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  1. Hi allI'm trying to breath some life into my fsx se and my helicopter cockpit by adding liftable objects. I have looked at the early Slingloads in the Sandboxliftable missions which was done along time ago.My cockpit is based on a MD500e. so I'd liked to use that to setup some very basic items to lift and move around.In the sling loads missions there were about 30 liftable items and 2 helicopters the bell 206 and the EH-101. The bell could only pick up one item which was the stretcherI would like just a few small generic items to move around. I have object placement tool installed so I am able to create my own scenery using the default scenery objects and I know that liftable objects need to be setup as missionsIs there any other downloadable objects that I could use to create missions for litable objects CheersRhys
  2. For W28 (airport) scenery, Orbx begins the description as, "Sequim Valley is a small airfield on the northern Olympic Peninsula...in the foothills of the spectacular Olympic Mountains...and is considered to be a pilot's dream...." Now, surely, some of us...would remember that PNW was Orbx's very first (debut) regional scenery for North America...It was around 2010/2011, I believe...hard to imagine but a decade has already (and seemingly quickly) passed since then...Of course, Orbx has steadily added many small (custom) airports and airfields to the PNW region over the years. Here's a little gem that I've had for quite some time, but never got to explore in much detail... My 20 screenshots, below, about Sequim Valley, capture the moods from all hours of my (virtual) day, Dawn/Day/Dusk, at and around W28 Airport. The beautiful town of Sequim, located in the Olympic Peninsula, appx. 65 miles west of Seattle, is set out near the Strait of Jun de Fuca with the rugged and impressive Olympic mountains seen as backdrop (see e.g., shots #14/#15). Mount Olympus, at ~8,000 ft, (see the last but one shot, with dusk sunlight glistening on its snow-capped peak), is the tallest and most prominent peak in the Olympic Mountains. The picturesque body of water, called Juan de Fuca Strait, (see the last shot and note, below) is the adjoining Salish Sea's primary outlet channel to the Pacific Ocean. The international boundary between Canada and the United States runs down the center of this Strait. This whole area is famous for the breathtaking cliffs of the Olympic Mountains and the immaculate beaches of the Strait (see screenshots below, while, I, too, am trying to go back in memory, from many years ago, of that (insufficient) half-day, I'd got to spend around there, during one of my two visits to Seattle, this one, I recall, was right after a visit to the Boeing factory, on the same day...). Anyway, during this post, I realized that the best way to appreciate the spectacular beauty of this region is from the air...So, I've shown a sample of (aerial) screenshots taken during daylight and twilight, to justify my conclusion...hope you will agree... I was reading a bit, "...For hiking, biking, and other outdoor activities, or simply sitting back and relaxing, and letting your care and worries fade away..., Sequim Valley indeed seems like an ideal getaway...", (I personally prefer the latter modes...🙂...). Today, I spent a whole day there from dawn to dusk...virtually...From my visit, I've also included several screenshots of sightings around the airport itself. BTW, in my pictures, do note one (close-up) screenshot of a (singular) orange-hued Butterfly, that I noticed fluttering around me, you may also notice it just above (my) camper van...🙂...It kept re-appearing near me exactly every 90 secs or so...in a repetitive pattern, and, of course, Nature does not operate that way...🙂...still, this AI butterfly impressed me a bit...and added to my experience... Sequim Valley (W28) Airport (Rwy 9/27; see one image with "27" marking visible) has a 3,500 ft. asphalt Rwy. In my previous post, from half-way across the world, about the mountains of Spain, I'd shown a few pictures of my Brasilia 120 lifting off, and here, in this post, bit nearer to home, I also show a couple of screenshots of my favorite B120, lifting off from W28 Rwy 09, eastward (i.e. inland), with glimpses of the blue waters of the Strait, visible, on the port side...from my Captain's window (see also close-up [VC] MAP shot of my (inbuilt) GTN 750, custom-added into this a/c flightdeck...)...In the final image, I leave you with a glorious (and golden) impression of the beautiful Juan de Fuca Strait, in which shot, you can spot the Mount Olympus on the left (U.S. / Washington) side, the landmass of Canada / British Columbia on the right side across the Strait, and the vast (North) Pacific further out on all other sides...! (BTW, my featured airline, OceanAir, indeed operated a fleet of Brasilias, and was, not surprisingly, a Brazilian airline, which would later become part of Avianca Brazil. For livery, I've chosen this striking red color of the Brasilia...if you wish, you may search for "Embraer-120 Brasilia PT-SLC images" and view a few (RW) images of this nice a/c...) Thanks for viewing and for your interest in this collection of pictures...!! My day in the Sequim Valley is done, here...!
  3. [Note: This post is triggered by another recent post, with a set of beautiful pictures from Northern Spain, specifically the region between San Sebastián and Bilbao...] In this post, I travel (westward) starting from Barcelona past San Sebastián and Bilbao, exploring the beautiful mountain ranges of Northern Spain. BTW, Spain also has spectacular mountains, in its other parts, such as Central and Southern Spain (see e.g., pictures of Mount Mulhacén below). The highest mountain in mainland Spain is Mulhacén, which is located in the Southern edge of Spain, and Mount Teide, the volcano, on Tenerife, in the Canary Islands, is the tallest mountain in all of Spain. In the Northern range, here, below, are the 3 highest mountains (marked with (*)), listed among the tallest 7 in all of Spain. Teide (Tenerife) - 12,188 ft Mulhacen (Spain South) - 11.413 ft * Pico Aneto (Spain North) - 42°37′56″N 00°39′28″E / 11,168 ft Veleta (Spain South) - 11,135 ft * Posets o Llardana (Spain North) - 42°39′56″N 0°25′28″E / 11,053 ft Alcazaba (Spain South) - 11,060 ft * Monte Perdido (Spain North) - 42°40′N 0°02′E / 11,007 ft For visualization on the MAP, I've plotted the LAT/LONG co-ordinates of these 3 mountains on a SIMBRIEF FlightPlan from Barcelona (LEBL) to Vigo (LEVX), (see MAP screenshot below). The (B2B) 3 waypoints seen northwest of Barcelona, are where these mountains are situated (see shots #9/#10 for the vicinity of this northern range). Additionally, I have travelled further westward from Bilbao, tracking the Cantabrian Mountains Range (see shots #15/#16), of lesser height, but no less beautiful...They stretch for over 180 miles across northern Spain, along the coast of the Cantabrian Sea, which essentially represents the south part of the Bay of Biscay. The Bay of Biscay, of course, is the (highly) historically significant site of many famous naval engagements over the centuries. I've also included several screenshots, while tracking (westward) along the coastlines of Bay of Biscay, dotted with scenic coastal towns... (see the very last 4 screenshots) ...indeed, they look as beautiful as the Mediterranean coastlines... (I've never been really there...🙂...though...) ... Finally, no reference to the mountains of Spain would be complete without a mention of the majestic Mount Mulhacen, the highest mountain in mainland Spain and in all of the Iberian Peninsula. This mountain is not exceptionally dramatic in terms of steepness (reportedly, can be climbed in a single day), but the proximity to the Mediterranean Sea makes this mountain (and the whole area) a special attraction, decorated with beautiful green valleys and picturesque high peaks. From an independent (air) excursion, I've shown, below, several screenshots of Mount Mulhacen and its vicinity... (see shots #11/#12/#13/#14). My travel partner, for all these explorations, is an Embraer 120 (Brasilia), a plane I'm very fond of, see the first 8 shots, below, selected, in the livery of my beloved United Express... Hope you enjoy this collection of pictures...! And I cannot but wonder how much more beautiful, these mountainous regions of Spain would appear from the world of MSFS...!! Thanks for your interest...and happy flying with your new and shiny "737"...🙂...!!
  4. Hi all!It's been long since the last time I played FSX, however after refitting my computer with a brand new SSD and fresh install, I thought I could also upgrade from the boxed to the Steam version of FSX. I had already made a lot of research about the advantages (and disadvantages) of the latest version published by Dovetail, and bought it a few weeks ago. As obvious as it may sound, I had to have all my addon aircraft and scenery from nearly 7 years of simming into FSX:SE.For the most addons, all runs fine, however, I've experienced a few issues with some of them, particularly Tom Ruth's aircraft (DC-10, L-1011, PA 320 series, etc). These aircraft form the backbone of the fleet I regularly fly with, and I really want to fly with no problems at all, but:- When I press the SPACE+MOUSE binding, the mouse starts flickering between the crosshair and the pointer;- When pressing CTRL+Y, SHIFT+(number), Y, O, ALT, the binding not always work, as if windows switched between FSX and another program, or desktop.I've searched through the web and found out that disabling the Steam in-game overlay would solve the problem, which it did in most part, however I sporadically find myself in this problem again and again, particularly when switching from desktop to FSX. Maybe I am missing something here, and I know this can be solved, but I already posted this on Steam and got no response for almost a week... I've also heard that it may be something related to random keyboard language switching, but since the CTRL and SHIFT keys don't work I don't think so.
  5. [Note: For my previous post, as I was exploring the 3 types of B777 engines (GE, PW, RR) that made B777 a popular best-seller among the (long-haul) airline operators, and made it the success it became...., I came across the remarkable incidence of United Airlines flight 328. The (scheduled and routine) flight from KDEN to PHNL, that would have normally taken appx. 7 hours, covering appx. 3,400 miles (see my shot # 2), was cut short due to an in-flight emergency barely minutes into take off. This post, btw, is not a replication of the event, but merely simulates the route (normally) from takeoff to touchdown, and there is not any kind of emergency in my simulated flight, either.] A B777-200ER can easily makes 16+ hours ultra-long-haul flights, but here is the captivating story (with symbolic pictures) of a B777-200ER flight lasting just about 24 minutes, for UAL Flight 328, that occurred, about a year ago, on Feb. 20, 2021. The B777 (near identical to the a/c I've used for this post) was powered by the PW4000 series (high-bypass) turbofan engines. To get an idea how large this engine is, it's worth stating that that the PW4000 engines are roughly as wide as an entire Boeing 737 fuselage...(please also see pictures below)...! On Feb. 20, 2021, at 1:04pm local time, the flight departed normally from KDEN (Rwy 25). In my pictures, below, as I too lift off from the same Rwy 25, note Denver Airport's iconic (white) architectural (Rocky Mountain look-alike) terminal roof in the background. Four minutes after takeoff, as the airplane was climbing through an altitude of about 12,500 feet, the flight crew advanced the throttles for further power to minimize time in expected turbulence to their assigned altitude. Immediately, there was a loud bang, followed by engine fire warnings, and failure and shutdown of the right (#2) engine. In the cockpit, engine instrumentation screens would have indicated a rapid decrease in RPM parameters, among other indications (see below for several [VC] shots for my (normal) 777 EICAS displays, in the pictures below). Here is the (exact) mayday transcript from this bit of occurrence: FLIGHT 328: “328, uh, heavy. We’ve experienced engine failure, need to turn. Mayday, mayday. United, uh, 28, United 328, heavy. Mayday, mayday, aircraft, uh…” DENVER TOWER: “Yes, 328 heavy, say again, read all that again.” FLIGHT 328: “Denver, uh, departure. United 328, heavy. Mayday, aircraft, uh, just experienced engine failure, need a turn immediately.” DENVER TOWNER: “328, left or right turn?” FLIGHT 328: “Left turn.” During this emergency, among the many (checklist) items for the crew to think about and quickly act on, one of the first and foremost was surely about making the "turn" back to the airport. In fact, the decision was already made before contacting ATC (see the last two lines of the transcript, above). As the crew were going through the checklist and containing the fire by discharging the fire extinguisher bottles into the right engine, another critical decision had to be made whether to dump fuel or not...the pros and cons of a fuel dump had to be carefully evaluated against those risks associated with landing with excess weight (the long-haul plane was fuel-heavy being barely into takeoff). After verifying the landing performance of the a/c, they finally elected not to dump fuel for safety and time reasons. Then emergency landing preparations started, while the engine fire warning signs persisted still, which would be extinguished only during the downwind leg of the circuit back to KDEN Rwy 26 (see my screenshot #5, below, for the two legs along and against the direction of Rwy 26, the latter leg slightly slanted downward). For landing, the captain executed a one-engine-inoperative approach (that the airline pilots continuously practice in their real simulators), touching down on runway 26 without any further incident. The Airport Rescue and Firefighting team was ready and waiting, and as soon as the a/c stopped on the runway, the remnant fire in the right engine was promptly extinguished. Most importantly, no one was hurt. The entire flight from takeoff to touchdown lasted 24 minutes. The emergency return, from Rwy 25 back to ILS/LOC Rwy 26 (see my FMS NAV/RAD page auto-tuned to Rwy 26 ILS Frequency 108.90), involved a left-turning (CCW) race-track course, since the takeoff was westward, and the landing was also westward. From available on-line data, and I've approximately (and please note, symbolically) matched it in my flight here (route shown in my shot #5), where you can see all the KDEN Rwys, including Rwy 25 and Rwy 26. Please also note, below, the presence of the (nearby) Rocky Mountains, just west of KDEN, seen from the [VC] and in the right-wing-view shot, as I'm banking left back to KDEN Rwy 26. So, two massive and powerful engines had lifted the United 328 (heavy), and its load/pax off Rwy 25, but only one of those engines, the left (#1) engine (see my very last screenshot of the left (#1) engine, for an impression), managed to successfully (and safely) bring it all back to the ground. It was aided, of course, by exemplary and cool-minded airmanship by the crew (listen to the actual transcript, if interested). The captain and the first officer were UA veterans, with more than 30 and 20 years with the airline, respectively. That's why those folks are up there, while we are here...in our own imaginary world of virtual aviation... Hope you enjoy the below set of symbolic pictures from my uneventful (virtual) flight, here, but still, at least, get a miniscule evocation of the actual event, even though this (virtual) flight is devoid of any actual emergency, and devoid of the fact that lives of 241 occupants were at risk in that fateful UAL 328 flight, which, after all, turned out to have a good ending...! Thanks for your interest...and good rest of day...!
  6. Modern aircraft engines are fascinating...they are also quite amazing. Imagine e.g., that the exemplary (twin) long-hauler B777-300ER could stay in the air on an average 16 hours a day, during non-stop flights, day-after-day, year after year...It's also hard to believe but the high-density-layout 777s (e.g., with Air Canada / Air France) can carry up to 468 passengers...more than the typical capacity of a quadruple-engined B747...! If you have travelled, on such long-haul flights, watching those engines humming along, just outside your cabin window...almost as if they could go on forever...it's impossible not to be impressed, those engines being the most impressive part of the a/c...! My longest afloat in the air, I recall, was in an AA B777 for 17+ hours..."...so, here, comes to my mind, for a moment..."High Flight - Oh! I have slipped the surly bonds of Earth..."...🙂...Cruising along just under 40,000 feet would surely qualify as "High Flight"...I presume... As I recall, that (extended) flight duration included an (unexpected) diversion to an alternate destination due to inclement arriving weather conditions...so, today, when I was setting up the FMS for my (make-believe) 777, and had to enter the FUEL "RESERVES" on the PERF INIT page, my mind went years back to that (RW) long-haul flight...as to what the crew must have pre-planned for their fuel reserve, that they actually needed...BTW, this post is triggered by bits of my (recent) readings about large a/c engines...especially for the 777...I was also reminded of the dramatic events of United Flight 328, that had occurred just about a year ago, in which, barely 4 mins into takeoff, the crew were forced to (successfully) secure a failed engine, and return the 777 to ground, with the (sole) working engine, elapsing another (fateful) 20 mins. Requesting a left-turn (emergency) return to the airport, the captain had accomplished a one-engine-inoperative approach, landing on Rwy 26 (KDEN) without further incident. There was zero injury onboard or on the ground...a most remarkable display of (all-around) airmanship by the crew...in the most critical phase of the flight...! If you wish, you may search and view a passenger video recording of the unnerving sight of the stripped, failed and simmering (right side, #2) engine...in flight... The B777 has been (traditionally) equipped with 3 types of (massive) high-bypass turbofan engines... (GE/PW/RR). In this post, I wish to share (SIM) pictures that illustrate all these 3 types of powerplants that energize the 777. In my series, here, I've used only the B777-200ER variant, showcasing two less-seen-here Airlines (TAAG Angola and TAP Portugal), plus United, my most (777) travelled (RW) Airline, (see, below, two ground pictures of an UAL 777-200ER (with PW engines) interjected in the middle, between the sets of images for TAAG and TAP). This shown UA 777 is very similar to the one involved in UAL Flight 328. To the layman eyes, such as mine, all these 777 engines may look alike (except I can tell the Rolls-Royce ones by the unmistakable (blue) logo of the overlapping twin letters "RR"...🙂...e.g., see my very last screenshot below...), but, of course, there are differences among these engines, in terms of performance and capability. Anyway, please find below, first, the GE-powered TAAG 777, capable of lifting off with over half-a-million lbs. of weight, powerfully climbing up and away after takeoff, and then the RR-powered TAP 777 descending equally impressively back down to the bonds of Mother Earth...🙂...for landing...The two sets of pictures are demarcated by the two screenshots of the PW-powered UAL 777-200ER. Hope you enjoy the pictures of these remarkable a/c engines fitted to this remarkable a/c, an a/c which has been Boeing's flagship (and classic) trendsetting (long-haul) twin...! Thanks for your interest...and Happy Flying...!!
  7. Hello, I am trying to add repaints to my sim, I am using the SE edition of FSX and I am adding everything in the correct places. I put the texture files in the correct a/c folder locations, I add the [fltsim.XX] text to the aircraft.txt folder and change the XX to the next number and everything. However, the repaints don't show up when I start the sim. This happens with every a/c that I have, PMDG, QW, Flight 1, even the included freeware a/c. Yes I am running everything in admin mode, I even mapped my C and other drives so that "everyone" has access to modify files in the security settings. If someone can please help, I would really appreciate it
  8. Hope someone can help. This is happening with all aircraft in FSX Steam. If I use Shift+1,2 etc I get a flash where the pop up should be and nothing else. Trying again I get nothing at all. If I try the alternative of 'views - instrument panel' nothing comes up again. All I have done recently is install LINDA. Any ideas, please.
  9. As follow-up to my Wales tour, in this Part II, I continue my journey beyond Cardiff, northward, over the lush-green hills, valleys and meadows of Wales (see shots below), towards the Snowdonia mountains, and then return back to Cardiff in the dusk light... It was a worthwhile visit of Wales...though virtual....and the (capable and lovable) Golden Eagle was good fun too...!! Thanks for viewing...!!
  10. [Excuse my "catchy" title...🙂...so, right away, I wish to clarify that the reference to "Golden Eagle" is to the Cessna 421 a/c of the same name...Anyway, here is the account of my (virtual) journey in Wales, in 2 Parts...with pictures to view and travel notes...if you wish to read...] A short while ago, I'd posted about (Alabeo's) Cessna C404 Titan touring the Central Rockies. At that time, I'd also picked up the (Alabeo) Cessna 421C Golden Eagle but had not flown it till today. In this post, I fly this nice twin-prop (with piston engines, no turboprops...but no issues there...), visiting Wales, an Orbx region, which, pretty much, I do not recall exploring in much details. Wales, part of the United Kingdom, is surely an interesting country, located on the western edge of England (see MAP below), and bordered by the Irish Sea to its the north and west...Now, one (quick) way to resolve one's curiosities about a (non-native/unfamiliar) country (without an extensive learning exercise...) is to search on-line for e.g., "Facts (or even better "Fun Facts...") about...", "Amazing Facts about...", "Interesting Facts about..." etc... And I discovered that Wales amply delivered...! For just a select few examples: Being fond of mountains, myself, and having visited the (great) Himalayas once, I learned that the highest Himalayan summit was named after Welshman (Sir) George Everest. Earth's highest mountain peak definitely sounds better with this name rather than the previous "Peak # XV", though Everest himself had opposed this naming...suggesting it be not named after him...for one or more reasons... Within Wales, the highest mountain is Mount Snowdon at an elevation of 3,560 ft (see shots # 7/8/9/10 in my Part II, of Snowdon and its surroundings). Snowdon is no Mount Everest, but a most visited attraction in Wales and one of the busiest mountains in the UK. On a good day, they say, you’ll be able to see England, Scotland, Ireland and the Isle of Man from the top of Mount Snowdon. [Note: This is possible because Snowdon is the highest point in UK outside of Scotland, with Ben Nevis (Scotland), at 4,413 ft, being the highest summit in all of UK.] There is a connection of Mount Snowdon with Mount Everest. Snowdon was used by (Sir) Edmund Hillary and his group during preparations for their 1953 expedition to climb Mount Everest. BTW, Hillary, in the other side of the world, in his own country, New Zealand, had also used Mount Cook, the highest mountain in New Zealand, as a training ground for his successful summit of Everest. So, both Wales and NZ had (indirectly) contributed to the conquest of Mount Everest. Snowdon is known for Snowdon Lily, the pride of Wales, a dainty alpine flower which, in UK, is confined only to Snowdon and its neighbors. Unlike most alpines, it blooms alone, and often out of reach, in rock crevices. Well...I have shown a few sights of the Snowdon mountains in my Part II, but, no "hard-to-reach" Lily, for which one will have pay a (RW) visit to the Wales, or the Alps or the Rockies. Being fond of Castles (and there being not too many around here, to be found easily...🙂...but actually, yes, there is one nearby that I pass-by often on the highway...if you are not a local resident...please search for "Chicago medieval times castle images"...not sure though if it would qualify in the strictest terms...🙂...). Anyway, there are more (real) castles per square mile in Wales than any other European country. Wales is/was home to over 600 castles. Caerphilly is the largest castle in Wales, and the second largest castle in Europe, after Windsor Castle in England. Wales is known for its capital city, Cardiff (starting point and focus of my tour). I've included several screenshots (see below) of the airport (Rwy 12/30) and the city in my pictures. Nestled on Wales’ southeastern coast, Cardiff has an impressive bay and plenty of lush green hills separating it from its neighboring country, England. River Taff can be spotted below, in one of the shots, flowing through the heart of Cardiff city. Cardiff even has a 2000-year-old castle, Cardiff Castle... (sorry, could only spot the castle compound (see shot #17, below), but no castle...(?)...will look again...) ... Wales is home to some of the most beautiful bridges... (both classic and modern) ...The Second Severn Crossing, which is a gateway into Wales and an iconic structure that thousands of motorists use every single day, can be seen in a screenshot in my Part II. Wales also had the first road suspension bridge in the world, the Menai Bridge, located ~20 miles west of Snowdonia. The bridge was opened on 30 January 1826. At the time it was the longest bridge in world measuring 1,265 ft. I've included one shot of this iconic bridge in Part II (in that shot you can also spot the nearby Snowdonia mountains). For this post, (per Route MAP below), I've lifted off Cardiff Airport (EGFF), flying west ~35 miles to Swansea, which is also a coastal city in the south of Wales, and the 2nd largest city in Wales. From Swansea, I've headed straight up north to the (mountainous) Snowdonia region, in north-western Wales, briefly skirting, on my way, the shorelines of the Irish Sea, on my port side (one (twilight) shot of this beautiful shoreline, shown in Part II). Regarding the a/c of my choice, Cessna has a long series of aircraft with 4XY designations, which are all fascinating (along with their names) ...e.g., 404/Titan, 406/Caravan, 408/SkyCourier, 414/Chancellor (see beautiful recent pictures of it from MSFS, here), 421/Golden Eagle (this post), and 425/Conquest etc. The Golden Eagle series is well-known for their performance, fuel-efficiency, and especially their on-board creature comforts (see interior cabin shots, below). I also liked the artistic (Golden Eagle) logo on the yoke column (see it in the close-up [VC] shot, below). The -421C variant, seen here, is/was characterized by an improved landing gear system, compared to the -421B, giving it the distinguished look of a higher stance (see shot #1, below), and a smoother landing... Hope you enjoy this collection of pictures and this (virtual) tour...!! Thanks for viewing...!! [Alabeo (Cessna 421C), Orbx (Wales)]
  11. Here, in this post, I wish to illustrate three items that have been always of interest to me, which I've been meaning to explore a bit via our virtual world... Western Airlines Mountains of UTAH DC-10-10 (the very first output after Douglas-McDonnell merger; DC-10-30 was more common, though size and capacity wise -10/-30/-40 variants were all almost identical) First of all, the unique distinction of being "the oldest continuously operating airline" is a prestigious honor for an Airline e.g., it's said that the KLM Royal Dutch Airlines, founded on October 7, 1919, makes it the oldest airline in continuous operation in the world. Of course, nearly 18 years ago, back in 2004, Air France and KLM (officially) merged together, though they have since continued to operate independently, maintaining the brand identities for the sake of their respective (loyal) clientele. When Western Airlines merged with Delta in 1987, it was the oldest continuously operating airline in the U.S... The company was incorporated, on July 13, 1925, as Western Air Express, dating back to an origin earlier than those for the likes of Pan Am, TWA and Continental (Delta was also founded in 1925, but started commercial operations 3 years after Western). Western Airlines launched its first commercial (air mail) flight on Apr 17, 1926, and then, the following month, same year, inaugurated the “first scheduled airline passenger service” in U.S., flying from Salt Lake City to Los Angeles. Apparently, there were just two (dignitary) customers, on that historic flight, in addition to mail cargo, and those two travelers had to seat on the mail sacks while on their way in the Douglas M-2...so, we presume, it must have been a bit of an uncomfortable ride...! Western's fleet evolution history, from Pistons to Jets, is one of the most fascinating, beginning with Douglas M-1 (mail planes) and ending in the Douglas DC-10s trijets. Just before the merger with Delta, Western had 10 DC-10-10s (10-10-10, so to speak...🙂...no other DC-10 variant) in its fleet. These DC-10-10s would be soon eliminated (and replaced) since Delta was already operating the "other" famous Trijet, the Lockheed L-1011 TriStar. Below, you will find a Western DC-10-10 lifting off KSLC (Salt Lake City), from where the airline had operated its very first commercial passenger flight. Interestingly this (shown) DC-10-10 (Reg. N901WA) never got to be acquired by Delta. Just ~2 years before Delta merger, this DC-10-10 would go to American Airlines, fly for ~15 years with AA, then get acquired by FedEx, and serve with FedEx for a few more years, before ending its life (scrapped) there. To illustrate the fact that the Western DC-10-10s did wear the Delta uniform, post-merger, I've also shown, below, five (sample) images with a Delta DC-10-10 (in the iconic Widget livery) landing in KSLC. This Delta DC-10-10 (Reg. N912WA) was indeed originally a Western DC-10-10, with same Reg. No. You may search for "Images for N912WA Western Airlines DC-10" to see a few (RW) pictures of it. Now, the state of UTAH, is home to some of the most varied landscape (of mountains and deserts) in the U.S., dominated by mountain ranges rising right next to the Capital city itself (see e.g., shot #8 below after lift-off), (my only (and limited) exposure to this state, was via a visit to Salt Lake City). The most impressive of the Utah mountains is the (peculiar) east-west running Uinta Mountains of Northern Rockies, extending eastward from Salt Lake City towards the Colorado border. Much of this region, I read, is "roadless wilderness where vehicles are prohibited...with only a handful of rugged 4X4 tracks..."...However, here, high atop in the cockpit of my DC-10-10...🙂... I've captured and shown, below, a couple of screenshots, from this range of mountains (see shots #10/#11). The Uinta Range is the highest in Utah and contains well over a thousand lakes, few of which you may spot in my pictures. The other significant mountain range of Utah is the (normal) north-south running Wasatch Mountains, from the Idaho-Utah Border, extending south from Salt Lake City. I also flew over these mountains and shown a couple of screenshots of it (see e.g., shot #12). Hope you enjoy this collection of pictures, relating to the historic Western Airlines, flying its classic Douglas Trijet, over some of these spectacular (must be clearly so in RW) mountains of UTAH. For this flight, I've lifted off 34R (KSLC), turned eastward, and then, after the aerial tour across the state, have landed back in 34L (KSLC). Thanks for viewing...!!
  12. [Note: This post was triggered by another recent post, here, with a set of beautiful 787 pictures...please read on if you're interested about ANA and its 787s or you may jump to the 787 images below...] ANA was the launch customer for the 787...a distinction, always considered prestigious (and by nature, also problematic) in the aviation circle for an airline whenever a new a/c type is introduced. I checked today that ANA, the largest operator, by far, of the 787 in the world, currently has, in its fleet, 36 "-8s" (see images below), 39 "-9s", and 2 "-10s" (see the 2nd image below). The 787 program was launched with 50 orders from ANA. The (first variant) 787-8 had entered service with ANA in October 2011. That same year, I'd happened to visit the Boeing Everett Factory and seen an ANA 787-8 roll out of the assembly building. And in one of those moments of aviation ecstasy...🙂...I had also conjured up my username tying me up with this plane...so the 787 "-8" is kind of close to my heart... Only the very first two 787-8s operated by ANA (and delivered to the airline in 2011) wore the special “mackerel” livery (the same ANA color I've selected below for the "-8" variant of my subject flight, here). I learned today that the first one of those (JA801A) was later repainted into the "regular" ANA livery in February 2017 (see this regular livery in the image of the "787-10" in the 2nd shot, below), while the second one (JA802A, the exact same Registration, as seen, in my 787-8, here) was also converted into the regular livery in October of 2017. As such, no more 787-8s wore the livery that the aircraft type first entered into airline service with. So, the livery of the -8 you see below, in flight, is indeed rare and special. QW 787 repaint listing provides 3 variations of the ANA livery (I've shown all three, here), and this special (“mackerel”) paint is titled by QW as "All Nippon Airways 787 Special Livery". Airline liveries are fascinating...at least to the livery enthusiasts...and, of course, to the SIM repainters... (ANA's simple but elegant livery features white and two shades of blue) .... Here are the 4 primary ANA 787 livery variations, since its launch to the recent times: Boeing’s prototype (# 2) 787 (N787EX) in the ANA color (it's similar to the regular ANA livery but without the label "Inspiration of Japan" on the fuselage; this prototype livery not shown in this post) The special “mackerel” livery (from 3rd shot onwards, and the subject livery of the flight for this post, where the blue strips are confined to the rear half of the fuselage, plus it sports the large "787" label on front fuselage) There were 22 ANA 787-8s (after the first two) painted in the regular livery but also with the large label "787" (instead of the label "Inspiration of Japan"). I've shown one image of this livery in my 1st shot below, shown on a -8 variant. Finally, the (most commonly used) regular ANA livery is the one with the dual blue strips extending from the tail and tapering and ending near the nose of the a/c, plus the label "Inspiration of Japan" in mid-fuselage. See the 2nd image below, with this (regular) livery shown on a -10. I've interjected the 787-10, here, also for comparison with the 787-8 (e.g., you may compare the 1st and 2nd (lengthwise) images, below). The 787-10 is the longest variant 787, 38 feet longer than the 787-8. It is in the same (market) niche as the Airbus 350-900 (btw, you may like to see an excellent recent (MSFS) post, here, on A350-900), and the 787-10 is (practically) encroaching into the (revered and forbidden) territory of another Boeing, the B777...! So, please find below, 3rd shot onwards, the special “mackerel” livery "787-8", only the 2nd 787 to enter service, flying here on a short but complete (test) flight, from takeoff to touchdown, between NZAA (Auckland) and NZCH (Christchurch). For prep, I've followed a Cold & Dark engine start-up procedure at Auckland. The flight is fully automated and LNAV/VNAV controlled, flown under the guidance of the FMC with a FLTPLN pre-loaded into the FMC. It's also aided by the excellent HUD system available in this SIM. I've shown an image from within the [VC] approaching the T/D point of the route (see ND shot), where the a/c FMC faithfully (and automatically) initiated my descent and, also, (dutifully) auto-tuned the ILS frequency for ILS 20 Rwy of NZCH...seemingly trivial but wonderful amenities in our make-believe world of virtual aviation...especially for someone who has been flying the CS (steam-gauge based) Classic 727s, 737s a lot lately...🙂...Of course, those legacy Boeing a/c certainly also have their unique place in aviation...as we remember that the modern B787 cockpit and avionics, though so advanced, has its roots and genes in those classic cockpits...and, in fact, has evolved from that foundation.... It's always a great pleasure to revisit this (QW) 787... (a SIM a/c which has the right degree of complexity for this simmer) ...so, it was good fun...flying my namesake...🙂...in my virtual sky... Thanks for your interest...!! [QW (B787, Orbx(NZ)]
  13. In my previous post, I'd explored the fascinating KCMW (Cushman Meadows) scenery pack from Orbx, which comes with an interesting additional (hypothetical) airstrip.... Bear Gulch (WA38). Bear Gulch Airport consists of a unique wooden (bridge-like) runway segment (see shots below), thanks to the imagination of the scenery creator. A small creek goes underneath the runway and this creek is spanned by the narrow wooden structure which forms part of the total runway (my simulation MAP shows the length of the Rwy as 1411 feet, and elevation 760 feet). Lake Cushman (WA) is rather well-known (and easy to spot on the MAP) in the picturesque region of Olympic Peninsula...I read, "...Lake Cushman's shoreline is dotted with resorts and rental cabins...The lake is notable for its beautiful crystal-clear blue water...etc..". It is surrounded on all sides by the scenic mountains of the Olympic Range (I'd included a few pictures of these mountains in my previous post). The lake is rather peculiarly shaped...thin and long, spreading from Northwest to Southeast. Orbx's KCMW is situated (appx.) 2/3rd down the length of the lake, and WA38 (Bear Gulch) is situated at the northernmost corner of the lake. In my previous post, after lifting off KCMW Rwy, I'd followed the lake south while gaining (valuable) altitude over the waters of the lake (the "turbocharged" (twin) Lycoming (piston) engines of the PA31 Chieftain, had made it all easy...🙂...) ...before I had ventured outward over the peaks of the Olympic Mountains...for the pictures I'd shown earlier... Here, for this small airstrip, WA38 (Bear Gulch), I've gone back to a Cessna Skylane II RG R182 (a high-performance four-seat light aircraft with Retractable Gear (= RG), also powered by a Lycoming engine) ...I've lifted off Rwy 14, south towards the lake, then making a slow U-turn over the lake (with full extended flaps and gears down) and have retraced my track back in the reverse direction to land on Rwy 32. My landing shots (see below) hardly reflect the level of difficulty and challenge I actually experienced...🙂...in bringing the a/c down onto this narrow and tight airstrip, which is closely surrounded by high mountains. Though I landed a bit off-center, I did manage to come to rest in the field just in front of the farmyard (barn)... (I mean in front of the main airport building...see sign "BEAR GULCH AVIATION...HOODSPORT WA"...) ... I've also shown, below, a few other sights around this airport, including the last two shots where twilight (my favorite time of the day in the resort) has fallen over the lake and my (virtual) summer home...🙂...which directly faces the lake.... Hope you enjoy this account and these pictures of the C182, dressed in the (unforgettable) image of someone famous from the 1950s...as created by an (equally) imaginative (SIM) repainter...with the a/c flying around Bear Gulch (WA), at the edge of Lake Cushman...in my virtual world... Thanks for viewing...!!
  14. The Cushman Meadows (KCMW) is a small but scenic airport located in the mountainous and picturesque region of the Olympic Peninsula...in western Washington. The surrounding landscape is dominated by the spectacular Olympic Mountain range (see shots below). Here are 20 pictures at and around KCMW airport...as visited on the ground, and from the sky in a Piper PA-31 Chieftain (my flying observatory...🙂...rather than the static (makeshift) one, on the ground, shown in one of the shots, below). The last two screenshots, below, show how the vista might appear looking south (i.e., along the (shown) Rwy 18 of KCMW, towards Lake Cushman), and towards the east...with the sun rising behind the Olympic mountains... Thanks for viewing...and hope you enjoy this collection of pictures...!! [Orbx (PNW / KCMW - Cushman Meadows), Alabeo (PA-31 350 Chieftain)]
  15. Hi, if this is the wrong place for this post please advise. I thought it should be here, or the "Hanger." Neither seemed exactly right. Here goes. I'm running FSX-SE on Windows 10. I am learning the B737-800 that came with my FSX-SE purchase. I have gained the ability to land the aircraft, and do so at or near 160 knots IAS, flaps 40. I don't load fuel in accordance with a fuel plan. Whatever "gut" algorithm I use is pretty consistent since the gross weight tends to usually be within the range that calls for 160-161 Knots IAS. When I say "calls for," I am referring to the Vref chart in Aircraft--> Reference. That same Vref chart is what motivates my question here today. I would post an image of the Vref chart in question, but I just got through reading the forum rules regarding posting images. Not being clear on what was being asked, I decided I'm too new here to be put in "forum jail." Maybe next time. Basically, I interpret that chart to say I can land this aircraft at gross weight between 90000 and 180000 (pounds), and I have two choices regarding speed. I can either use flaps 40 and land at a speed between 157 -165 knots IAS, or I can use flaps 30 and land at speeds within the range of 109-116 knots IAS. Am I reading this chart right? I have never been able to slow that aircraft to within 109-116 knots IAS with flaps 30, or flaps 40 for that matter. The aircraft will fly at speeds in that range but it will be pitched up radically, even during rapid descent. Note, it does not stall but, in my limited experience, the pitch up is too severe for crossing the threshold. The tail will hit the concrete before the wheels without intervention. But what intervention? Am I supposed to force the nose down with the yoke? That seems counter to every other plane I have flown (SIM) If you have any advice for me on the topic of landing the B737 in the slower speed range, please let me know. I am not in any way opposed to landing at 160 knots, but if there are indeed two viable speed ranges, I would like to know how to use them. Somebody bothered to publish that chart, so I want to infer that there is a reason for choosing slow or fast speed approach and landing. True or False ? Thanks in advance.
  16. OK, I got your attention...first of all, I'm a bit of a fan of the MI6 Agent's (incredible) globe-trotting exploits...especially when airplanes are involved...if you are both an aviation fan and a Bond fan, please read on, otherwise you may directly jump to the screenshots, below... (BTW, planning for this post, today, was effective few hours of diversionary exercise for this weekend...) ... Couple of months ago, after a break of nearly 2 years, I'd ventured into the local theater for a viewing of the latest Bond Saga, No time to Die. Quite conscious of the pandemic risks in such a closed quarter, I'd selected a weekday, and also the first scheduled show of the day. In the auditorium, was present, just one other (seemingly like-minded) Bond-fan, seated at the far end of the next row. In spite of the audience of just "two", someone in management thought it was worthwhile to start the show, and the show started...on time... Now, as (well-known) background, the Bond franchise had started, ~60 years ago from now, with the very first film, Dr. No (1962), in which (Sir) Sean Connery brought the iconic character to life on the big screen. And, in the most recent (2021) film, the James Bond character, (uncharacteristically) dies in the climactic scene....Stranded on an island, been infected by an incurable virus, and faced with an impossible choice; Bond decides to stay on the island, and (contrary to the Title) finally gives up his charmed (fictional) life...and, with it, the desire to return to a normal (family) life...Oh well...Anyway, Casino Royale was the current James Bond's very first (and quite an impressive) debut, and in the most recent 007 episode, 15 years later, he plays his final role...(with 3 good ones in between)...From the aviation perspective, as you might guess, somewhat like us virtual Pilots, here,...🙂...Bond is licensed (and pre-certified) to fly any a/c... gyros, props, helicopters, bizjets, airliners and what not, all, with amazing dexterity... All the last five 007s have some kind of (spectacular) a/c scenes included, two of the most thrilling (IMO) are the following: In SPECTRE, where Bond is chasing the Range Rovers in a BN-2 Islander. If you wish to see this scene, please search for the 3m:57s video clip, "007 Spectre- Plane Scene". We know the BN-2 is a sturdy plane, but, not sure, it is meant for such assignments...anyway, it's certainly not supposed to be flown on the ground as Bond does here... In Quantum of Solace, where Bond, flying a (bulky) piston-powered DC-3, is chased by the nimble and fast Aermacchi SF.260 fighter. Thanks to a series of (most) miraculous maneuvers (questionable, whether they are approved by the Douglas handbook), Bond outwits the fighter, and survives the ordeal. If you wish to see this scene, please search for the 4m:24s video clip, "Quantum of Solace flight chase". Now back to the planes of Casino Royale: The Miami airport action-sequence (actually) takes place in Prague International “Václav Havel Airport” (LKPR). If you care to see this (rather) intense piece, please search for the 7m:41s video clip, "Casino Royale Airport fight". The (main) airplane of interest in this action sequence is the Skyfleet S570, a fictional prototype double-deck, wide-body, four-engine jet airliner. IRL, the aircraft you see is in fact a (former) British Airways B747-200 (G-BDXJ, City of Birmingham) modified for the filming of Casino Royale, with B-52-style engine pods and external tanks, affixed under the wings. In the clip, the Virgin Atlantic (Lady Luck) Airbus A340-600 appears at 0m:49s... later on, the TRAVEL Service (aka Czech Smartwings airline) B737 and the Virgin Atlantic A340-600, together, seen side-by-side, in static display, appear at 1m:27s. These two a/c actually do not participate in the action sequence, but, when I first caught sight of them, I recalled flying the Travel Service (PMDG B737-800) from years ago, and indeed, found the repaint, today, waiting to be flown in my PMDG B738 folder. The Airbus A340-600 repaints are somewhat rare to find in our SIM, but I did find one, see pictures below, for Virgin Atlantic Airways. So, I've picked two airliners, from the video clip, that I coincidentally recalled having flown in the past, in the SIM...and, I wished to fly them one more time...for this post. Below, my TRAVEL Service 737-800 (Winglet Version) is flying on a custom (and purely fictitious) 130 nm flight from (Rwy 24) Prague (LKPR) Airport back to (Rwy 06) of the same Airport. The (short but complete) flight via WPTs (RAK, L2, BADUG, MEDOV) is pre-programmed into the FMC (see the FlightPlan MAP and also interior shots of the ND display). The flight is flown under automated (LNAV/VNAV) guidance. I've also shown a few pictures (first 6 screenshots) of an Airbus A340-600 in the color of Virgin Atlantic (Scarlet Lady not Lady Luck), also lifting off Prague Airport. Hope you enjoy this collection of images...of just two (of many) airplanes seen in the airport scene of Casino Royale, the (dramatic) action sequence, in which the new Bond definitively set the tone for thing to come in his later films...! Thanks for viewing...! Good day...! [PMDG (B737NG), AS/XHT (Prague), Thomas Ruth (A340-600)]
  17. Hello! I'm using this addon for about 5 month now on FSX : SE. Flight plan route is showing . But i saw in other pictures of this addon that is showing airports etc. and in my aircraft it doesn't can someone help me? The image on the top is from someones c162 mfd. mines like not showing airports and those pink circles . can someone help me please? thanks!
  18. [This is follow-up to my earlier post on Homer (PAHO) airport of Alaska.....Orbx says on their website for this add-on scenery "Onsite photos taken by Orbx staff"...this is not uncommon, but I'm always impressed when the developer is willing to travel far from their home country, making this little (hidden) town of Homer in far-off and distant Alaska...one of their destinations for (on-site) photography...And, just for a bit of curiosity...I've shown a MAP shot, below, (4th from last), to get a feel for the distance the trip must have involved...across from the Southern to the Northern Hemispheres...(this MAP also shows the vast expanse of intervening Pacific Ocean south from Homer...all the way to Antarctica...interrupted only by the specks that are the Hawaiian Islands which can be spotted on this MAP too...)...] Homer Airport is sandwiched between the town and the Spit/Bay (see aerial shots, below. e.g., the 3rd shot which shows the primary Rwy looking northeast and the last-but-one shot which shows the Spit...). Among the airlines operating out of Homer, Era (Ravn) Alaska (see their Dash 8 below), Bald Mountain Air, and Smokey Bay Air operate flights e.g., to Anchorage, 220 miles to the northeast...., You can see signs for these Airlines on the terminal buildings, below...including some of their parked a/c on the tarmac... And recalling, here, maybe, the "hundred-dollar hamburger" theme, albeit virtual, please take note of one shot, below, of the Cece's Kitchen (blue building), with the restaurant sign just above the "Amazing Bear Viewing" poster. However, I find, online, that the Cece's Kitchen is closed for now.... but, from past reviews, it seems to have excellent reputation of being a great place to eat while in Homer Airport... (breakfast and lunch only...cash-only and no credit-cards...with an inviting selection of omlettes, coffee, sandwiches and burgers....etc...🙂...as the menu shows...plus outdoor seating available too...I wouldn't mind the outdoor seating...enjoying some seaplane activity off the adjacent seaplane base coupled with the plentiful wild bird watching around the harbor...that the Spit is also famous for, provided, of course, if it's warm outside...somehow, those icy glaciers I just (virtually) visited, give me now a cold feel...🙂...Oh well...it's all worth it for sure...) In the final screenshot, below, shown in the golden twilight, as the sun is setting over the picturesque Kachemak Bay...I'm thinking again of the Title “End of the Road” given to this little town which has now kind of grown on me a bit, while I'm also trying to visualize how far (directly south) across the (interminable) waters of the Pacific...behind those snow-capped Kenai Mountains of that last image...the next landmass, Antarctica, is...! Hope you enjoy this collection of pictures...!! [Orbx (Homer Airport, PAHO, AK)]
  19. [I find small town airport sceneries fascinating...so, I picked up a couple of airport add-ons from the Orbx's ongoing SALE...here is my account from a (virtual) visit to the small-town airport (PAHO) of Homer, at the tip of Kenai Peninsula, in Southern Alaska...This is Part I...in Part II, I'll show a few scenes from within and around the airport itself...] Homer is a small city on Kachemak Bay, on Alaska’s Kenai Peninsula, named after Homer Pennock, a gold miner who established the first development on the Homer Spit (see next). A focal point and famous geographical landmark of the town is the Homer Spit, a long strip of continuous (and naturally formed) land, jutting ~5 miles out into Kachemak Bay...The brochures tout, "Homer — At the “End of the Road” – The Adventure Begins"...BTW, “End of the Road” refers to the fact that just to the south of the extended spit of Homer township, and past the rugged mountains outlining the southern front of the Kachemak Bay on Alaska's Kenai Peninsula...lies Gulf of Alaska, and thereafter, directly southward, begins the endless water mass of the Pacific Ocean...spanning all the way to the last frontier of the Earth, the Antarctica... Regarding how the Spit was geologically formed, different theories exist (whether by the powerful tidal currents of the Bay or by the now-retreated (nearby) glaciers...see shots below of the glaciers...) ...Anyway, the Spit has become an iconic site of the town, now, in modern times, lined up with shops, art galleries, restaurants, and pristine beaches...and, of course, surrounded on all sides by scenes of spectacular natural beauty...including the glacier-laden peaks of those rugged Kenai Mountains...... This Orbx scenery, in addition to the main airport, has depicted the Beluga Lake Seaplane Base (5BL) used for floatplane operations, from which, for this post, I've lifter off, on the NE waters of the Bay, with my PBY Catalina...an a/c that needs no introduction, rather peculiar looking, but a most versatile and historically significant aircraft in the history of aviation. I've chosen, here, the paint of the Royal Danish Air Force (RDAF)...look for the flag on the tail fin. Taking off NE (see shots), following a (tight) clockwise (racetrack) pattern, flying right over the mountain glaciers, at 5,000 to 6,000 feet altitude, (see shots), I have finally turned around over the Bay back NE for landing on Rwy 4 of PAHO airport. This Rwy has LOC/DME approach, but no vertical (GS) guidance, so, the bulky Catalina proved a bit handful and finicky...🙂...for this virtual flyer...during the manually controlled final descent to the Rwy... especially in the (ever-prevailing) whimsical winds of the Kachemak Bay...But I carefully, "directed myself to the numbers" and managed to land my a/c precisely on the Number (4) ... (please see touchdown shot). (BTW, the PAHO Rwy designation was changed just last year from (3/21) to (4/22). In fact, airports worldwide have been, in recent years, scrambling to (likewise) rename their Rwys due the fact that North Magnetic Pole (been lately in the news), has been shifting away rather sharply, from the Canadian North towards Siberia...at about 55-60 kms a year...) ... This (short) sightseeing flight was good fun...and I hope you enjoy these pictures from my tour... (especially if you're not a native (nor familiar) with Alaska) ...which I'm not either...but I know a few here surely are...🙂... Thanks for your interest...!! [AS (PBY Catalina), Orbx (Homer Airport, PAHO, AK)]
  20. Hi I really hope someone can help solve a problem I have, i currently am running FSX Stream Edition, i have updated my Nvidia graphics drivers as they were over 3 years old to the latest drivers however i now have the problem that my ingame AA no longer works. ( i am using nvidia inspector), I have tried deleting my original nvidia profile and making a new one. The AA on the preview screen is working fine however when in the actual sim itself there is no AA. I have spend the last 3 hrs trying different combinations but have had no luck in resolving this issue 😞 My sim is set up as per the AVSIM set up guide. kind regards Daz
  21. FSX_SE was issued with the old KSEA layout with only two runways. I've added a bgl from the AVSIM library that has the current three runways with their associated ILSs Every ILS works as advertised except the ILS for RW 34R. I've tried approaches with two different aircraft, neither of which recognizes the ILS on 110.3. All the other ILSs are seen. I've tried two replacement bgls with the same result. ADE shows that the bgls contain the RW 34R ILS but it's not seen by the aircraft on approach. Any ideas? Thanks, Jim Driskell
  22. As part of my previous post, I'd wished to complete my ~400nm (test flight) with the BAe 146-300QT, but certain other tasks took precedence over "virtual" aviation...So, in this follow-up post, I conclude my 300QT account, by showing, here, a set of (Cobham) pictures from the rest of the flight, after, earlier, having lifted off NZAA/Auckland, just getting my feet wet over the Tasman Sea here (first shot below), then banking southward (from the westerly takeoff), all the way till arrival in NZCH/Christchurch. My route tracks almost directly south overflying the (intervening) Tasman Sea from NZ North Island to NZ South Island. The "QT" (Quiet Trader) freighter version BAe 146 had its primary Cargo door located on the left side of the rear fuselage (see e.g., #4 shot below of the a/c, in flight, with the label "Operated by COBHAM" printed on this Cargo door). BTW, please also note images, below, how, after landing, the tail cone on this jet (true for all BAe 146 variants, not just Cargo), (curiously) splits open to act as Speed Brakes. The BAe 146 engines are not fitted with conventional thrust reversers, instead, the aircraft have this clamshell air brake in the tail in addition to full width spoilers on the wings.... (both these types of speed-reduction devices can be seen in my concluding screenshots, below)... Hope you enjoy these pictures...!! [JF(146-300QT), Orbx(NZ)]
  23. As they say “what goes up must come down”...even in our virtual world...I'd shown earlier, in the previous post, my AeroLogic B777F lifting-off into the skies above Leipzig/Halle Airport (EDDP), to the point I'd pressed the LNAV/VNAV buttons, thereby enabling the flightplan (that mimicked the RW AeroLogic FPLN, for the same day, from FlightAware data, between EDDP and EDDF)....and then I'd proceeded to enjoy a cup of (black coffee)...🙂... (please look for the cup of foaming Java in the 3rd from last screenshot in my previous post or the 2nd screenshot, here, below...just to the right of the Electronic Flight Bag...) ... However, the 777F, at that point, had to remain suspended in Aether...overnight...to resume the onward flight to Frankfurt today. Hope you enjoy these few pictures, below, of the 777F touching down (and rolling out) on the runway in Frankfurt after capturing the ILS signals to Rwy 25L of EDDF...and probably later it'll be on its way to some far-off and far-east destination... If you're interested, you may like to look for and see the following two video clips of (identical model and RW) AeroLogic 777Fs on take-off roll and lift-off from Narita International Airport (NRT), Japan...[Please keep the volume up to appreciate the engine sound (with due concern for near and dear ones, of course...)...Note the marking "Boeing 777F" on front RHS of each a/c, and the impressive fashion, in which nearly 100 tonnes of load is being elevated, in a steep climb, after lift-off, by those two powerful turbofan engines...] Thanks for your interest...!! [2m:23s] AeroLogic Boeing 777F D-AALK Takeoff from NRT 16R [2m:29s] AeroLogic Boeing 777F D-AALJ Takeoff from NRT 16R
  24. Hope you enjoy these few images of a few rarely seen airline colors, shown below...thought out, dug up, and recreated by the repainters, for us...!! The images shown are in the order of the Notes, which are, of course, optional reading...🙂...! TAROM (the flag carrier of Romania) indeed has its origin as one of the oldest European airlines. Its roots can be traced back to 1920 when the French-Romanian Company for Air Navigation was launched (e.g., KLM, recognized as the world's oldest surviving airline was founded in 1919 and had started operations in 1920). TAROM was officially established, in 1954, when it acquired a fleet of Soviet a/c, so, its historical fleet was dominated by the Antonovs, Ilyushins and Tupolevs. It had also operated the classic 737s. Its current fleet mostly consists of Airbus and Boeing a/c. This livery, here, is called "Tarom Bolt". The classic TAROM logo, representing a swallow in flight, can be seen in the front fuselage of this B737-200. Air France has had a long history of inter-island flights in the Caribbean, beginning in 1947, when the route network was set up in the Caribbean using turboprops. Air France also flew into San Juan from their island locations in the Caribbean. At one time they flew B707s from Guadalupe to San Juan to Paris. This AF livery, below, (less-known and rarely-seen-here), with a length-wide blue cheatline is a rendition of the very first B737 operated by Air France in 1974, in their Caribbean operations. In 1976, following the introduction of the Concorde, all the AF aircraft (except the Caravelles) received the (now well-known) "barcode" livery scheme, an unmistakable and iconic pattern on the tail, which has been carried to the recent times. The Blue cheatline paint had lasted from 1946 to 1976. And, for the livery enthusiasts (and for the repainters...🙂...); in 2009, Air France rolled out its latest livery. The 2009 livery saw the tail slightly changed; there are now 3 blue bars running down instead of 4 previously. The bars also now curve at the bottom, reflecting the design of the logo... This is an Merpati Nusantara Airlines Boeing 737-300. This is an interesting airline...and its livery has been spotted in our SIM since the early days, on the classic 737s. Merpati is based out of Jakarta, Indonesia. It has an interesting livery too. Its (founding) mission was to become an "air bridge" linking remote areas of Indonesia and thereby helping to build the economies of such regional areas. The air bridge theme is the basis of the current Merpati logo, displayed on the tail of its aircraft. The word merpati is Indonesian for a type of the "dove" bird, also seen on this paint. And apparently, there are "two" iterations of the Merpati Airlines...the first (historic) one, founded in 1962, ceased in 2014. Then a (2nd) Merpati was relaunched in 2019 with intent to operate with more modern jetliners. Of interest, the "new" Merpati airline has on order, "40" Chinese Comac ARJ21 Regional Jets. The ARJ21 (curiously) closely resembles the McDonnell Douglas MD-80 or the MD-90 series a/c. In a previous (freeware a/c) post, I'd shown a Lufthansa Cargo Airbus A321-211 (P2F), i.e., the Passenger-to-Freighter converted version of the A321. After Lufthansa Cargo retired all its MD-11Fs in 2021, it has now acquired 12 777F freighters, similar to its joint-venture subsidiary (AeroLogic) (please see my Aerologic post). LH Cargo currently has just one A321 (P2F) in its fleet. This livery, shown here, is also the same A321-200 (P2F) type freighter for SmartLynx Airlines, which is based in Mārupe, Latvia, and operates 2 A321 (P2F)s in its fleet. The DHL (yellow) marking appears on this paint scheme, because DHL Express and SmartLynx have announced a new partnership agreement for freight operations with (their) such converted Airbus A321-200 (P2F)s. This (final) interesting LOT repaint, here (last 2 screenshots) of the B737-8 MAX model, is for the Polish Airlines in the "Proud of Poland's Independence" livery, registration SP-LVD. Thanks for your interest...!!
  25. [A short while ago, I'd gone on a "freighter" purchase spree...🙂...and had acquired the (incremental) freighter model upgrades for several CS a/c (727/737/757/767/777/L1011...etc. plus the (JF) 146-300QT freighter of my earlier post...). Here, below, is a set of pictures for the (CS) 777F, that I had not got to fly till today...] Large freighter a/c are always fascinating in their own right...and for cargo operators, the 777F has been (consistently) at the top of the list of favorite freighters. All (Boeing built i.e., not converted via BCF program) 777 Freighters (designated as just "777F") share (common) features with the (Pax) 777-200LR variant, including the General Electric GE90-110B1 Powerplants (see engine close-up shots). So, this 777F can be regarded as a "777-200LRF". There is no 777-300 based freighter, at this moment, but a -300ER converted freighter (-300ERSF) is in the making, due for delivery to Kalitta Air in 2022. I was reading a bit about the avionics of 777F and its redundant (and fault tolerant) flight control systems. An item caught my attention, "Each of the three primary flight computers contains three different and separately programmed 32-bit microprocessors, a Motorola, Intel and AMD, to manage the fly-by-wire functions..." So, I guess, "triple-redundancy" does make more sense, in terms of failure, when the microprocessors are also from 3 entirely different vendors... (rather than 3 processors from the same vendor) ...maybe it's the norm...but, it just sounded interesting... Regarding the airline of choice, for this post, (the repaint of which, I picked up just today from the AVSIM library, here), AeroLogic, is a German cargo airline, which was formed as a joint venture between DHL and Lufthansa Cargo. The airline operates (extensive) international and long-haul cargo services out of its two main hubs, Leipzig/Halle Airport and Frankfurt-Main Airport. I noticed on the AeroLogic webpage, that it prominently (and proudly) touts, "The most modern air freighter fleet in Europe...", and justifiably so, because its (young) fleet exclusively consists of 20 Boeing 777F a/c, with an average age of only ~7 years. Moreover, AeroLogic was the first German operator of that type of Boeing a/c. Lufthansa, here, being one of the venture partners, it's worth noting, and one of the things, I've always found curious, is the fact that LH, though by no means, stranger to Boeing a/c, and actually been one of the strategic operators of Boeing a/c since the earliest times e.g. (707/720/727/737/747/767), never ordered any 777 (Pax) variants. On the transatlantic travels, while I'd found UA/AA and others, routinely deploying 777s, the type was conspicuously missing from LH's (long-haul) operations. Anyway, it might change, in future, if the 777-9 joins the LH fleet, in the coming years. However, in contrast, Lufthansa's Cargo division, has now followed suit, on the steps of AeroLogic, and has also recently acquired 12 777F freighters, having retired all its MD-11Fs last year (2021). Hope you enjoy this below collection of pictures of the 777F, in the color of AeroLogic. I've performed a (Tutorial-based) Cold & Dark start-up, and the images shown are for lift-off from Leipzig/Halle Airport (EDDP), for a flight headed for Frankfurt-Main Airport (EDDF), short ~170 nm miles away (see MAP) - guided by a flightplan uploaded into the FMC. The flight is not fictitious, indeed, per FlightAware, an AeroLogic 777, actually flew today, Friday, 08-April-2022, from Leipzig to Frankfurt, having landed in EDDF at 7:14 pm (local time). Thanks for viewing...!!
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