was it done? These questions crossed
my mind as I dived at the runway and turned final 10 feet from the
runway. An exciting maneuver - you should try it some time. Two
years later, when Grandfather was visiting again, we were at Fry’s
when Grandfather picked up the metal casing of “Microsoft Flight
Simulator 2004”...

I am amazed when I think of those days, now that I have nearly

200 hours of flight simulator experience and 2 hours of real-world
airplane time. Back then, my experience consisted of going to the
airport to look at planes. My simulated landings (ILSs to be specific)
looked like an oscillator, swinging from side to side with a dull
thunk...thunk...thunk... Nowadays, they look like the needles were
painted on, but not always on the center of the gauge.

LANE CONDUCTING PRE-FLIGHT INSPECTION OF A CESSNA 172

LANE PLANNING A FLIGHT ON HIS KITCHEN TABLE

LANE AT THE CONTROLS OF A CESSNA 172

The release of Flight Simulator X (FSX) with its new “shared

cockpit” feature allowed flight instruction via the Internet. Both of us
were running FSX, and we had the requisite high-speed connection.
The hardware and software were now in place to allow structured
flight instruction. We set up a training schedule once a week on
Sunday afternoon, and a program of flying lessons began.

Lane and I both got copies of a recently published book using FSX
for real-world training [Ref 1], and have made extensive use of it.
Even if you don’t have a flight instructor, working though the lessons
in this book will provide a lot of useful information for both simulator
DICK GIVING INSTRUCTION FROM HIS FLIGHT CONSOLE and real-world piloting. We recommend this book highly.

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 As a flight instructor, I have always been the hands-off type, taking the airplane and taxi to the active runway. After clearing traffic, we
over only to prevent bending of metal. I believe the best learning would take off and fly to the designated practice area. Depending
takes place when a student is allowed time to recognize a problem, on the particular goal, we would climb to 3000 feet AGL for air
analyze the situation, and decide what corrective action is necessary maneuvers, such as stalls, steep turns, unusual attitude recovery, etc.
and gets back out with minimum intervention. FSX is ideal for this, and a lower altitude for ground reference maneuvers, such as S-turns
as it is not easy to just “grab the controls.” You have to communicate and rectangular courses.
with the other person in the cockpit to perform the handoff. I
have always felt that “a gentle word to the wise” was sufficient.
Of course, it is important that safe operation of the aircraft be
maintained. One of the difficult aspects of flight instruction is to
determine the line between expecting precise control and nagging.
When using simulators, you can allow the student to get into
trouble as deep as you wish, as there is no physical danger to either
equipment or person.

Lane and I set up some ground rules to make sure the instruction
was as realistic as possible. The FSX realism factors were set to
maximum values. Acceleration of lesson speeds and the use of
an auto-pilot would not be allowed. We used the same aircraft
throughout… a Cessna 172 trainer. Almost all lessons started at
Lane’s home airport – Georgetown, TX (KGTU). Lane was required
to keep an accurate written logbook of his flying. To borrow a
phrase from Microsoft, we wanted to make the instruction “as real
as it gets!” UNUSUAL ATTITUDE RECOVERY

We started each lesson in the traditional manner: I explained

the purpose of each session and its goals and asked a series of
questions, which Lane answered. Normally in flight instruction, this
takes place before getting into the airplane, but with FSX we had
to be “sitting” in the airplane. There was one thing we couldn’t do
with FSX – the pre-flight inspection. To teach this important part
of flight, we went to a local airport, and with the permission of the
Fixed Base Operator (FBO) we performed a thorough pre-flight
inspection of a Cessna 172. Since most of our flying lessons were
made when we were thousands of miles apart, we only did this once.

However, I insisted that all the appropriate cockpit start and pre-
flight procedures be followed, including use of a checklist, magneto
and mixture checks, proper operation of control surfaces, etc. I felt
it was important that good pre- and post-flight habits be developed
early in the instruction cycle so bad habits will not become STEEP TURNS
ingrained.

As every pilot knows, flying requires lots of documents.

Fortunately, many of these are available online from the Federal
Aviation Administration’s web site (www.faa.gov). Test standards,
instrument charts, and other materials can be downloaded at no
charge. However, we had to buy two copies of the San Antonio
Sectional Chart so each of us could have a copy. Every student also
should have a plotter and flight computer available. There are a
number of good books for aspiring pilots, and I provided some of
these to Lane and we are both members of the Aircraft Owners and
Pilots Association (AOPA). The AOPA has excellent materials for
students on aviation safety, flying practices, and what’s happening in
general aviation.

The FAA publication, Practical Test Standards for Private Pilots TURNS AROUND A POINT
[Ref. 2], was used to develop a training syllabus [Appendix A]. This
syllabus closely duplicated the one I used for private pilot training in
aircraft. Prior to each session, Lane would be informed of the goals To do instrument-referenced exercises some creativity was
and would set up the required conditions in FSX. He would then host required. The ceiling was set to 2000 feet MSL (about 1200 feet
a session via direct Internet connection, and I, the instructor, would AGL at Georgetown, TX). I would have Lane fly into the clouds and
join him in his aircraft at the appointed time. We would have a pre- perform the required exercises. Since transfer of aircraft control is
flight discussion about goals and objectives, and then he would start awkward with FSX, unusual attitudes were induced by having Lane

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 close his eyes tightly (note the honor system), and I would tell him Grandfather had said (regarding my cross-country) “...include at
what control pressures to apply. When things were awkward enough, least three large airports, and each leg should be at least 150 miles.”
I would tell him to open his eyes and recover. Of course, this method I went way past that. I flew on the Georgetown (KGTU) to Midland
would be ill-advised and completely illegal in actual flight instruction. (KMAF) route, about 300 miles. From there to Albuquerque (KABQ),
Although not ideal, this technique seemed to work satisfactorily. about another 300 miles. There to Dallas (KDFW), a ten hour flight
interrupted two hours from Dallas by a small five year old sibling
FSX is very good for teaching traffic pattern work, as well as who reduced my flying ability. And finally, to Houston, (KIAH) busy
takeoffs and landings. The wind conditions could be set in advance enough to have the ground controller forget about me, and back to
for crosswind landings and takeoffs, up to and including the Georgetown (KGTU). Total flight time had been 17 hours in six days,
maximum demonstrated crosswind component for the Cessna. Soft- more than ever before.
and short-field techniques were readily demonstrated and practiced.
Just to spice things up, we could add gusting and turbulence, to set
up handling an airplane under adverse conditions. In retrospect,
next time I do this instruction, I will “fail” the airspeed indicator
and altimeter to encourage traffic pattern work by external clues.
The beginning student has a strong tendency to fly by reference to
the panel instruments. Unfortunately, FSX does not provide these
clues, such as control pressures and engine and slipstream sounds,
information that is very helpful in controlling an aircraft. But useful
training is still provided by this method.

After the first solo (one of the few things that FSX does not
adequately simulate – there is no substitute for this experience!), there
is a bit more practice and some supervised solo flights. With FSX, I
would just have my student do some “homework exercises” before
our next lesson.

The next phase in our syllabus was cross-country training. By using

the advanced state of current simulators, such as FSX, we were able DEPARTURE FROM KGTU
to realistically plan and execute cross-country flying. Lane had the
usual tools, such as a plotter, flight computer, and sectional charts.
We would set FSX to actual weather conditions, and complete our One topic private pilots must be familiar with is density altitude.
preflight briefing via the Internet. He would prepare a flight log and For most pilots, their first encounter with a high density altitude
simulate filing of a VFR flight plan. In our dual cross-country flights, was an occasion of terror! FSX allows one to experience it without
we flew with both non-radio techniques, including pilotage and dead the danger. After the cross-country flights had been completed, I
reckoning, and normal radio navigation using VOR, GPS, and NDB instructed Lane to set up to fly from Flagstaff, AZ (KFLG). This
aids. The first cross-country flight is traditionally a dual flight, and airport is 7015 feet MSL with an 8800 foot paved runway. Lane
fairly short, with legs about 50 nautical miles each. Navigation by was to set calm winds and an outside air temperature of 95 degrees
ground reference and dead reckoning was the primary navigation Fahrenheit. The aircraft was to be loaded to within 100 pounds of
technique we employed on this flight. We deliberately chose small maximum gross weight. I asked him to determine the takeoff distance
airports as destinations, as one of the skills to be learned is being able required and density altitude. We then made our run-up and departure.
to see the airport! The exercise showcased the actual performance under adverse
conditions and allowed Lane to appreciate what could happen with a
The next lesson was a short solo cross-country flight, with 50 to 60 high density altitude.
mile legs. My choice was to have Lane go to one medium-sized airport
and one small airport. Again, since we had no provision for the signing
of the logbook at each destination, I relied on the honor system.

How good was the honor system? It is true that I would always
write down nothing more than the flight time claimed by FSX, but
what was that? Does taxiing count? What about flights that do not end
well? One time I was flying a cross country out to Gilliespie (T82)
and San Marcos (KHYI) with Grandfather. The flight plan said “two
hours” and the clock started at 3:30 and ended with 5:20. but the FSX
system said “Flight time: 2.9 hours.” So how does FSX count? These
questions consistently run through my mind whenever I log a flight.
Sometimes, it counts less than the actual. It teaches you to be wary of
what you log.

The next cross-country flights consisted of longer legs of about

three hours duration, with at least one controlled airport. On these
flights, radio aids were employed as the primary navigation technique.
On the dual flight, air traffic control could not be employed, but its
use was encouraged on the solo flight. DEPARTURE FROM FLAGSTAFF

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 Our next lesson also started at Flagstaff under the same conditions, the way there, I finally found it between two cliffs. I was conveniently
but we did a short cross-country flight to Sedona, AZ (KSEZ). Many on the correct ground path. I waited for the PAPI to go red red white
pilots regard Sedona as one of the most difficult airports in the United white. Then I descended. The runway was growing larger and larger
States. Although KSEZ is at a somewhat lower elevation (5129 feet in the windscreen. I wondered what Grandfather had said about the
MSL), the airport is surrounded by high terrain, requiring a precise “hardest airport to land at”. Maybe he wasn’t talking about this one.
pattern. It took several approaches before Lane was able to safely That seemed unlikely. Then I was high. I reduced power and the dots
land. This was an exercise that I would not undertake in actual flight suddenly showed low. That was when the aircraft dropped out from
instruction. Fortunately FSX allows us to set up training conditions under me. I pushed the throttle forward. Then I got over the plateau
that would be too risky to attempt in real life. and the plane skyrocketed up from the added power. I added more and
more flaps and was doing the strongest forward slip in my life. But
I still ascended. I raised the flaps and went around. This time I used
full flaps from the start and flew slightly low, hoping the rising waves
would push me onto glide slope. No, the effect was only stronger. I
rocketed up even higher and tried again. Third time lucky, I thought,
but that does not apply to this airport. The rule here was apparently
“divert to another airport this time lucky”. After the third go around,
Grandfather said, “Try staying on the glide slope better.” I tried. I
glided in without a problem. I was almost certain that he had turned
off the effect somehow. Once we were on the ground, I raised the
flaps for a short field takeoff and said: “But... How... Why... How did
we do that?” Grandfather laughed. I forget precisely what his answer
was, but the experience taught me that being on glide slope was
important. Then I heard in my headset “Now do it again.” I practically
died. But three landings and six go arounds later, I got to experience
a sunset from Sedona. It was beautiful. The only thing that spoiled it
was the painful whirring of my video card, and the fact that the frame
rate dropped to a slide show.

On one of my hours of real aircraft training I had been told to land

the plane. In theory, I could do this. I was on base leg to Runway 18 at
APPROACH TO SEDONA Georgetown. The only difference, I tried to reassure myself, was that
Grandfather was not in the right seat, Ron was. I had nothing against
that, but just the absence of Grandfather probably was what caused me
At Flagstaff, it was a sweltering ninety-five degrees outside. The to cut the turn to final. It could also have been that I thought I was low.
aircraft was at maximum weight. The first thing I noticed was that Regardless, I ended up on final. 30 feet...20 feet...10 feet... the numbers
for the run up to eighteen hundred RPM, I was nearly full throttle, counted down. Finally, flare. The aircraft jumped up and I pitched
even with the mixture leaned properly. Now I was at the end of the down. The aircraft responded by diving at the runway. I pulled back at
airport’s long runway. Altitude: seven thousand feet. I had over a the right instant. The C172 touched down with a thunk. I managed to
mile of runway in front of me, so I didn’t bother with the short field bring a plane down on my own, and now I could start breathing again.
takeoff. Grandfather’s words of warning buzzed in both the back of That had been rather quick paced! I suppose time flies when you’re
my mind and my ear as I slowly eased up the throttle. So far so... not having fun. This is a living example. I heard the flap actuators whirring
quite good. My tachometer was reading twenty one hundred RPM. I as I turned off the runway, just like the flight simulator. That, like my
was halfway down the runway at forty knots. The runway numbers flight last year, is an experience I can (and will) remember.
inched past me as I pulled my yoke partway off my desk while
franticly trying to avoid trees at the end of the runway. In the air the Prior to the Private Pilot Practical Test, I required Lane to pass the
situation was no better. I was barely going to make it. I turned sharply private pilot written examination. Fortunately, there are a number
to avoid a tree and made it past. And, like before, I was troubled. I of good practice examinations available, both on the Internet [Ref
was just above stall, with no flaps, full throttle, and to make matters 3, 4], and from commercial sources [Ref 5]. Lane was placed on his
worse, I was ten feet from the trees. I was climbing, but not fast. I honor when taking and grading the test. I could have required the test
saw to my horror that the land was rising ahead of me. I was a good be supervised, and mailed to me for correction, but since Lane is a
hundred feet above the treetops, so I started a shallow five degree turn very honorable and diligent student, I relied on verbal questions to
to crosswind, then to downwind. I never climbed more than 300 feet evaluate his progress on “book learning”. I felt in this case there was
above the ground. I couldn’t use the flaps, because doing so would no advantage to a more supervised examination. As it turned out, he
have caused me to become a dart and hit the ground. I was in a spin missed only two questions on the written examination.
once, and that’s what it felt like: being a helpless dart. I couldn’t
speed up, doing so would have caused me to nail the ground. Same The checkride was conducted as described in Reference 2. We
with slowing down. On final approach I was full throttle doing s-turns began with a verbal discussion of the documents required for
so I could see the runway. S-turns didn’t work so well when you can the examination and the purpose of each of these. Even though a
only turn with a five degree bank. So I resorted to remembering what student pilot license and medical certificate are not required for
the runway last looked like. Amazingly, I landed on the runway. simulator flying, I expected him to explain the purpose of each of
these documents. The same situation applied to aircraft log books,
After a month of similar high-altitude flying, we made the trip to registration, etc. The student was orally questioned on the aircraft’s
Sedona (KSEZ). After three go arounds, I was inclined to agree that performance, calculation of weight and balance, fuel requirements,
Sedona is a very difficult airport. After nearly missing the airport on and anything else I could think to ask an aspiring private pilot.

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 Lane was then asked to plan a cross-country flight of about four In retrospect, there are advantages and disadvantages of training
hours in length, to a destination that was provided. Since we could pilots using flight simulators. Virtual instruction is much less
not do an actual pre-flight inspection, I had him tell me, step by expensive than using real aircraft, and a student can practice over
step, everything he did on the walk-around. and over until the techniques are fully mastered. Although FSX flight
time cannot be credited as actual flight time for ratings, the practicing
To do the checkride, there was more than just the “ride” part. of maneuvers and training under a variety of experiences could
For instance, there was the flight planning and spoken test. To reduce the amount of time a student would require in actual (read
accomplish the feat of a checkride in FSX, we used the phone for expensive) aircraft! Much of the experience the student obtains will
most of the checkride. First, Grandfather called me and told me allow more rapid progress. The main advantage of using simulators
(again) that he was no longer my sweet grandfather, but rather an for instruction, other than the greatly reduced cost, is the ability to
FAA inspector. Apparently, FAA inspectors act a lot like sweet control the conditions for instruction. If you want a green student
grandfathers. He called me and asked me things like “If the to try a crosswind landing at the maximum demonstrated crosswind
temperature is 90 degrees, will your takeoff distance be more than component, it is simple to set the simulated winds accordingly. In
or less than the distance if the temperature was 40 degrees?” and addition, experiencing high density altitude in a heavily loaded
“How often must you renew your certificate?” I actually got that aircraft is a valuable lesson!
one wrong. I had on the written test too. I guess I’m not familiar
with laws regarding aviation. From there, he gave me 30 minutes There are a number of disadvantages to using simulated aircraft for
to plan a flight from Georgetown to Midland, the same route I had learning. For beginning students, the lack of aircraft “feel” and the
taken on my long cross country flight. It took only ten minutes to poor peripheral vision are serious shortcomings. During slow flight
plan it, and I spent the rest of the time checking and rechecking my and an incipient stall, the softening of the controls and the changing
flight plan. Grandfather called again and I recited the flight plan. wind and engine sounds are important information. Uncoordinated
turns can only be determined by observing the slip indicator. Because
Having successfully passed the oral and ground portion of the of these relatively poor outside clues, the student tends to rely on
Private Pilot Practical Test, it was time to fly! We started just instruments. A pilot should be able to fly a proper approach and
as if we were going to fly the planned cross-country flight. We landing without the benefit of the airspeed indicator.
departed Georgetown, simulated activation of the flight plan,
and Lane successfully identified a number of ground references. With simulation, I missed having another instructor perform phase
The simulated flight plan was canceled, and we did slow flight, checks on my student’s progress, and I would have preferred that an
stalls and stall recovery, steep turns and recovery from unusual independent examiner conduct the checkride. It is difficult to evaluate
attitudes. To do the control by reference to instruments, we your own work, and this principle applies very much to any form of
climbed to a level that put us in the base of clouds, just as we had instruction, including flight instruction.
done in the training sessions.
Several things could be incorporated within FSX to make it better
After these maneuvers, the pilot was thoroughly disoriented, so for flight instruction. The instructor should be able to easily induce any
he was asked to determine his location and return to Georgetown. failure on the student console, possibly by simply clicking an item in
After having Lane demonstrate proper pattern work, he was the cockpit. In the instructor’s cockpit, the instrument or item should
asked to demonstrate the soft- and short-field landing and takeoff still read correctly, but possibly “grayed out.” A “virtual hood” would
techniques, as well as a crosswind landing and takeoff. I made simplify the training. Having the appropriate Pilot Operating Handbook
sure that he could successfully meet the requirements called out (POH) for the student would be extremely helpful in the instruction
in the Private Pilot Practical Test Standards. From discussions process. The information in the POH allows the calculation of weight
with a number of pilots over the years, including my own and balance, takeoff distances, estimating fuel consumption, and
experiences, this flight test was more stringent than what would other flight parameters. Many of these are calculated by FSX, but the
normally be encountered. My student had successfully become a process is different than “real life.” Hopefully, someone will make Pilot
Virtual Private Pilot. Operating Handbooks available at nominal cost.

Lane’s closing thoughts: I think that FSX is very useful for

instruction, especially since if you crash no harm comes your way.
It’s a fun, lower-stress way to learn to fly. For many people who
can’t immediately afford to take flight lessons, FSX is a great way to
inexpensively practice their skills.

Unfortunately, to use the FSX multiplayer system you need a fast

Internet connection. Otherwise the audio will not work very well, and
your instructor will see you going backwards, at times. For example,
your instructor may say to go around. However, due to Internet lag,
you might have already landed and taxied to parking. Then your
instructor hears you agree.... But not comply. He will burn out your
speakers yelling in your ear while you are thinking, “What’s wrong?
He told me that after I was already on the ground.” If you do have a
fast enough Internet connection, at least 150 KB/second, then most
timing problems can be avoided. Sometimes closing web browsers
can help too. If all the Internet problems can be overcome, then the
result is well worth it. You will soon be learning why some people
NIGHT LANDING think instructors are evil.

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 In conclusion, actual flight instruction can be enhanced by proper
use of the flight simulators. A near-ideal situation for flight training
would be to have the same instructor work with the student both
in actual aircraft and with the flight simulator. I would encourage
students and instructors to learn and use this as a training tool. In
my opinion, simulator experiences will improve the instructional
process significantly.

What happens next? Lane is currently preparing for his virtual

instrument rating. Because of the nature of instrument flight, we
can use FSX and its twelve-hundred mile wide Cessna even more
effectively and realistically in preparing for this rating. Our experiences
in advanced training may well be the basis of another article.

1. Microsoft Flight Simulator X for Pilots: Real World Training;

Van West, J. Lane-Cummings, K. Wiley, 2007 ISBN 10-
0764588228
2. Private Pilot Practical Test Standards for Airplane (SEL, MEL,
SES, MES); Federal Administration Publication FAA-S-8081-
14A, Flight Standards Service 2002
3. www.faa.gov/education_research/testing/airmen/test_
questions/media/pvt.pdf
4. www.exams4pilots.org
5. http://www.sportys.com/faatest/

Appendix A: Private Pilot Training Syllabus

Instructional Objectives Approximate Hours:
Basic Maneuvers; climbs and descents, turns, slow flight and stalls. 4
Ground Reference Maneuvers, Turns across a road, Rectangular course. 4
Takeoffs and landings, traffic patterns, Radio communications. 4
Basic instruments, unusual attitudes, Flying under adverse conditions. 3
Emergency procedures, failure recovery, unscheduled landings. Night Flying. 3
Cross-country flights, navigation, radio aids to navigation. 10
Crosswind landings and takeoffs, soft and short field landings and takeoffs. 5
Advanced air work, ground reference work, partial panel instruments. 5
Preparation for Practical Test. 2

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 4

Boeing 377 Stratocruiser Review

BY ROGER CURTISS

A
2A Simulations has previously published a
variety of WWII fighters and bombers in
their Wings of Power line. They decided to
make a foray into the civilian market and recently
To satisfy the military’s desire in a timely manner, Boeing started
released the first of a new Wings of Silver series. The
with the B-29 Stratofortress design and made some changes to expand
aircraft of choice was the B-377 Stratocruiser which its capabilities. Chief among these was to add a second fuselage
might seem an odd selection unless you know the section atop the original airframe to create a “double-bubble” cabin
history of this airplane. and this was designated the C-97 transport. In response to the
airlines’ needs, Boeing utilized this design as the basis for the B-377
At the end of WWII the world was getting back to business Stratocruiser.
and technological advances from the war fighting effort were
being brought to commercial use. With significantly more areas of It was an immediate success and 56 of them were built for 4 airline
responsibility now the new US Air Force was in the market for a customers; Pan American, BOAC, American Overseas Airlines
large transport aircraft. By agreement amongst the Allies during the and Northwest. 110’ long with a 141’ wingspan and a tail height of
late stages of the war, design and production of all large transport 38’, the B-377 was an evolutional improvement with impressive
aircraft had been delegated to the US so there were few manufacturers performance numbers:
capable of satisfying the order. At the same time, airlines were
exhorting the airframes to manufacture large aircraft capable of Gross weight: 147,000 lbs
crossing the oceans. Prior to the war, flying boats had pioneered Maximum speed: 305 kts
transoceanic travel and had proven to be a success but now the Service Ceiling: FL340
airlines wanted to increase the range of their long distance aircraft. Range: 4000 nm

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 To achieve those numbers the airplane was fitted with 4 Pratt & Whitney
R4360 Wasp Major radial engines. With each engine consisting of 28
cylinders and producing 3500 peak horsepower these were the largest
civilian propeller engines ever made.

Three of the airframes were eventually retired from airline service

and then reborn as the Aero Spacelines Pregnant Guppies - used to
transport rockets, spacecraft and other outsized cargo. Representative
aircraft from each of the airlines as well as a Guppy are included in the
simulation package.
CREW REPORTS AND LOAD MASTER SCREENS

The Simulation
A2A minces no words when they say this is an intensive sim that places
some heavy loads on operating systems. The specifications dictate that
this is for FSX only and Service Pack 2 must be installed. A minimum
2.0 Ghz single core processor and 250 Mb hard drive space are required
along with a Direct X 9 compliant video card with an absolute minimum
of 128 Mb video RAM available and 512+ Mb recommended. The
package is available as a download only but once received contains
a comprehensive 124-page manual in PDF format that thoroughly
describes all of the instrumentation and aircraft features.

The manual strongly recommends that in order to fully enjoy the

B377, FSX realism settings should be set as follows:

Flight Model - Fully Realistic

Crash Detect - Off ENGINE #4 WITH COWL FLAPS OPEN
Stress Causes Damage - On
G-Effects - On

Before attempting to make a flight in this aircraft it is vitally

important to understand that this is a complicated aircraft and I
am not talking PMDG 737 complicated, I mean PSI 747 level!
Anyone who sits in the cockpit with an “if it has wings I can fly it”
or “manuals are for wimps” attitude can expect to be stuck on the
ground.

As an example of the aircraft’s complexity here is the checklist

procedure for engine start:

Mixture ............................. Engine Cutoff

Magnetos .......................... Off
Fuel Selector ..................... Tank to Engine LOADING THE GUPPY
Booster Pump ................... 1 on for each main tank
Center Tank ...................... Pump closed
# 3 Fire Extinguisher ....... set to Fire
Engine Start Selector....... #3
#3 Mixture ........................ Auto-Rich
Primer ............................... Press 2-4 times
Start Switch ...................... Press until 3 prop blades rotate
Magneto ............................ Both
Boost Switch ..................... Press and hold
Oil Pressure ...................... Monitor for rise then release
........................................... Start and Boost buttons
Throttle ............................. Idle @ 1000 RPM
#3 Extinguisher ................ Normal
#3 Generator .................... On

Now simply repeat the process for the other three engines.

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LOOKING OVER TO THE RIGHT SIDE OF THE PANEL FROM THE PILOT'S SEAT

cpm1211.indd 67 10/23/2008 10:45:32 PM

 MY, THAT'S A BIG ONE! NOW THAT IS HOW YOU LIGHT UP A RUNWAY

PILOT'S VIEW PILOT'S VIEW OF CENTER CONSOLE

PREPARING TO DEPART-EXCEPT THE FLAPS STILL NEED TO BE LOWERED SITTING IN THE FLIGHT ENGINEER'S POSITION

THE PILOT'S SEAT. THAT WHEEL TO THE LEFT IS FOR

68 NOSEWHEEL STEERING AND IT WORKS... FORGET THE V12I11
CPM.
THE INSTRUMENT PANEL AT NIGHT RUDDER PEDALS FOR MANUEVERING ON THE GROUND

cpm1211.indd 68 10/23/2008 10:45:34 PM

 REVIEW

The actual aircraft was flown by a crew of four; pilot, co-pilot, a close eye on the instruments and inform you of matters requiring
flight engineer and navigator and operation of this beast will also your attention.
require some crew coordination. Situational awareness in the sim
is helped by the presence of the Crew Report that is available with Advance the throttles to takeoff power without lowering the flaps
a keystroke combination or can be left on screen and made semi- and the co-pilot will remind you. Do it again and the co-pilot will
transparent. It indicates the status of various systems and also notes say, “Captain, that’s the second time you’ve done that”. If an engine
the temperature of the engine needing the most attention. There is is getting too hot the flight engineer will bring it to your attention.
also a load master report which allows for changes in passenger load, Activate the basic autopilot system (no FMS here-that‘s why there is
cargo, and fuel. It calculates total weight and shows the center of need for a navigator) and move over to the flight engineer’s seat to
gravity point to help keep things balanced correctly. study the mechanical panel and select a proper remedy. It definitely
relieves the tedium of a “set it and forget it” oceanic flight in a 747
While the aircraft is relatively easy to fly as far as control and puts the crew back into being an active part of managing the
responsiveness, the assistance of the crew is necessary in order to flight instead of just monitoring automatic systems.
handle the engines. As mentioned earlier, these engines were the largest
civil propeller motors created…which means they are complex. And Should you opt to forego the Accu-sim add-on (a foolish move IMHO)
complex engines = cantankerous. Keeping the power plants happy and you will still be receiving an awesome package. The visual treatment is
running smoothly is a constant struggle and requires vigilance. outstanding - the aircraft exterior and cockpit are depicted in stunning
detail. Visual effects abound. Movement of cowl flaps, intercooler flaps,
It is not easy to produce upwards of 3500 horsepower. It requires flap flaps and even ram air doors are accurately portrayed as well as
a lot of air to mix with the fuel and running the engines produces smoke effects. Run the engines full rich for a while and the oil-soaked
a significant amount of heat that must be monitored. So a wary spark plugs will cause the exhaust smoke to turn black.
eye on the cylinder head temperatures, carburetor air temperature, And speaking of turning black; the aircraft night lighting is nothing
oil pressure and temperature and RPMs is in order. There is a fine short of spectacular. Nose and landing lights actually illuminate an
balancing act here - running the engines on the ground requires that area instead of casting a white triangle and the cockpit is lit with red
the cowl flaps be open to prevent overheating, but the cowl flaps overheads to preserve night vision.
create drag so their use must be limited to only when necessary and
retracted incrementally once airborne . The carburetor temperature One interesting aspect of this simulation is that it has no 2D
can be regulated by intercooler flaps but if they cool too much icing instrument panel. I found it a bit awkward navigating through a VC
may form. Further complicating the mix are the turbo superchargers view but after some experimentation found that switches that might be
that enhance engine performance by mechanical means and use of tough to reach from the pilot’s view could be more easily accessed from
exhaust pressure but at the cost of creating excess heat that must be the flight engineer’s position so it just takes some getting used to.
dealt with to avoid engine damage.
A2A has also provided a custom sound set that offers great engine
Engine damage? Yes, did I forget to mention the best part of this sounds as well as subtle noises; activate the fuel boost pump and it
aircraft? That would be the Accu-sim package. This is an additional hums. Run over some rough terrain and hear the landing gear creak.
software download. It is not cheap, US$24.99 on top of the US$36.99 Execute a greaser landing and you may hear applause from the
for the basic B-377 software, but is it ever worth it. A2A is debuting passenger cabin.
Accu-sim with the 377 and I have no doubt it will become an option
for all their future offerings as well. The rationale behind it is to dial Conclusion
up the immersion factor and introduce the unpredictable variables This B377 is a spectacular achievement. It inaugurates the Wings
that contribute to make every flight unique. No two aircraft respond of Silver collection and A2A has assured that the development team is
exactly alike and even an individual airplane may act differently hard at work on expanding the series. The advent of Accu-sim is also
from one day to the next based on subtle changes and wear issues. a harbinger of the future for flight simulation. A2A fully intends to
Accu-sim attempts to incorporate these variables into the sim. Engine incorporate it into future releases and have announced that Accu-sim
performance on an 85 degree humid day will be vastly different will be added to the Wings of Power P-47 and B-17.
from the same engine responding in the dead of winter and Accu-sim
accurately reflects that difference. The 377 is not quite perfect but it is darn close. And A2A is in the
Additionally, actions committed or omitted may have process of preparing a patch that likely will have been released by the
repercussions. Choose to ignore an overheating cylinder head time this review appears. That patch started out as a simple fix for small
temperature reading (probably caused by failing to utilize adequate issues (such as the wingtip lights are on the wrong wings red/right
cooling procedures) and you may experience an engine failure green/left) but was withheld in order to add some additional features
or perhaps an engine fire. Also, the “personalities” of the engines such as authentic oil consumption and gauges that shake with engine
come into play. They may not respond exactly the same to identical vibrations as well as some Accu-sim tweaks. Their commitment to
conditions - all may not overheat or fail at the same rate. With Accu- their products is commendable and I expect they will be winning some
sim enabled, the pilot cannot simply sit idly by confident in the awards for their products. Yes, at US$62 this total package is not cheap
knowledge that no random failures have been enabled. I suppose but for your money you receive a simulation of the highest quality and
Accu-sim could be likened somewhat to the FSX Acceleration a game-changing feature with Accu-sim. Should you buy this? The
expansion pack - but while the Acceleration pack is a series of answer depends only on two additional questions; Do you have FSX?
“canned missions” the Accu-sim seeks to add variability and And do you like flight simulation? If those answers are yes then the first
unpredictability to the simulation. answer is a resounding yes as well.

Fear not, though. Accu-sim is not all demon. Recognizing the The B-377 Stratocruiser can and should be ordered directly from
complex nature of the aircraft, it empowers the crewmembers to assist A2A Simulations at www.a2asimulations.com or from PC Aviator
and they are happy to do so. The co-pilot and flight engineer will keep www.pcaviator.com 4

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 4

Flight Challenge: Radio Navigation by Hand

Part 2 – Procedural Flying

However, if you were to train for an instrument rating in the real

BY PETER DODDS world, then you have to fly these tricky little circuits by hand. It is
a challenge worth doing though. Firstly set up flight tracking in FS,
then you can see how you did at the end. (But it would be cheating to
have a look while flying the procedure).

The holding pattern is probably familiar to many readers, but for

I
f you fly on your own, then you may never have completeness, let’s have a diagram and label it up so we know the
official terminology.
come across “The Stack” at a busy airport. If you
fly with one of the online ATC organisations, such
as VATSIM or IVAO, say into London Heathrow,
you may occasionally, if it’s busy, be asked to hold
at Bovingdon or Lambourne or one of the other
“stacks”, but it is rare, as the traffic density rarely
demands it in the Flight Sim world.
Racetrack in the Sky
Aircraft in the stack are separated vertically at 1000 feet intervals,
but of course “hold” doesn’t mean putting the parking brake on and
having a cup of coffee, it means flying a very precise maneuver around
a racetrack pattern in the sky at your assigned altitude. Nowadays this
task is mostly assigned to a computer, be it the Flight Management
Computer on board, or FSNavigator or FSCommander, the well known
Flight Simulator flight planning and management tools. BOVINGDON HOLDING PATTERN

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 For clarity, I have superimposed part of the real world procedure So if one needle is slaved to VOR1, and VOR1 is tuned to BNN, then
diagram onto the FS Map window. The two bearings are those of the the needle points to the beacon and it will give plenty of warning for
inbound and outbound legs. The inbound leg bearing is a little less the overhead position because it will move round from pointing “up”
important than the outbound leg, because when inbound, you always to pointing “down” over a few seconds, needing only a glance at the
head for the fix as a priority, the bearing being more of a sanity check. instrument, not a manic stare.
However, you must fly the outbound bearing, making an allowance
for drift, which I will mention later. The “1MIN” means that each leg Rate One Turn
of the hold should be flown for 1 minute. A “rate one turn” is a turn at 3° per second, or 180° in one minute.
There is a formula which, although not mathematically based, does
Every holding pattern has to have a fix; either a VOR or an NDB actually work. The bank angle for a rate one turn is “airspeed divided
or these days, thanks to modern avionics, it can be a point defined by by 10 and then add 7”. If you are flying the hold at 180 knots, the
coordinates, rather than an actual radio navigation beacon. You can bank angle will be 25° – at 160 knots, 23° and so on. All turns in
approach the fix from any direction, and the entry to the procedure is instrument procedures are flown at rate one, and the procedures are
defined for three approach angles, Direct; Parallel and Teardrop. designed with that in mind.

The type of entry to be used depends on the angle of approach The diagram above shows the Bovingdon holding pattern for
to the holding pattern. The objective is to minimize the initial turn London Heathrow for inbounds from the USA. Initially these will
angle into the holding pattern and in turn reduce the turn required to have been routed via the Isle of Man VOR (IOM) or Dean Cross
establish on the outbound heading. (DCS) and then via the Westcott NDB, north west of Bovingdon.
From Westcott, aircraft track 119o direct to the Bovingdon VOR
The diagram below illustrates the approach sectors for each of the (BNN) to start the procedure. So let’s have a go.
three types of entry.
Set Up an Exercise
Set up fair weather with nil wind in Flight Simulator. Choose an
aircraft you are very familiar with. You can make it all much harder
later by trying different aircraft, different entry types, adding wind,
cloud, and rain even if you want a bit of excitement. Create a new
flight, positioning your aircraft at latitude 51° 54.00’ North and
longitude 01° 3.00’ West heading 125° at 7000 feet and at a speed
less than 180 knots. For exercises like this, I use the FS Map and type
in the parameters I need to place the aircraft exactly where I want it.
When your aircraft is in position, pause and set up your navigation
instruments. Tune Westcott (WCO, frequency 335.0) on your ADF
and Bovingdon (BNN, frequency 113.75) on your NAV1 radio.
Centre the CDI needle. Set up the RMI to display VOR1 and ADF1
using the buttons at the bottom of the dial.

For a sanity check that you are in the right place, the RMI yellow
VOR1 needle should be pointing upright, and its green ADF needle
should be pointing about 10° right of upright, the VOR1 OBS should
THREE TYPES OF ENTRY indicate 125° and the DME should indicate 21.3 nautical miles
(usually written as 21.3 DME or D21.3). Don’t worry if it isn’t
exactly that, although it should be close. There is plenty of time to
To describe them all in detail would take too long, and you would fly onto the correct track. Save the flight so that you can re-run the
never remember them anyway. Better to look them up as required in exercise.
real instrument flight training manuals. The subject is also included
in my manual on basic instrument flight at http://www.cixvfrclub. Inbound to the Hold
org.uk/training/tutorials/The%20IMC%20Rating.pdf which deals Un-pause and track direct to Westcott by turning right onto 130°.
with the UK’s unique Instrument Meteorological Conditions (IMC) Maintain heading and altitude until the green RMI needle “turns
rating for private pilots. south” indicating that you have passed over the NDB. The faster the
needle turns, the more accurately you have flown over the NDB. Now
Radio Magnetic Indicator turn onto a heading of 119° (you CAN fly to 1° accuracy can’t you? –
In this procedure, you need to know exactly when you cross over No? don’t worry – not many people can!). Set the VOR1 OBS to 119°
the VOR. As you get close to it, the OBS needle will move quickly with the “TO” flag showing and just keep the CDI needle centered.
to one side and as you pass over it, the “To” flag instantly changes Watch the DME at the same time.
to “From”, so you have to be staring at it almost constantly to spot
the exact moment, which is not terribly practicable when there are so Over the VOR
many other cockpit duties. Unless you have been very accurate with your heading, the CDI
needle will begin to drift off at about 3 DME. Don’t chase it but
Fortunately most aircraft with a “proper” IFR instrument fit, have maintain your 119° heading. As you cross the VOR, the needle will
an instrument on which the needle points to a VOR in the same way be hard to one side and the DME reading will be 1.2 miles. The DME
that the ADF needle points to an NDB. It is, if you hadn’t guessed, will not go to zero. This is because it measures the distance to the
the Radio Magnetic Indicator (RMI). The RMI usually has two transmitter, obviously, and at 7000 feet, you will be 1.2 nautical miles
needles and you can select which Nav radio the needles are slaved to. above it when overhead.

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 The DME will display 1.2 for about 20 seconds, which at 180 Now watch the RMI yellow needle again. When you roll out of
knots is a whole mile, so it isn’t really precise enough to use as the the turn, it should be pointing just above the 3 o’clock position and
fix. However, the moment you cross over the VOR, the yellow RMI slowly “falling” clockwise. The start of the outbound leg is timed
needle will be rotating rapidly from “up” to “down”, so that is your from abeam the beacon, i.e. when the RMI needle points to 3 o’clock
cue. Immediately commence a right turn at “Rate One” and continue position. Once the RMI needle is at 3’oclock, start your stopwatch
the turn onto a heading of 299° (the turn will take one minute if and fly for one minute on a heading of 299°.
you’ve got it exactly right). To achieve a heading of 299o accurately,
start to roll out of the turn 10° before the heading you need. Base Turn – Skill and Judgement Needed
At the end of the minute, commence a Rate One right turn and
watch the yellow RMI needle again. At 1 minute 30 seconds from the
start of the outbound leg, i.e. half way round the base turn, check the
RMI needle and your heading. Your theoretical heading at this point
should be 029° and the RMI needle should theoretically be pointing
15° above the 3 o’clock position i.e. at 104° on the instrument face (it
would take another page to tell you why – just trust me).

Then, as a supremely accurate flyer, when you roll out onto 119°, the
RMI needle will be precisely upright; the CDI needle on the OBI will
also be centered, and if you fly the procedure at 145 knots as I did in the
Twin Otter, the DME readout will be close to 2.3 nautical miles (trust
me). Of course it is never like that! So by a combination of judgment,
skill, experience, spatial awareness and mental trigonometry, you adjust
your turn to get the best inbound track you can.

If the RMI needle is pointing to less than 104°, then you are cutting
the corner and on rolling out, the RMI needle would still be left of
CROSSING THE VOR
upright. So decrease the rate of turn, possibly even level the wings
and fly straight for a moment until the RMI needle is pointing to 104°
then recommence turning.

HALFWAY ROUND THE BASE TURN. NOTE THE RMI NEEDLE POSITION
THE OUTBOUND LEG

BASE TURN COMPLETE AND INBOUND TO THE FIX,

STARTING THE OUTBOUND LEG - RMI NEEDLE AT 3 O’CLOCK SLIGHTLY RIGHT OF THE IDEAL TRACK

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 If the RMI needle is to the right of 104° your turn is too shallow. The crosswind component is windspeed x sin(relative direction).
Don’t increase the rate of turn but continue the turn round to your If the wind is 60° off the nose, and sin(60) = 0.87 . The adjusted drift
intended heading of 119° plus 20°, i.e. 129° and watch the RMI angle is 6.2° x 0.87 = 5.4° - say 5°.
needle. When it “falls” anticlockwise to 20° left of upright, 99° (i.e.
119° minus 20°) turn back onto 119°. The RMI needle should now be All the drift corrections are made on the outbound leg. No drift
upright. Also check the VOR indicator, because if you are in the right corrections are made on the inbound leg or in the turns. There is too
place as you roll out onto the inbound track, the CDI needle will be much else to think about on the other legs. The outbound leg drift
centered. correction is 3 x drift if the wind is blowing the aircraft away from the
holding side, (that would be a southerly wind in our example) and 2
“This is doing my head in” do I hear? It will, but not forever. Just x drift if the wind is blowing the aircraft towards the holding side. If
fire up FS and try it – over and over again if necessary. Worse is to you want to find out why, read a real flight manual! In FS it is enough
come, for the chances are that whilst trying to get back onto your just to know that that is what real world pilots (or their computers) do,
119° track to the VOR, the RMI needle is so far off you will find so why shouldn’t you do the same if you want to be as real as it gets?
yourself turning a large angle to correct the error. But you only have
one minute on the inbound leg to establish on the 119° inbound track That’s It Then!
before it’s too late and you are overhead the Fix again. Well sort of. In the same way that a VFR circuit encompasses
almost every element of general aircraft handling, so flying a
Whatever happens, even if it goes very pear shaped, the moment holding pattern encompasses most of the skills required to fly
you cross over (or fly past) the fix, as indicated by the faithful yellow IFR by hand, accurately and consistently. Why not download the
RMI needle pointing south, you must start the outbound turn again, instrument procedures for your favorite airport – in most countries
otherwise in no time at all, in cloud and rain, you will have no idea they are available free of charge nowadays, and see if you can fly the
where you are! It really doesn’t do for BA Virtual pilots to declare procedures shown.
that they are lost! So, as you pass the fix, commence another right
turn onto 229° and do it all again. Procedure Approach to London Heathrow 09L
But just to round things off, try flying the full procedure from
Round and round you go until you will find you are getting worse Bovington to London Heathrow Runway 09L. You can find the
at it. That is the time to stop and take a breather. After several procedure (“plate” in the vernacular) at http://www.nats-uk.ead-
hours of this you will achieve your goal, and fly a near perfect 4 it.com/aip/current/ad/EGLL/EG_AD_2_EGLL_7-8_en.pdf
minute racetrack hold by hand. Furthermore, your respect for flight
computers will have increased ten-fold. We covered VOR tracking last month, so this shouldn’t be hard.
Depart BNN on the 180° radial outbound and at 5 DME commence
a right turn onto the Lambourne VOR 268° radial. Fly this radial
outbound and descend to 6000 feet. At 34 DME, turn left and fly
inbound towards Goodwood VOR on the 181° radial, descending to
3500 feet. Approaching Goodwood 39 DME, tune the Heathrow 09L
ILS and turn onto the Final Approach Path (FAP). N.B. If you are
early or late with this turn, you won’t be on track and on glideslope
by the Final Approach Fix (FAF) only 2.5 miles away, and if so, a go
around is mandatory. Once you see the runway, transfer to a visual
approach.

If you make it and haven’t touched the autopilot, your passengers

will clap – and rightly so.

NOT A BAD PATTERN

The map view above shows a fairly neat holding pattern, even if
I say so myself! The aircraft is just starting round for a second run.
The blue background is caused by the scenery I am using, it isn’t sea,
and I’m not in the wrong place!

Now introduce some weather. Flying in cloud won’t be a problem,

although unnerving if you aren’t used to it, but the wind, as ever,
changes all those numbers above.

First make the drift calculation. The Drift Angle = Wind speed
times 60, divided by true airspeed. If the wind is 15 knots, the
maximum drift angle at 145 knots is

15 x 60 / 145 = 6.2 degrees LET’S FLY THE PROCEDURE

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 HEATHROW IN SIGHT TURNED SOUTH AGAIN TRACKING GWC R181 INBOUND

TURNING ONTO LAM R268 TURNING ONTO FAP OVERHEAD WHITE WALTHAM

TRACKING LAM R268 OUTBOUND AND DESCENDING TO 6000 TURNING ONTO THE FINAL APPROACH

BOOKER (EGTB) AND HIGH WYCOMBE GOOD AFTERNOON YOUR MAJESTY - WINDSOR CASTLE

74 CPM. V12I11

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 WELCOME TO LONDON

GOLF X-RAY OSCAR CLEARED TO LAND RUNWAY ZERO NINER LEFT

THE PROCEDURE AS FLOWN

Acknowledgement: The aircraft flown is the DHC6 Twin Otter

for FSX from Premier Aircraft Design, repainted for Cix VFR Club.
OVER THE M25 WITH FSX ROAD TRAFFIC http://www.premaircraft.com/AC_MENU/index.html 4

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 ROUNDROBIN ADVENTURE COMMUTER FLIGHT TO MARTHA’S VINEYARD

BY AL PELLETIER

R
ound Robin adventure
- Commuter flight to
Martha’s Vineyard: This
If you have undertaken previous Round month we are flying a regular
Robins, skip the next paragraph, jump right scheduled flight for US Airways,
in, and have fun. For those who are new to based at New York’s La Guardia I also flew a leg with the PSS Dash-8-300 in
this, Round Robins are published with the a US Airways livery.
intent of having flight simmers fly, look at Airport, USA. We will also PSS’s web site is now closed and at the time
the scenery, refresh our geography, practice make a stop at Boston’s Logan of writing this article. Phoenix Simulations
our cross country navigation, perform International airport. were, sadly, out of business.
approaches at different airports all over the
world, and have some FUN. In the message, I have uploaded some great charts at the SCENERY (PAYWARE):
you will be receiving info like: airport Computer Pilot’s web site, so don’t miss out MegaScenery New York by PC Aviator.
departure and runway number, VORs and and download them. “Again, some very rare Awesome! www.megascenery.com
NDBs enroute, two or three middle airport and special charts are included for this one.
destinations, for VFR or INST approach, Don’t miss them” SCENERY (Freeware):
and back to your point of departure (Round Martha’s Vineyard scenery by William
Robin). You will also be given ILS and LOM Great add-ons for this flight: F. Shea ([email protected]). Search for
freq., minimums, procedures etc. and a little (Most freeware files can be found at www. KMVY.ZIP
background on the geography of the area. flightsim.com or www.avsim.com)
After you fly a few of these, you will have a More aircraft and panels:
much better command and understanding of Aircraft and Panel (Payware): There are also numerous freeware at www.
the different types of published procedures. I used the PIC Feelthere/Wilco B737-300 avsim.com and www.flightsim.com
You will learn to handle a lot of information kindly donated by the Wilco and Feelthere
in a very short time, while still maintaining team. www.wilcopub.com/ and (A lot of notes regarding ATC will pertain
control of your aircraft.. www.feelthere.com only to FS2002\FS2004\FSX users)

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 ROUND ROBIN ADVENTURE
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.

The scenario and tasking for this exercise:

We are flying a regular scheduled route for
US Airways. We will be flying to Martha’s
Vineyard, on to Boston and back to La
Guardia. This is a great “short” route. I set
the date, time and weather to reflect some
bad weather going into Martha’s Vineyard. I
flew the PIC/Feelthere Boeing 737-300 and
I also flew the first leg with the PSS Dash-
8-300. Both airplanes will work fine with
this exercise. You might even want to try a
Lear Jet, CRJ/ERJ or any other Jet passenger
airplane. Just keep in mind that the runway
at Martha’s Vineyard is only 5500’ in length.
This route can be flown in FS2002/FS2004/
FSX or any other flight simulator with the
necessary NAVAIDS and scenery.

Round Robin Adventure:

New York La Guardia Intl (KLGA)
> Martha’s Vineyard (KMVY)
> Boston’s Logan Intl (KBOS)
> La Guardia (KLGA)
Approx total distance 530 nm.
NOTE: For the purpose of these exercises,
we will assume that we are receiving radar
vectors to different VORs or ILS interception
points. In the “real” world of today, aircraft
usually receive vectors to the interception
points, to ensure proper separation. I’m also
assuming that you will have a good look at
the approach plates for each segment.

One more note. If you are using ATC for

takeoff, taxi and landings, you might be given
a different RWY or taxiway, depending on the
weather. You might even input the whole trip
in a FS flight plan and fly it that way.

BEGIN

77

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 First leg: 23,000. Track the BDR VOR to on top. (PVD) VOR frequency 115.60 to on top.
New York’s La Guardia (KLGA) • On top the BDR VOR, turn right heading • Over the PVD VOR, turn right HDG
>>> Martha’s Vineyard (KMVY) 080. Dial in and track the NORWICH 117 and begin descent to 3000. Proceed
Approx 186 nm. VOR (if not already tuned in) frequency to the PEAKE ISEC located 115/47
110.00, to on top. nm off the PVD VOR (this is the point
• Select La Guardia under Airports/USA/ • Enroute dial in the LOC I-MVY frequency we will intercept the Localizer. See
New York. Ramp medium or large. 108.7 and set course 236 on your NAV approach plate).
• Month of October. Clock 0700L. Weather one OBI in preparation for an ILS to RWY • 25 nm out of the PVD VOR, reduce to
at your discretion. We will edit the weather 24 at Vineyard Haven/Martha’s Vineyard approach speed.
at Martha’s on the way over. (Actual RWY course 236, RWY length • Over PEAKE, intercept the LOC and
• Dial in the BRIDGEPORT (BDR) VOR/ 5500, elevation 68). prepare your airplane for landing.
DME frequency 108.80 on NAV 2. If you *** Edit weather to 2500 Overcast tops • Continue with the approach.
have that option, you can also dial in the at 12,000, visibility 2 nm in moderate • 5 nm back, you are cleared for a full stop
NORWICH (ORW) VOR/DME frequency rain. Wind surface to 12,000 200/15g22. to RWY24 at Martha’s Vineyard.
110.00 on the NAV 2 Standby. Good old Maritime fall weather!
• Taxi to and T/O (Take off) RWY 04, • Over the NORWICH VOR turn right HDG Land at Martha’s Vineyard and take first
right hand turn to HDG 070 and climb to 084. Dial in and track the PROVIDENCE left to terminal.

78 CPM. V12I11

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 ROUND ROBIN ADVENTURE
Second leg: load while airborne. In Flight Sim we course 036, RWY length 10,000 and
Martha’s Vineyard (KMVY) >>> don’t have the luxury of having 2 pilots elevation 19).
Boston Logan Intl (KBOS) helping with the work load. Being well • 10 nm out of (before) the PVD VOR,
Approx 98 nm. prepared is a must. begin descent to 4000.
• Over the PVD VOR turn right HDG 045
• Clock to 1200L. I set the weather to • Taxi to and T/O RWY 24. Climb RWY and home the STOGE NDB to intercept
Rainy/Cloudy for this one. HDG to the SILOC ISEC (4.7 nm out the the Localizer. Reduce to approach speed.
• Dial in the MARTHA’S VINEYARD MVY VOR). Over the SILOC ISEC turn • Over the STOGE NDB, descend to 3000
(MVY) VOR frequency 114.50 on NAV 1 left and fly a 4.7 nm arc to come back over and intercept the LOC. Prepare your
and the PROVIDENCE (PVD) VOR/DME the MVY VOR on a HDG of 314, and aircraft for landing.
frequency 115.60 on NAV 2. You can also continue climbing to 16,000. Basically a • Intercept the LOC and continue with the
tune in the STOGE (OW) NDB frequency rate one turn should do the trick. approach.
397 on your ADF. • Over the MVY VOR, maintain HDG 314 • 5 nm back, you are cleared for a full stop
and track the PROVIDENCE VOR to on top. to RWY 4R at Boston’s Logan. Check gear
NOTE: A small tip. I usually dial in all the • Enroute, dial in the LOC I-BOS frequency down and locked.
frequencies that I can, while at the ramp. 110.3 and set course 036 on your NAV
I also preset the autopilot. I do as much as 1 OBI in preparation for an ILS to RWY Land at Boston and take first available left
I can to help me better manage the work 4R at Boston’s Logan Intl Airport (Actual taxi to main terminal.

79

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 Third leg: Airways V16. Over MILIS track the ORW this approach. You could do this over the
Boston Logan Intl (KBOS) >>> VOR to on top. (Approx HDG 238) BLLUT ISEC when you no longer need
New York’s La Guardia Intl (KLGA) the Bridgeport VOR info.
Approx 170 nm. NOTE: You can proceed direct from the
BO NDB to the ORW VOR if you wish. • Over the BRIDGEPORT VOR turn left
• Clock to 1900L (Night flight). Weather at HDG 250 and maintain until the BLLUT
your discretion. I enjoyed a great view of • Over the NORWICH VOR turn right HDG ISEC located 23.1 nm passed the BDR
the well lit Eastern seaboard on my way to 260 and begin descent to 3000. Dial in VOR. Slow to approach speed.
New York from Boston. and track the BRIDGEPORT VOR/DME • Over the BLLUT ISEC turn right HDG
• Tune in the MILTT (BO) NDB frequency (BDR) frequency 108.80 to on top. 279 to the YOMAN ISEC to intercept the
375 on the ADF. Dial in the NORWICH • Enroute, dial in the LOC I-URD frequency LOC. Prepare your aircraft for landing.
(ORW) VOR/DME frequency 110.00 on 110.5 and set course 224 on your NAV 1 • Continue with the final approach.
NAV 2. OBI in preparation for an ILS to RWY 22 • 5 nm back, you are cleared for a full stop
• Taxi to and T/O RWY 22L. Climb RWY at La Guardia (Actual RWY Course 224, to RWY 22 at La Guardia. Check gear
HDG and home the BO NDB to on top. RWY length 7000 and elevation 22). down and locked.
Continue climb to 24,000.
• On top the BO NDB turn right HDG 245 and NOTE: You can dial in the LA GUARDIA Land at La Guardia and take first
proceed to the MILIS ISEC to establish on VOR frequency 113.1 for DME info on available left to terminal.

80 CPM. V12I11

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 ROUND ROBIN ADVENTURE
TIP: As most of you know I use Google
maps (maps.google.com) to help me with
terminal information and to give me a
very good look at the airport, along with
the location of passenger terminals. Try it
for the La Guardia airport. Amazing!
NOTE: I am still using FS2004 to write
my articles. The route was checked with
Abacus’s Co-Pilot 3.5 for accuracy in FSX.
Many thanks to the Abacus team for this
great flight planner!

END

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 all those and to
flightsim.com and avsim.com

1. Quotes and photos from Airways

magazine are courtesy of and with
permission of the Editor. Many thanks!

2. To Chris Squire for test flying the route.

Chris is a retired military pilot with over
12,000 hours of flying time.

3. I use FSNavigator and Abacus Co-Pilot

for all my flight planning, a courtesy of the
FS Navigator team, and Abacus.

4. To Justin Tyme (fsgenesis.net) and to

Ruud Faber (www.fscene.com) for the
great terrain textures that make my writing
so much more enjoyable.

5. To Miguel Blaufuks of simmarket.com

for the great add-ons.. (www.simmarket.
com) Thanks Miguel!

6. To William Shea for the great freeware

scenery add-ons of the Martha’s Vineyard
airport.

7. To AVSIM and flightsim.com for being

there!

8. To PC Aviator for the great selection

of Flight Sim software add-ons. (www.
pcaviator.com)

9. To Wilco Pub and Feelthere for the PIC

737-300

Cheers and keep on reading Computer Pilot

*** Don’t forget to download the maps

from computerpilot.com. I have uploaded
some great high resolution maps for your
enjoyment! ***

Al 4

81

cpm1211.indd 81 10/23/2008 10:45:59 PM

 COMING UP ...
...in the December 2008 Issue FlightSim Manager Version 2.8.0
FS2002/FS2004 Utility
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Author: Rana Hossain
Available From: www.ranainside.com or www.flightsim.com

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Have Your Say!
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Many articles appearing in Computer Pilot magazine are a direct result
Available From: www.flightsim.com
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Is real world weather kind of boring at times? Or is it simply not cover, or just have some general constructive magazine feedback, let us
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cpm1211.indd 82 10/23/2008 10:46:05 PM

 ROUND ROBIN ADVENTURE

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