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Very nice (Lukla) videos...enjoyed much...Thanks...! From decades ago, I now recall, as the (Tara Air) Do228, in Kathmandu Airport, with me on board, was just about to lift off for Lukla airport, the flight had to be cancelled in the last minute, due to adverse weather conditions at the destination. No regrets...better to be alive than challenge the Himalayas in a twin prop. Instead, I got to spend the rest of the day around Kathmandu, with a (Nepalese) friend pointing me out the (far-off) tallest peaks of the Himalayas by name, which all looked the same to me. Mount Everest is exactly 100 miles from Kathmandu. As in these videos, I distinctly recall seeing the DHC-6 Twin Otters and the Dornier 228s on the apron of Kathmandu airport, the only aircraft then trusted for the perilous ~30 min flight into Lukla. In recent years, the Let L-410 has been also added to the roster. The airport was yet to be named "Tenzing-Hillary Airport". It was then called just "Lukla Airport". Those Nepalese Pilots are some of the best mountainous region flyers. Here are the Lukla Pilot qualifications: "Mandatory Pilot Qualifications: Because Lukla features a short, uphill runway at a high altitude with zero margin for a missed approach or go-around, only an exclusive group of highly experienced pilots operate there. The requirements include: Short Takeoff and Landing (STOL) Experience: A minimum of 100 STOL flights must be logged. Time in Country: At least one year of active STOL flying experience within Nepal. Supervised Training: Completion of 10 supervised flights into Lukla alongside a certified instructor pilot before commanding flights independently. Recurrent Training: Mandatory annual simulator training specifically tailored to mountain flying and high-altitude emergency protocols. Visual Flight Rules (VFR): All operations must occur under Visual Flight Rules (VFR). Pilots must rely entirely on their eyesight, local visual landmarks, and spatial awareness because the airport lacks instrument landing systems." A few other tidbits of interest: Hillary-Norgay becoming the first climbers (officially) confirmed to have reached the Everest summit, remains one of the most remarkable human achievements of all time. I recall, decades ago, there was just a book or two read about it. Hillary's High Adventure was the authoritative first-person account for a long time. However, now-a-days so much (abundant) information (and videos) is available online. One aspect of it, that has struck me was how the news was communicated back to London (the expedition was sponsored by United Kingdom with logistic support from British institutions, though, Edmund Hillary was a New Zealander and Tenzing Norgay was a Nepalese Sherpa). The summit was reached on May 29, 1953, at 11:30 am. The news broke in London on the morning of June 2, 1953, after a delay of nearly 3 full days, btw, coinciding exactly with the coronation of Queen Elizabeth II on the same day. The British public widely hailed the historic achievement as a serendipitous "coronation gift" and an auspicious omen marking the dawn of a new "Elizabethan Age"...🙂... "The news was communicated via a combination of a high-altitude runner, a radio transmission, and a telegram. The team used a pre-arranged, cryptic code to hide the success from competitors until the eve of Queen Elizabeth II's coronation. The chain of communication unfolded as follows: The Runner: From the expedition’s high-altitude camp, a runner carried the written news on foot along the rugged mountain trails to a pedal-operated radio transmitter in Namche Bazaar, Nepal. The runner was a trusted Sherpa mail runner named Ten Tsewang Sherpa. He ran across treacherous mountainous terrain from the expedition's Base Camp to Kathmandu to deliver the historic dispatch. Tragically, Ten Tsewang Sherpa passed away just a few weeks after completing his monumental run, supposedly, due to the severe physical exhaustion of the journey, combined with what is widely believed to be sheer overexertion and exposure, that proved fatal. The story of his historic mission is vastly forgotten. The Coded Radio Transmission: The radio operator transmitted the message to the British Embassy in Kathmandu. The message sounded like a standard logistical update: "Snow conditions bad stop advanced base abandoned yesterday stop awaiting improvement stop all well." However, hidden within this text was a pre-arranged code that translated to: "Everest Climbed Hillary Norgay May 29". The Telegram to London: The Embassy officials received the decoded message and promptly wired it via telegram to the British capital." Only if there were a smart phone around...then the news could have been communicated in (milli) seconds instead of the 3 days it took...🙂...Oh well ... Cheers...!

The lives and achievements of aviation's Test Pilots, from the likes of (Sir) Geoffrey de Havilland to Chuck Yeager, has always fascinated me. I was curious today, who flew last week the first production-configured Boeing 777-9, destined for launch customer Lufthansa (the 777-9 at 251 ft 9 in is the longest ever commercial airliner to fly). The flight was piloted by Ted Grady and Jake Miller. Here is a snapshot of the 30-years long career of Captain Ted Grady, who is currently serving as the Chief Pilot for 777 and 787 / 777X Programs. Military Service: He began his flying career in the military operating heavy cargo transport aircraft, specifically the C-17 Globemaster. Commercial Airlines: Transitioned to commercial aviation where he flew workhorse airliners including the Boeing 727, 757, McDonnell Douglas DC-9, and DC-10. Boeing Flight Operations: At Boeing, his type ratings and test pilot experience expanded to include the 737, 747, 777, 787 and 777X platforms. Fascinating...

In recent few years, Hollywood is capitalizing on the AI Genre to release films exploring everything from out-of-control rogue algorithms and sentimental (man-machine) love stories to terrifying smart-home thrillers. Earlier this week, I searched for (free) "AI Movies" on Amazon/Prime Video, and the following two came up 1st and 2nd in the results: Home Safe (2022) [Marketed as "Suspense/Psychological/Dark"] MERCY (2026) [Marketed as "Suspense/Drama/Science Fiction"] Watch if you can. I watched both these films...decently gripping films with unpredictable endings (aka: Who is the villain...🙂...?). The villain of "Home Safe" was predicted correctly by my better-half after viewing barely 2-3 minutes of it, while myself, though watching continuously from the beginning was hung-up on the wrong character. In MERCY, I liked the closing bit of dialog following a ~20-minute-long chase scene that might rival James Bond. That final dialog went as follows: Judge Maddox (a robot and the presiding Judge of the AI Court system): "Chris... What have we done?" Chris Raven (a human detective of LAPD; who (correctly) claims to have a gut feeling, that Maddox, the robot, cannot have): "We just did what we're programmed to do. Human or AI, we all make mistakes...and we learn." Judge Maddox: "Yes, we do."

With (default) compact view, I’ve now reverted to the white background, and, actually like it. It’s a matter of getting used to it, but the new layout is refreshing. The subtle (font) color difference between quoted text and new text looks nice. Thanks.

Jett Clipper Ella arrived in Australia on May 13, following a 2-month voyage across the Pacific, from Georgia, USA. It was shipped (could not fly due to air worthiness restrictions) after it was previously (professionally) dissembled into fuselage, wings, and thousands of aircraft components. It will be rebuilt in Australia by the Historical Aircraft Restoration Society (HARS) Aviation Museum. The goal is to restore it for public display, and potentially return it into a taxiable condition.

Thanks for the Compact view format, by default…

The general layout is good, and I’m glad I can choose the dark mode. However, frankly, it’s much harder for me now (with my surgery eyes) with the snippets taking up space, instead of just the Topic titles. This is e.g, like the useless file names that WORD (automatically) comes up with for a new document you create, with bits of text taken from the contents. Everything looks smaller now, straining my eyesight. An option to turn off the snippets will be nice, not sure that will give a larger (overall) font size, as was before. Oh well…I can live with it. Cheers…!

I understand now that there could be many factors (all, not well-understood) that could cause taxiway ribbon display issues in MSFS. I tried some of the standard suggestions but they didn’t help my case. I am also wondering if it’s something specific to my Xbox/MSFS system/settings. I wish to taxi directly (gate-to-gate) at O’Hare/KORD from Gate M17 to Gate K16 (instead of taxiing for the normal departure runway for takeoff). If possible, could someone please replicate/check if you could see the extended taxiway ribbon (beyond the point I’ve shown in my images)? Thanks.

@Grumpster In MSFS2024, you can get to DRONE View by the "TOGGLE DRONE" command which is in [Settings -> Controls]. There, choose one of the Controllers (Xbox, Keyboard, or your Flight Controller) on LHS, and type "Drone" in the Search Box. The assignment will be found in the very last line of the group (so, in my case). I see that on my Keyboard, the "TOGGLE DRONE" (default) command is "Shift +X". For my Xbox Controller, the assignment is now blank, so, I could define it to "X" and save the configuration. You can also define an assignment on your own Flight Controller, if you like. I just use the default "Shift + X" command on the Keyboard for DRONE view, but I checked that the Xbox Controller "X" button works too, after I defined it. I use the Xbox Controller only for Camera Views and Screenshots, but you can make it more powerful if you like. Some folks do. Below are 2 images; the first is the default MSFS2024 Cockpit View and the 2nd is the (external) Drone View, accessed/toggled by either "Shift + X" on the Keyboard or "X" on the Xbox Controller, in my case. Good luck.

I made an (unsuccessful) initial attempt to taxi my BA 787-10 in O'Hare (KORD) from Concourse M (Gate M17 Heavy) to Concourse K (Gate K16 Heavy). See my post in Hangar Chat. I read that the BA arrivals into Terminal 5 are typically into Concourse M gates, and the BA departures from Terminal 3 are typically from Concourse K gates. I have not used the (MSFS) taxiway ribbons in a while but did turn it here on in Assistances, otherwise, I would be completely lost finding my way from T5 to T3...🙂... This is default (MSFS) ATC. I have pre-defined Gate K16 arrival on the World Map and then did request gate-to-gate taxi clearance from Gate M17 to Gate K16. However, I noticed (on the external view) that my (MSFS) taxi ribbon stops a short way ahead i.e., does not lead me forward towards Gate K16 (See images below). Any idea what could be the issue? I Googled on-line that disappearing (or absent) taxiway ribbons in MSFS are sometimes an issue, but the suggested remedies did not help. Thanks.

A bit more (O'Hare) airport chitchat...🙂... While BA is (apparently) actively recruiting for the specialized "Taxi Crew" roles, I was looking today at the (typical) taxiway routes at O'Hare from the International Terminal 5 to the BA/AA (Departure) Terminal 3; along which path, the taxi crew pilots will navigate and maneuver the massive 777s/787s on a daily basis. One thing I recall now, is the dramatic sight of the airplanes (especially 747s) taxiing directly overhead on the (famous) roadway bridge in O'Hare while one drives underneath this bridge on the I-190 access road to the Terminals, in the final stretch to the Arrival/Departure points. The first time I had caught sight of it, I was frankly flabbergasted: What's the Jumbo doing just above my head on a (regular looking) roadway...🙂...is it lost...? This (atypical) taxiway bridge was built in 1966 allowing aircraft to move between runways and terminals, without stopping highway traffic...that wouldn't be good for sure...🙂... If you are interested, search for the keywords, "Images of airplanes taxiing above the I-190 Access Road bridge at O'Hare" (on Google, click "Images" Tab, not AI Mode). You'll find some fascinating pictures there, including the United, Lufthansa and KLM 747s passing right over the vehicular traffic, barely 10 or so feet overhead. I was just now examining the FAA official Airport Data and Information Portal diagrams for (ORD) T5-to-T3 taxiway charts. Because the International Terminal 5 is isolated from the other 3 Terminals (1, 2, 3), the taxi route is seemingly complex and conducted under strict ATC guidance. I read (per on-line un-verified sources); "Airplane taxi routes from Terminal 5 to Terminal 3 at O'Hare typically involve crossing major runways and taxiing around the main terminal core, often taking ~30 minutes depending on traffic and construction. Common paths involve taxiing toward the center of the field, crossing runways (like 10C or 10L), and maneuvering along taxiways like Bravo or Echo, especially when the airport uses "end-around" routes to keep traffic moving. Arriving at T5, planes often taxi west or northwest, crossing central runways through routes around the central terminals to reach the T3. Alternative Routes are invoked if the main taxiways are blocked or under construction, so, airplanes may taxi a "clockwise" route all the way around the terminals." Basically, due to O'Hare's (peculiar) terminal layout, this taxi can be long - sometimes over 30 minutes, or longer. The area around Terminal 5 has recently gone through major renovation, including the (adjoining) new 6-storey parking garage. As far back as I recall, the (adjacent) parking for T5, was a ground level lot (loitering around there looking for a spot to vacate was the norm). When I recently visited the new Parking Garage, I was surprised by the state-of-the-art Park-Assist "smart-sensor" parking guidance system. You're now (effortlessly) led to an empty spot, on any level of the Garage, with (overhead) digital signs clearly indicating how many exact spots are available on each level. Of course, privacy concerns aside, I presume that surely your Car/Reg./location etc. are under surveillance and being tracked...Oh well... Curiously, after I had written a post about O'Hare/United in the Screenshots Forum and had said a few good words there about the (new) parking garage, someone from TKH Security (the parent entity responsible for the Park Assist technology, a Dutch Company) had contacted me. The sales representative, from one of the U.S. offices, had created an Avsim Account just to contact me via PM ...🙂..., and to get a further opinion and (+ve) user feedback. I find that, TKH Security has implemented Park Assist system in many major airports around the world, including KMSP, KORD, KSFO in U.S. TBH, it's a rather modern (and smart) parking system indeed, capable of handling thousands of parking spots in a localized area. Anyway, the (gate-to-gate) taxi routes for widebody 777s/787s from T5 to T3 through dense airport traffic across multiple active runways, will be surely an interesting (if not a bit exasperating) exercise, on a daily basis. Maybe some (intrepid) virtual aviator here, would like to mimic the (T5->T3) ORD taxi route, if already conversant with O'Hare taxiways...🙂...I think the route will take your airplane across many active runways, and also on the (famous) taxiway bridge above the I-190 access road (vehicular) traffic. Cheers...!

While on the topic of 777X, I read up this morning a bit more (on-line) about a couple of related items. It appears that just about a month or so ago, the 777-9 full-flight (Level D-equivalent) simulators have achieved initial qualification and certification from both FAA and EASA. The (777-9) simulators are (currently) located at Boeing’s London-Gatwick Flight Training Campus for early pilot training. These first (777X) simulators are now operational including advanced features like optional dual HUDs and folding wingtip control etc. The folding wingtip will be the first-ever for a commercial airliner. These folding wingtips on the Boeing 777X are approximately 12 feet long on each side, providing a total span reduction of over 22 feet, for ground/airport operations. I also found it interesting that Boeing's goal of Pilot training time for transition from the 777 and 787 to the 777X is to keep it approximately 2-3 days. Due to the commonalities involved, this will be "differences" based training (the folding wingtips are surely one factor) rather than brand new certification. For us simulation fans, notably, the 777X cockpit layout will appear similar to that of the B787 (I recall now the first exposure to the (TFDi) B717 cockpit with the advanced MD-11 type layout, rather than with that of the legacy MD80/90). Anyway, it will be fascinating for us 777 fans, used to, for decades, to the legacy 777 flightdeck from PMDG. Since, we do not expect a 777X rendition soon enough, I did fly a while ago, just to get a feel, a couple of times the (MSSCENERY) 777-8/777-9...a B777 fuselage stuck with the Asobo 787 cockpit...🙂...that's about it...do not try it... Cheers...!

Thanks @stans. Glad, you liked it. KFCI...? While living in Ohio, I regularly used to visit the Blue Ridge Mountains, mostly in North Carolina, but have driven across these mountains to Richmond/VA a couple of times. Very pretty region, especially in Fall, with the trailing edge hills and mountains of the Appalachian range nearby...

I have not been following much the news about 777X since Boeing halted 777X flight testing back in 2024 after discovering, during inspections, failed and cracked "thrust links" aka the components that connect the engine to the wing. So, today (May 8, 2026), I was interested in this news article: "The first production-standard Boeing 777-9 destined for (launch operator) Lufthansa (registered N20080) successfully completed its maiden flight on May 7, 2026, marking a major milestone. The aircraft took off from Everett, Washington, for a ~3-hour test flight. This is not just a testbed, but the first fully cabin-equipped, production-configuration 777-9 meant for commercial service with Lufthansa." There is also a "genuine" article from Simple Flying dated, today, May 8, 2026, with the following title, if you wish to read more (search for), "Progress: 1st Boeing 777-9 Production Aircraft Takes Flight Ahead Of Lufthansa Delivery". Of course, the 777X commercial service is not expected till 2027. Here is a statement (in the same Simple Flying article) from Lufthansa CEO Carsten Spohr expressing confidence that the new fleet will begin to take shape early next year (2027), saying: "After our conversation with Boeing, that these aircraft will arrive in the first quarter...and be deployed in the summer...and two to four 747-400s will be removed from the fleet." This matches on-line finding, interestingly, of LH's 744 usage: "As of May 2026, Lufthansa still operates the Boeing 747-400, maintaining a small fleet of eight "Queen of the Skies" aircraft to fill capacity gaps on long-haul routes from Frankfurt. These older jets are scheduled to be phased out by 2027-2028, replaced by the Boeing 777X and Airbus A350." I have been flying w/ Lufthansa for a (very) long time, through the phase-out of their DC-10s in early 1990s, to the point of introduction (as the launch operator of 747-8 pax) of their 747-8Is in 2012 (in between, it has been the A330s/A340s/B744s; LH never operated any 777s for pax use). My first ever oceanic crossing (Transatlantic) was on a LH 744 (recall it very well). I recall LH used to operate the 744s from Chicago Frankfurt, but no more. I checked; FlightAware is showing 3-4 (ORD->FRA) flights Thu/Fri this week but operated with B748s or A343s. Their (remaining) 744s are now (apparently) being flown (outgoing) from Frankfurt e.g., below is a snippet from FlightAware, listing (at least) 3 B744 (non-stop) flights over the last couple of days, from Frankfurt to Boston (one Arrived, one En-route, and one Scheduled). LH surely does love their 744s, and it's good to know the 744s are still being flown by this airline. BTW, where is it in MSFS for us 744 fans...? It's already high time I think...🙂...and, of course, I don't mean the one now by MSSCENERY in the Marketplace... Cheers...!

It will have to be seen how well the Business Analysts of BA have evaluated this strategy initiative (and other available options). On the paper, things always look good, and here below is one way of looking at it: "British Airways plans to recover the cost of its Chicago O'Hare taxi crew roles by eliminating costly passenger misconnections and improving operational efficiency. By moving aircraft from Terminal 5 to Terminal 3, they avoid disrupting passengers, improve punctuality, and avoid using valuable tug resources for terminal transfers. Operational Cost Efficiency: Instead of transferring passengers, moving the aircraft itself avoids delays that cost more than the fuel used in taxiing. Connecting Partner Support: As part of their transatlantic joint venture with American Airlines, moving planes to Terminal 3 streamlines connections for passengers who landed at T5 for customs but need to connect from T3. Specialized Staff Utilization: Hiring experienced, local, or retired pilots allows for faster, more precise taxiing of large aircraft like Boeing 777s and 787s without utilizing expensive, hard-to-source ground tugs." There is no doubt, O'Hare is a tough (and unforgiving) test environment to put concepts and calculations into RW practice. Time will tell. Cheers...!

@Fielder Nice videos... And, yes, Cats are good...whether as a spokesperson of airline safety...or going under the couch and thinking to be completely unreachable (by bothersome humans) ... Photo from yesterday and the first year Birthday was last week, but he thinks he is no longer a kitten but already a Big Cat like the one in the video...

Yes, we would think, if only one (Taxi) Pilot is engaged full time, the assignment could be about right. However, BA has the assignments advertised as "Permanent Part-time", meaning probably a shared responsibility among multiple (Taxi) crew members. Of course, moving the widebody aircraft (777/787), gate-to-gate, on the ground, across the busy airport, on a daily basis, in the (notoriously) high-traffic environment, and compounded by the on-going gate congestion issues; must have its complexities and challenges. Moreover, International Terminal 5, at O'Hare, remains isolated from the other 3 Terminals (1, 2, 3). While in the cockpit of the (iniBuilds) L-1011, I took a snapshot of the KORD Terminal Layout from its PFB/EFB (see below). Notice how the Terminals (1, 2, 3) are (connected) close together at the center of the diagram, while the International Terminal 5 remains far separated at the RHS edge of the diagram. Anyway, it will be all a novel experiment to conduct on daily basis by an airline at O'Hare, with perceptible benefits, hopefully.

@Mike A Nice tune... You're thinking of the Sky Pilot (song) and the Queen of the Skies (747) ...together... 🙂... I miss seeing those (graceful) BA 747s around O'Hare, from 5-10 years ago, but no more...it's now only those monstrous twinjets with their monstrous (two) engines...

Mike: Thanks for chiming in. Indeed, the logistics of arrivals and departures (especially international) at the major airports of the world is an interesting subject of study...🙂... The actualities vary from airport to airport. It also depends on the historical growth of the airport (older ones vs. new ones), and their adaptation to the emerging challenges of the modern era of global travel. 707 and 747 introduced (easy) long-haul travel in the 60s and 70s respectively. So, (major) airports such as ORD/JFK that had come into existence decades before were less equipped to adjust to changes vs. e.g., newer ones such as DEN/ATL, that were planned and built in the 80s and 90s. I had posted a couple of (historical) posts in the Screenshots Forum about O'Hare. It had started out of an Apple Orchard (hence "ORD") intended to be a WWII aircraft factory. So, it has gone through many (significant) upgrades of the original structure to become the major airport of today. And, yes, the arrival/departure are part of the confusion at O'Hare, as far back as I can recall. Here are two examples of it: For Star Alliance members (United/Lufthansa): Lufthansa departs from Terminal 1 and arrives at Terminal 5. United operates primarily out of Terminal 1 for international departures, and the international arrivals land at Terminal 5. Note, arrivals and departures are on different Terminals but aligned between partners UA/LH. The Star Alliance Lounge is in Terminal 5. For Oneworld partners (American Airlines/British Airways) - (Relevant to this discussion): BA had always operated its departures from Terminal 5 at O'Hare, before moving departures to Terminal 3 two years ago, on April 25, 2024, whereas AA primarily has used Terminal 3 for all departures, and international arrivals at Terminal 5. I distinctly recall flying BA from T5/O'Hare to T5/Heathrow (Brand new T5/Heathrow was just blessed by Queen Elizabeth II...🙂...); and arriving back also from T5/Heathrow to T5/O'Hare. It was most convenient. Considering the factors of Security, Customs, Immigration, Connections and Lounge facilities etc., I would personally prefer the arrivals and the (connecting) departures to be on the same terminal, but it's often not so at O'Hare. Anyway, BA, with its move of departures to Terminal 3, is aligning with AA at O'Hare. Here is what BA had said of the move to Terminal 3, "Eligible BA customers will gain access to the AA Flagship Lounge in Terminal 3. This move aims to streamline operations and enhance the travel experience for passengers." The BA arrivals are currently still into Terminal 5 (just as for AA), and hence, (apparently) now the further need to shuttle their 777s/787s between the 2 terminals (specifically from Terminal 5 to Terminal 3). Another curiosity about O'Hare: It does not have a Terminal 4 i.e., it has skipped 4 (so, the airport shuttle quickly travels from T5 next to T3; nice for airplane spotting). Of course, how the 777s/787s would taxi, on the taxiways between these 2 (adjacent) terminals, is another matter. That's for BA (and the Taxi Pilots) to worry...🙂...but nonetheless interesting...in terms of these new (and curious) job assignments...announced last week...! Cheers...!

TBH, that thought had crossed my mind...🙂... I know of a few (airport) ground movement puritans around here in our virtual world, who might actually come close to fitting the job description (of course, yours truly excluded, (guilty of) routinely taking short-cuts) ...

...🙂...That thought certainly brings in certain new logistic challenges i.e., the "Taxi Crew" will have to be ready to take over the arriving aircraft to taxi them across the airport. I am assuming these "so-called" taxi crew in O'Hare (distinct from the long-haul crew) could be anyone (qualified and UK based or US based) with U.S. work authorization, but they are operating here foreign registered aircraft e.g. a BA 777 or a 787. Here is what I'm reading: Job Purpose: Move BA Boeing 777 and 787 aircraft between Terminal 5 (International/Arrival) and (Departure) Terminal 3 to maintain on-time performance. Requirements: Requires current/recent experience as a Captain or First Officer on Boeing 777/787 aircraft, an Airline Transport Pilot (ATP) license, and US work authorization. No Flying: Pilots in this role do not perform takeoffs or landings. Oh well...it will be interesting to see how it might all work and if it improves passenger experience. Surely, BA must have thought it out.

I came across this bit of interesting news today about my (hometown) airport. Apparently, British Airways, to cope with its complex aircraft movements around the Terminals at O'Hare, has just announced these curious job assignments, and will be hiring (experienced) Pilots just to Taxi their Planes around O'Hare/ORD i.e., to (essentially) drive the 777s and 787s, a mile or two on the ground (gate-to-gate). The Salary is $90,000-$100,000 per year (part time). Been an active traveler (domestic and international) of O'Hare airport for over 30 years, the Terminal structures of O'Hare, I've always found fascinating (and also a bit confusing). While being dropped off at the airport (by a cab or friend), on my way to an international flight, and when passing by the Arrival and Departure signs, as the Terminals come up quickly, I sometimes hesitate a bit to confirm, "Is it Terminal 5 or Terminal 1...?"...🙂...If you miss the drop-off point, you just drive around one more time. Anyway, O'Hare is a relatively old (post WWII) airport (named after WWII ace Edward O'Hare); and, through the decades, has grown, like most historic airports, through re-planning and modernization (Runway 9C/27C was the most recent one to be added in 2020). Terminal 5 is the primary Intl. Terminal (notably used by American, United, and British Airways - for Departures Only). However, there are many exceptions e.g., Lufthansa departs from Terminal 1, whereas it lands on Terminal 5, and British Airways departures are out of Terminal 3 and arrivals into Terminal 5 etc. So, with the most no. of runways (8) currently of any major international airports of the world, O'Hare Ground movements can be complex. So, what's behind this new job initiative of BA at O'Hare? I read as follows: British Airways is hiring "Taxi Crew" pilots in Chicago (ORD) for ~$100,000 annually to efficiently move Boeing 777/787 aircraft between Terminal 5 (arrival) and Terminal 3 (departure). This specialized role maintains on-time performance (OTP) for connecting passengers and resolves limited gate space requirements for customs clearance and airport renovations. The primary driver is the transatlantic joint venture with American Airlines. Many passengers connect from international BA flights to domestic AA flights. To avoid massive delays and terminal transfer chaos for passengers, BA moves their planes from arrival gates to departure gates. Interesting job assignment...! And significantly, it involves no actual flying, but, of course, experience is certainly required...🙂...and familiarity with O'Hare... I am also beginning to appreciate more that the ground movements of (transiting) passengers between (Domestic and International) Terminals while keeping in mind the customs, immigration, onward connections, and locations of (partner) Alliance lounges etc. could be indeed a logistic nightmare. I recall, at Frankfurt, sometimes I had to traverse 2 security checkpoints, multiple walkways, and escalators, from one terminal to another terminal just to make use of the Star Alliance Lounge (sometimes, it was not worth the trouble and stress, I thought). So, if the aircraft moves me there, I would surely appreciate...🙂... (Note: British Airways no longer operates its own lounge at O'Hare. Instead, it uses the American Airlines Flagship Lounge (and the Admirals Club) lounges in Terminal 3. I am sure that's also one of the factors behind these renewed efforts by BA for convenience and flexibility of its passengers at O'Hare.) Thoughts are welcome...! Cheers...!

Appreciated the comment, John. I have been always fond of this TWA livery, and, indeed, it looks beautiful here, on the TriStar. Take care. Thank you, pmplayer. Yes, one way or another, I am sure you will get to fly this one in MSFS in future...knowing well your affinity for such classics... BTW, I am aware that LH never had any L-1011 in its fleet. However, I noticed in the EU repaint pack, I'd picked up from the Marketplace; the LTU livery, one of your (other) national favorites...🙂...LTU had once deployed 13 L-1011s (10 TriStar 1/100/200s and 3 TriStar 500s). The below is a 500 shown on Runway 25 of your home airport (EDDS), ready to lift off on a short trip to EDDF/Frankfurt...🙂... Cheers...!

Decades ago, I came to know that one of the Museums in U.S. (Airline History Museum, AHM, in Kansas City, MO) had acquired a Lockheed TriStar; a rare airliner type exhibit to be found anywhere in a museum. Almost all of the Lockheed TriStars were overwhelmingly scrapped and abandoned by early 2010 but not preserved. The (preserved) TriStar in the AHM Museum is a rare (former TWA) L-1011-385-1 (so-called "TriStar 1" early variant). Apparently, in U.S., there is now one other (former Delta) TriStar, also an L-1011-1, in public exhibit in the Delta Flight Museum in Atlanta, GA. I'd visited this (AHM) Museum once before to see the TWA L-1049G Super Constellation exhibit there. So, when I heard of the TriStar exhibit, I thought of driving from Chicago to Kansas City. One fine Saturday morning well before daybreak, supplied with a drive-through pick-up of a bold (large) "Venti" size...🙂...coffee, I embarked on my 510 miles drive from Chicago to Kansas City (MO)...non-stop...punctuated only by a couple of health breaks on the way. BTW, my trip meant that I also retrace the same 510 miles on the (following) Monday back to Chicago (and my work), so, it was over 1,000 miles total in a matter of a couple of days...Oh well...it all then seemed (rather) effortless (but nonetheless a memorable) event of my younger days...🙂...undertaken by the (sole) desire to see a TriStar...up close... Anyway, today, in my MSFS2024 iniBuilds L-1011, I noticed that there are a couple of TWA liveries included in the repaint packs available in the Marketplace. One of them is with Reg. N31029; see the marking on my image below; with the Reg. very similar to the TWA (sister ship) Reg. N31019 that I'd actually visited, decades ago. These two TriStar airframes (both "TriStar 1/100/200" early variants) were delivered to TWA within a year of each other, back in 1974/1975, 50+ years ago. The TriStar exhibit I'd visited was/is no longer in the TWA colors. If you wish, search for these keywords, "Airline History Museum Lockheed L-1011 TriStar images" to see a few pictures of this RW (TriStar) airframe on the AHM premises. The iniBuilds rendered TriStar version is an L-1011-500, so, consider my (below) image a fictitious representation of the (original) TWA (N31029/TriStar 1/100/200) variant. The N31029, seen below, was the only TWA TriStar painted in the final 1995 "Globe" livery. Hope, you like this image of the (classic) Lockheed TriStar; a most innovative and luxurious long-haul jetliner of its era; looking good here, as it would in any other livery. Thanks for viewing...! Cheers and happy flying...!

Oh...thanks for picking up on a comment of mine from 2 months ago...🙂... I will look into the above videos, and will surely, replicate some of it...seem very nicely put together along with charts and maps. Yes, such Bush Flying is indeed challenging and enjoyable in our SIM. Since my FSX days, I have gathered (and preserved to this day) several books on bush flying and bush country airports (meant for RW Pilots) in the mountainous regions of North America. I would regularly pick a random airport e.g., in the states of Montana, Idaho, Wyoming, and fly to/from it. I also do this once in a while in MSFS. However, in MSFS, with its vastly improved (default) global mountain landscape (over the past SIMs), I've focused on higher elevations of the Alps, Rockies, Andes, and Himalayas (have had chance to visit these ranges in RW, with the exception of the Andes; maybe one day in future). Close to home, the Rockies range is my favorite, along with the Appalachians of the eastern U.S. In my several visits to Denver, I've visited the Rockies more often than the city of Denver itself...🙂... During the last few years of MSFS, I have explored these mountains in the SIM quite extensively and posted several accounts in the Screenshots Forum. I've found particularly fascinating to fly upstream along some of the major rivers of the World, all the way to their origin in the high mountains of the above ranges. Nothing is more daunting and challenging than e.g., tracking the mighty Brahmaputra River back to its (glacial) source in the densest of the Himalayas, up near 17,000 ft altitude. It's remarkable to observe how such a river, following the principles of gravity, guides itself down from such high elevations, twisting and turning in the mountains, finding the path of least resistance, and eventually bursting into the plains of South Asia, instantly breaking out into myriad channels. I have seen this place in RW, and it was equally fascinating re-visit in MSFS. Of course, for such mountainous flying, one needs to choose the a/c accordingly, one that's powerful and also maneuverable (a C172 will not do...🙂...); there are several excellent options in MSFS. Despite all this being virtual, as one is navigating the valleys in such dense and high mountains, constant situational (and altitude) awareness is a must, but it is quite a rewarding experience in mountain flying. Thanks for the comment and the videos. Cheers...!