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Found 1,000 results

  1. First of all, I must state, this (SIM) aircraft and this (SIM) flight, turned out to be one of the "most enjoyable" due to several factors (including the right mixture of complexity and novelty, from my perspective). I was triggered, to fly this SIM, this week, after a very long break, thanks to a member (recently) posting some wonderful screenshots of this same plane. As I've implied in the Title, this SIM is a remarkably authentic rendition of this modern turboprop aircraft, placed into our hands, for enjoyment, (especially, for those of us, who are not real Pilots!). In fact, (IMHO) it will not be too much to say, that, since PMDG JS41 (I miss that SIM a lot!), this has now set the standards for desktop turboprop simulations...! Here, I happen to own only the "Pilot" Edition (I should have gone for the "Pro" Edition - the "Pilot" version sounded "complex" enough for my purpose, at the time)! On the Majestic Website, there is a nice chart, if you wish to compare the features of the three versions...It's worth re-stating that, "PRO" edition is for advanced users, or airline pilots wishing to improve their knowledge of the Dash8 Q400 airplane", and "TRAINING" edition is dedicated to the airlines, wishing to have a good quality inexpensive solution for the Dash8 Q400 technical and procedural training for both technical staff and the flight crews". So, we can safely conclude the (pilot-grade) extent of fidelity of this (desktop) simulation. In any case, if one doesn't own it "and" one is interested in short commuter flights (that would not impact our other obligatory time commitments, as a long-haul flight would imply...), I (very) highly recommend this SIM. Personally, here, in my Pilot Edition, I (particularly) miss the Heads-Up Guidance System. And, at least, one other functionality, that I would mention below...(both features would have (greatly) helped me in the subject flight for this post). Of course, I have, now, probably touched, about, 50% functions of this SIM, but, at least, (after this flight) I know how to (safely) navigate, using its FMS, (as they say - from Point A to Point B)... Regarding the (rather unique) locale for this flight (along with the two exotic (and cultural) cities of Quito and Bogota), one of the major attractions of the (new) MSFS, for me, (hopefully) would be the (virtual, but realistic) access to the fantastic and awe-inspiring terrains and landscapes of the Andean region of the South American continent. Andes region is incredible and challenging, more so, than the Himalayas, in some respects. In this post, we'll head north from Quito to the Colombia's high-altitude capital of Bogota. With a set of custom (albeit hypothetical) waypoints defined into the mjc8-Q400's FMS, I've (to borrow the proverbial adage) threaded the needle, by carefully, making my way between the Eastern and Western mountain ranges of the Ecuadorian and Colombian Andes (see FSX MAP screenshot). If you care to trust this (virtual) pilot, the (RW) flying operations, in these regions must be inhospitable and extremely dangerous! Let me also add, this (SIM) flight (even though mostly tracking the interior valleys) always felt as if there are high-rise mountains, everywhere, close, around me (front, back, and sides...)!, and, to make it worse, the ground underneath, always, seemed, so, uncomfortably, near, even if you may be flying at 25000' plus altitude! And, unlike the Himalayas, which are, of course, equally formidable (I've been in its vicinity, in RL), here, there are densely populated cities and residential localities dispersed right amidst the Andes mountains. Quito itself is a typical example (See Screenshots of lift-off). BTW, for this post, I've lifted off from Rwy 17 of "Old" Quito (SEQU), while the "New" Quito (SEQM), is now the de-facto airport of Quito - the reason being, I've Aerosoft's nice "Old" Quito add-on, and, more importantly, I normally, have this "whole" airport (and its ILS runway), all to myself, as no other (law-abiding) traffic is now (officially) allowed into this Airport...🙂...(except for, maybe, some unwelcome(?) AI visitors...I run into, here, sometimes...). [Side Notes: This "Old" Quito airport is currently, in-operative, and, actually, is the site of Parque Bicentenario (Bicentennial Park), the biggest urban park in Quito. Both Quito airports go by the name "Mariscal Sucre International Airport", with the prefix "Old" reserved for SEQU]. The two Quito airports, and (my destination airport) Bogota (SKBO), are all high-altitude airports (~9000' elevation). In fact, I seemed to need most of the Runway at Old Quito, before, the mjc8, (much to my relief), wonderfully lifted off, still, please notice, closeness to the house-roofs on climbout. Also, please note, in my SIM flight, I've opted to take-off South (Rwy 17), to gain (safe) altitude, before executing a (FMS Direct-To) U-turn to my first custom Waypoint (please see plane approaching Fix01, in one screenshot, and the mjc8 FMS performing flawlessly, all the time, as far as, I could tell, from my (limited) knowledge)! I've also shown one screenshot, of the FMS's VNAV page, that would allow for vertical guidance and descent, if required, but, in reality, here, I've just conducted step-wise descents, at my discretion, (keeping a constant watch on those nearby mountains (ever-present - all the way to touch-down)! And, one of the things, I always wish to try, on an FMS, is how to insert user-defined custom waypoints (LAT/LONG is one example) to open up (new) possibilities for my own (virtual) flights. If I understand correctly, there is such a function on the mjc8's FMS (PILOT DATA page), but, unfortunately, this, I think, is unavailable, in the Pilot Edition. So, to define my custom route fixes, I've (alternately) entered the LATLONGs into the SimBrief FlightPlan (Note: SimBrief, correctly, does not recognize SEQU, but, it does SEQM), and then, have uploaded its "mjc-format" output, conveniently and directly, into the FMS. I've also mimicked the (semi-circular) final approach into Rwy 13L of SKBO, as specified by SimBrief (please see SimBrief screenshot). The capture of ILS, and the landing was, quite, exhilarating (it is a bit tricky, on the mjc8, unless, you're a pro with the SIM, already). In any case, if you own this SIM, and a simmer like me, I recommend this landing into SKBO 13L, for great fun (there is a sense of excitement and achievement for sure, on successful touch-down - please see shots, below)! BTW, you can also find numerous YouTube videos of (SIM) landing approaches into KSBO's (various) Runways (there was one for the PMDG 777, that I especially liked)! Finally, while the airline-industry is, now, looking for a silver lining in the current (dismal) state of affairs, we note that, the Colombian Airline, (Bogota headquartered) Avianca, (the world's second oldest airline after KLM, and the oldest airline in the Western Hemisphere), has recently filed for Chapter 11 bankruptcy in the US Courts, blaming the "unforeseeable impact of the Covid-19 pandemic". Here is an official statement, "We believe that a reorganization under Chapter 11 is the best path forward to protect the essential air travel and air transport services that we provide across Colombia and other markets throughout Latin America." We certainly hope so...!! In this post, I wished to fly, Avianca, but could not find a (mjc8) repaint for it, so, instead, I've selected, to fly, another Latin American (stalwart) carrier, TAM (now LATAM of Brasil)...! For my flight, here, I've set the time to "night", and visibility to "one mile" to make this mountainous trip, bit more exciting (i.e. mountains, all around you, that you cannot always see)! I've also loaded the "CYZDCYUL_Tutorial", and done the due diligence, to follow through the rest of the engine start-up procedures. At the end of my flight, I was, surely, glad to see the (SKBO) ILS Rwy 13L come up, on my (virtual) windshield....🙂.., ready for the foothold of my mjc8, see Screenshots, (this is where I missed the HUD, the most!)...Anyway, then, I said to myself, "Kudos to those (RW) Pilots having to (routinely) navigate this part of the world..."! Hope you enjoy the images below, and find this account interesting.! Thanks, as always, folks, for your interest! [MJC8(Q400)/AS(SEQU)/Freeware-Vcol(SKBO)/REX]
  2. Since upgrading to Windows 10 last summer, I have been having more OOM issues. I am using FSX.SE with all the ORBX global add-ons plus New Zealand and Australia. I usually fly with Pilot's FSGRW with updates and little Navconnect so I can used LittleNavmap on another computer. I use FSUIPC to monitor the memory and display it. I start process explorer when I start having issues to see what is happening. I am fully aware of the 32-bit 4GB limit and have done all the fixes for OOM issues I could find. Here is what is happening: Will start flying and my memory will slowly drop, which is what I would expect to happen. On a recent flight my memory dropped from 2.3 GB down to about 600MB (.6GB) after a few minutes of flying. Was taking off near Vancouver BC and figured the memory drop was caused by being near a city. Was able to complete my 2.5 hour flight with no issues and the memory stayed at about 600MB for the rest of the 2.5 hour fight. Yesterday, was flying from High Level (CYOJ) to Ekati (CYOA). Has the usual memory drop along the way for the first 1.5 hours of the flight, from 2.4GB to 1.9 GB. Within 30 seconds, it dropped down from 1.9GB to about 250MB and FSUIPC sent out its beep. Was ready to abort the flight and notice everything was working ok. The scenery, weather and frame rates looked ok. Kept on flying for another 45 minutes and finished my flight ok. The memory stayed at about 250 MB for the whole 45 minutes. I have had this happen a few other times in the past but usually just stop the flight before I get an OOM error, never bother to see how long I can fly. Just wondering if anybody else is having this issue or may have any thoughts? Is Windows 10 putting this memory aside somehow and this is why I can still fly? Has anybody else experience the sudden large memory drop within a minute or so? Cheers, John Cottreau
  3. Folks, I came across these...today...and, found them interesting... The aircraft had flown (briefly) for Eastern Air Lines...and, also, had worn the colors of American Airlines... I've tried to hide the obvious markings, as much as, I could, here, but, not sure, if I was fully successful...🙂... Anyway, please take a shot at naming the plane...(if you wish)...
  4. [Note: This is a (somewhat) ambitious post, and involves a story, surely, told and re-told, umpteen times, but, still, it has always sustained its appeal, to me, as a most remarkable one...! Ever since, I'd seen "that" (atypical and anti-climactic) image of the "up-turned" Vickers Vimy, as the culmination of a triumphant voyage, the picture has remained with me! And, since quite a while, within the limits of the SIM, I've been thinking of a Screenshot-based post, on it, but, I've not been able to get to do it, although, I've been collecting bits and pieces of (random) thoughts about it...It took me several hours, this week, to (finally) accomplish it, as best as I could, but, if you ask me, the whole experience, was more satisfying, than even my "CS C-130 Antarctica Expedition" or the "CS B707 Flying Tiger North Pole Adventure"...So, here we go, with this incredible story, paired with a set of selected (SIM) images from my own comparative (virtual) journey....] If we were to ask, "Who was the first person to fly across the Atlantic in an airplane, nonstop?", Charles Lindbergh's name and his famous "solo" flight, immediately come to mind. On May 21, 1927, the (historic) Spirit of St. Louis, had landed at the Le Bourget Aerodrome in Paris. But, eight years before that...another significant event had taken place... 101 years ago, from today, precise to within two weeks, on June 15, 1919, the first-ever (non-stop) transatlantic crossing was completed, by Captain (Sir) John Alcock and Lieutenant-Colonel (Sir) Arthur Brown. Their plane had carried the very first (batch of) mail, in an official mail-bag, across the Atlantic. One of those letters included a note, hand-written, prior to the flight, by Alcock, himself, to his sister Elsie, ..., which would be the first piece of (transatlantic) air-mail, on record, (officially) carried over the ocean...! On that day, at St. John's, Newfoundland, there were so many teams, contending to take off, that Alcock and Brown had a difficult time just to find a suitable field they could use as a runway for their flight. Conventional airport and runway facilities were non-existent, in the area. And, their (modified) Vickers Vimy, (originally) built and intended, to be used as military bomber, was, by no means, a small plane (see a few close up shots below). The Pilot (Alcock) and Navigator (Brown) would sit in an "open" cockpit (that itself is a clue to the endurance test that would soon ensue!) at the front of this airplane. Included, below, is, one close-up shot of the (virtual) Pilots, in the (virtual) cockpit, but, their likeness to the real gentlemen, I leave to your investigations and imaginations...(I personally think the resemblances are adequate...🙂...) At around 1:45 pm, Alcock and Brown took an early chance, and lifted off Lester's field, on the afternoon of June 14, while other teams were still busy perfecting their respective planes,...(BTW, I've included a pop-up (non-Vimy) Digital Timer/Clock and a pop-up (Vimy) Clock, in many of the screenshots below, for you, to keep track of the progress; so, e.g. please note the local (St. John's) time of 1:45 on both the Clocks, as the Timer (00:00:00) is ready to start counting "Up", just prior to the take-off roll)! The duo were, hardly, into the Atlantic, before, one after another misfortune, would befall them in B2B succession, and it would not let up throughout the rest of their flight. Here is a list of events, per records: Shortly afterwards, the wind-driven electrical generator failed, depriving them of radio contact (for the remainder of the flight), and, also, their intercom and heating. Then, an exhaust pipe burst, causing a frightening noise which made conversation impossible without the failed intercom. The use of a sextant and a drift-bearing plate, was the only means, for them, to determine their position as they flew, but, shortly after the radio went out, fog covered the sea, so, Brown could not determine their drift. Then, a haze developed, and he was unable to use the sextant to determine their location. They had to fly near-blind most of the way! As night approached, and clouds began to obscure their vision, Brown urged Alcock to climb above the clouds, so he could use the stars to get a fix on their position. He was able to calculate that they were averaging 106 miles per hour, faster than they had planned. But, soon they flew into another bank of clouds, and, on top of that, the airspeed indicator got stuck and Alcock didn't realize the airplane was slowing down. Alcock became disoriented while the the aircraft went into a stall, fortunately, to be recovered, and leveled off, barely hundred or so feet above the waters of North Atlantic! Alcock also had to deal with a broken trim control that made the plane become very nose-heavy as fuel was consumed. The weather did not improve, and the rain, that had started, turned to snow as they flew farther east towards Ireland (see one close-up shot of Vimy's on-board Compass pointing at "E", 98 degrees (to be precise), as evidenced by my (pop-up) GPS heading). They flew into a large snowstorm and were drenched by rain. Ice covered the airplane. The ice covered the air intake of one of the engines, and Alcock decided to shut that engine down before the backfiring could destroy it. Brown had to frequently stand up in the open cockpit and clear ice and snow from the instrument sensors which were outside the cockpit. There is one account of Brown, having to climb out onto the wings to clear the engines, although he has made no mention of it. [Side Note: Here, I would suggest the viewing, of one artistic Painting (out of numerous) of the duo, flying over the Atlantic. Please search for these keywords "Alcock and Brown in their Vickers Vimy stock image Look and Learn" and click on the first link. As they say, a picture is worth a thousand words...Observe, Alcock, in the cockpit, looking out sideways at Brown, who is, standing, balanced, on the wing...true or not, the image is a haunting one, and cannot be too far from the challenges they had to face in reality (i.e. rudimentary plane against dangerous weather over the Atlantic)!] Eventually, they made landfall in County Galway, Ireland, landing at 8:40 a.m. on 15 June 1919, after 15 hours 57 minutes of continuous flying time. They had averaged a speed of about 100 knots, and their altitude varied between sea level and 12,000 ft. They landed on what appeared from the air to be a suitable green field, but which turned out to be a Bog, near Clifden, on the coast. This caused the aircraft to nose-over, although neither of the airmen was hurt. They would be received as Heroes, by the locals of Galway, and during the following week, knighted by King George V. Next, some notes, about my own (virtual!!) flight, and the screenshots, for this post: I've used a Freeware Vimy (See "Rara-Avis Simulations" and Freeware Block (V)). Once into the Atlantic, I've set high precipitation and five miles visibility. The intermittent rain would continue to torment me, throughout my journey...🙂...more so, as I approached the Irish coastline (please see screenshots of my landfall; land ahoy!). I've, here, a slightly under-powered Vimy (I could have adjusted the Thrust Scalars, but, have opted to leave it the way it was - yielding me a cruise speed of about 80 knots). Also, please note (and excuse) that, due to a prop-blur texture issue (that I could not fix), the Props appear static whenever I paused to snap the images. I've tracked a direct GPS route from St. John's (CYYT) to (the interior) Galway Airport (EICM) - not the Clifden Bog! At no point, have I enabled GPS navigation, but, instead, manually adjusted the heading to stay on the "magenta" line. Due to my shortage of time, the SIM rate is set to (2x) across the Atlantic, and is reverted to (1x) on (first) sighting of land. I've started my Timer (00:00:00) after lift-off at, St John's local time, (01:45:31) pm, and stopped the Timer (see Green "START" sign), at (18:45:36), on reaching the coastlines of Ireland, at, St John's Local Time, (12:32:06) pm. So, it took me 18 hrs and 45 minutes for the flight. Galway is 4 hours forward (i.e. later) than St. John's. So, [1:45 pm (St John's) + 18 hrs 45 mins = 8:30 am (St John's) => 8:30 + 4.00 = 12:30 pm (Galway)]. Alcock and Brown had reached the Clifden Coast around 9am, beating my (under-powered) Vimy by over 3 hours...🙂...! My distance is 1685 nm (between CYYT->EICM). They had travelled 1640 nm, to Clifden, on the coast. What's amazing is that, without the benefit of any such (ultra-modern) "magenta" line, Brown, had "nailed" the shortest distance from Newfoundland to Ireland, in abysmal weather conditions, using only the Sun and stars etc. for navigation, a testament to his (remarkable) navigational skills! You can read the Vimy Clock (or the digital Clock), at any time, for St. John's Local time, and, I've also shown several Top-Down Globe/Earth shots, to indicate my positions on the Atlantic (look for the "Red" cross-wire) - with the Timer running continuously to show the elapsed time! There is also a sequence of (3-4) images, shown below, as the (hazy) Sun, (gradually) dips down the (western) sky, behind my (virtual) Vimy, eventually enveloping us, both, in (total) darkness...🙂...BTW, I thought I saw Moon's reflection, on the water, (please see one shot), so, I looked hard, above, but, could not locate the Moon in the sky, likely due to (pre-set) clouds and poor visibility conditions. Next morning, the Sun, would, dutifully (and reassuringly) rise up...to meet me again (see shot). After daylight happens, look for the (morning) Sunlight sweep across the two Globe shots - from Right (East) to left (West) - past me and my Vimy! The last shot, of EICM Airport (Aerphort na Gaillimhe) Terminal is thanks to a Freeware EICM (Galway) scenery, from the Library. For landing (without any mishap) on Rwy 08 of EICM (w/o LOC/ILS), in such poor visibility, I've made use of my (trusty) Synthetic ILS gauge, for a bit of extra guidance! Please note, I'm fully established on the (synthetic) "needles", at 7.75 nm out, even when I/we cannot see any Rwy (or Rwy lights), at all! This gauge is good fun! Hope you enjoy this account and these images, to, maybe, reminisce (and appreciate), within the confines of our SIM, at least, a minuscule part of this epic (and record-setting) voyage! Personally, I did feel (and learn) a few things, myself, about the "REAL" journey, just a little bit better, while, navigating, even though virtually, over the the vast Atlantic, in loneliness, flying half-blind, in rain and clouds...without a sign of land, for 18 long hours...(Of course, unlike the real aviators, I had the recourse to hit "Pause" and get a refreshment or a drink, if I wished.....🙂...!) As always, notes, thoughts, and edits, are welcome! Thanks for your interest! Happy Memorial Day Weekend to the folks in U.S, and a Good weekend to all!
  5. Once Olympic Airlines was Greek´s biggest airline and flag carrier. Today, after the merger with Aegean, Olympic Air (as it is named now) is Aegean´s subsidiary and degraded to just a regional carrier. With temperatures in Greece up to 104°F for the last few days, people flocked to the beaches for refreshment. Here´s a planeload of heat-suffering citizens of Thessaloniki heading to the beaches of lovely Paros onboard Olympic´s Dash 8-100 (Olympic have 2 Dash 8-100s and 8 Dash 8-400s in service). So let´s join the flight. Hope you enjoy. Passing over Skiathos: Athens with Piraeus in the Background: The smaller, but hip island of Antiparos in front with bigger Paros in the background: On final to LGPA: View from the office: Landed: Paros tower in the back: Waiting for boarding:
  6. Today we leave sunny Greece and the Aegean islands for something different. City Express was a Canadian airline, which ceased operations long ago. It operated a fleet of Dash 7 and Dash 8 out of Toronto Island Airport to destinations like New York, Montreal, Ottawa and of course London, Ont. Here we see an evening run from CYTZ to CYXU.
  7. On my earlier (CS) B727-200F test-flight, I'd described a quick go-around, lifting off (PAYA) Yakutat's Rwy 29 (and landing back on its ILS Rwy 11). Please note Yakutat has two criss-crossing runways, as follows: 11/29, 7745 ft, Asphalt 02/20, 6475 ft, Concrete Both of these runways are nicely replicated by Orbx (see screenshots below). I invite you, here, below, to visit (virtually), with me (and BOB!), in/around this Airport and Township, that's tucked in an isolated (and extreme edge) location of the world. (BTW, I hope they leave it, as it is, (unspoilt), w/o external road access to it....i.e. only air-connection...) Here are, bits of Notes, on the images: [General: None of the aircraft shown, below, belong to my virtual hangar. They are all AI, thanks to Orbx (they look quite decent for AI purpose, I would say...).] #1. (AI) Alaska Airline B737. Here, the iconic (smiling) Eskimo face on the tail of the plane, is worth mentioning. "From the five-year-old native Alaskans (to the Internet surfers round the world), the question of just whose face adorns the tails of Alaska Airlines 737s is an oft-asked question about the Seattle-based airline, but the truth is anything but simple..." I leave this mystery there, too! One thing for sure, that face has always stood for the symbol of Alaska Airline, and the Airline, of course, goes back, a long long way, to its roots of connecting people in such remotest regions of the continent. Here is a related joke, that you may enjoy, "In Barrow, North America’s northernmost city, residents joke that before construction on the city’s new hospital was completed in 2013, if you were sick, “you didn’t call the hospital – you called Alaska Airlines.”... #2/#3/#4. Yakutat Lodge, as portrayed...F.B.O. it says on the sign, and (Food Shelter Booze), probably spoken like an Alaskan, sounds good after a long flight, but, not sure, though, if they would let me in without (real) Pilot's credentials...🙂...The N4751W (Silver Creek Aviation Services) Cessna Caravan-208B is seen (outside the Door) waiting for a sight-seeing trip, maybe... #5. FUEL stop, and the ever-present (and hard-working) cleaning crew member, in uniform, sweeping away, the ground... #6. Notice on the Sign, "DID YOU CLOSE YOUR FLIGHT PLAN?" #7. It says "FLY SHOP" on the front of this (run-down-looking) building....the hangar...I understand... #8 Another AI Amphibian heading out for takeoff...(ideal for exploring this region)... #9 Cascade Airways DC-3 (If you wish, please search for "cascade airways dc-3 vintage images". You'll be led to an attractive painting (Ad) for the RL (vintage) plane of the Cascade Airways...with (classic) signs on it such as, "Fly the Path of the Eagle", "SERVING ALL NORTHWEST", "ARCTIC EQUIPPED", and "YOU CALL...WE HAUL"...etc.). This AI is a thoughtful choice by Orbx, indeed! Here's why. You may also search for "cascade dc-3 n91314", click on the first link, "dc-3 - Bob's Blog - Situk River Fly Shop", and go all the way down to the bottom...."First Attempt" by Bob Miller. You'll see the (RW) N91314 standing just outside the (identical looking) hangar building - failing to get its engines started, per the story. A former (DC-3) Pilot reminisces there somewhere, in the description, about another DC-3, "If this plane could speak...and sometimes she does..."! #10/#11/#12. Winter scenes...please note the two criss-crossing runways... #13/#14. 2Y3 Yakutat Seaplane Base...1.5 mi north of Yakutat Township. #15/#16. A68 Situk Air Strip...nice place for start of bush-plane adventure....(I noted the Moon at one end of the runway, while I was there on the strip...)... #17/#18/#19. Yakutat's vicinity looks beautiful, in the twilight glow (the peak, you may notice, to the right of the Sun, is (I think) the (18,008 ft) Mount Saint Elias, situated on the Yukon and Alaska border (about 66 miles northwest of Yakutat). It's the second highest mountain in both Canada and the United States. The famous Hubbard Glacier is 53 miles further east of Mt. St. Elias, and Canada's highest mountain, Mount Logan, is, another 26 miles northeast of Mt. Elias. (it will be good to explore, locate, and confirm these areas, in Orbx Scenery...). #20. Finally, back to the F.B.O, after, a long and enjoyable sightseeing day...! The Alaska B737 gets the (deserved) rest for another day. [Side Note: Alaska Airlines, at "normal" times, connect Yakutat to destinations such as (Anchorage, Cordova, Juneau, Seattle/Tacoma), and Alaska Air Cargo also operates their Boeing 737s into Yakutak airport.] Hope you enjoy these images. Thanks for your interest! And, of course, good flying with whatever your platform(s) is/are!! [Orbx(PAYA/SAK/BOB)/REX/No other (SIM) Aircraft]
  8. As you may know, my last trip took me to LGMT Mytilene. Mytilene (or Mytilini in Greek) is situated on the greek island of Lesbos in the Eastern Aegean Sea, very close to the turkish border. This time, we find ourselves in the Western Aegean Sea at Syros, one of the cyclades islands. LGSO Dimitros Vikelas is the island´s airport with a crisp short runway length of 3543´or 1080m. Biggest commercial aircraft to land here are Aegean´s ATRs 42-500 at underweight.. To the northeast of Syros lies the cyclades island of Tinos, further to the east youl´ll find the small but lovely island of Rinia and then wellknown Mykonos. So here´s Olympic Dash 8-100 from LGSO to LGMK. Enjoy!
  9. Thanks to a recent (PC-21) post, I was reminded (again) to pick up (a few planes), including this Texan T-6B/T-6C, from IRIS (their on-going and extremely generous) $0 offers. And, I'd also, owned, for sometime, the MSE IDAHO, but had never got to install it, so, I did install this photo-scenery, today, to pair with my Texan. Idaho is a northwestern U.S. state, known for its beautiful mountainous landscapes. It's located, bordered by Washington and Oregon to its West, and Montana and Wyoming to its East. From Rivers to Canyons, Idaho is a rugged state of great beauty. My only exposure to the state was a visit to its capital city of Boise, but, not much more. So, here I/we go, on a flight from Boise (KBOI), in the South, to the city of Coeur d'Alene, ~375 miles in the North. Coeur d'Alene is named after the People, who lived along the rivers and lakes of the region. They were first encountered by French fur traders in the late 18th and early 19th century, who gave them this name. It's worthy of note, IDAHO, played a significant role in the extraordinary (1804-1806) expedition of Lewis and Clark in their westward discovery - all the way to the Pacific Ocean. [Side Note: If you are from another part of the world, have never heard (or not familiar with it), you may wish to explore it a bit (or, as I'd done, maybe, read an "abridged" and "annotated" version of it, which could be also, btw, quite a long account...!) or just view a short 40 min DVD of it...🙂...(it was a decent one, I recall) from National Geographic.......] Anyway, the famous Bitterroot mountain branches of Rockies, in IDAHO, that Lewis and Clark had to cross (some of the worst and most dangerous terrains of their entire route), are located to the State's north-eastern edge...so this flight will track eastward from Boise (look for the right-bank of the Texan, after gears-up...), and fly over much of this mountain range, to Lake Coeur d'Alene (one "Top-Down" shot of the Lake, included below). Finally, we land on KCOE's north-easterly runway (FSX provides ILS guidance, but, my touch-down (especially the last ~200 feet or so), was less than perfect)...it was going well, not sure what happened...oh well...(need more practice with this plane, I guess)... The "Flight Assist" window (see pop-up insert in a couple of shots) provides minimal autopilot functions for the aircraft. IRIS says, "Whilst we understand that the actual aircraft doesn’t feature an autopilot, we found a number of our customers (did they read my mind??) requesting it for their longer flights. The autopilot functions when turned on, will attempt to hold the current settings, such as aircraft altitude, heading etc.". So, (yours truly) pilot surely has made good use of it on this VFR flight...to reduce my (purely imaginary) cockpit workload...🙂... Hope you enjoy the images, below, from this tour (along with pictures of this "peppy" little plane). Thanks for viewing. Good rest of the week! [IRIS (Texan T-6), MSE (IDAHO), REX]
  10. Following up, on my earlier (post) of the (-100F/-200F) set, please find, here, next, a selected group of 20 images from the CS 727 Pax (-100/-200) variants. I believe I've now acquired most of the available CS 727 repaints of interest to me...! Unlike the Freighter snapshots, this collection of pictures, is taken after lift-off - from either 11/29 or 02/20 Rwys of Yakutat (PAYA) airport, which has, now, become a favorite of mine...with (an uniquely enduring appeal, of its own,...plus its two (good) runways, are also long enough for mid-size jets)! The 727 was one of the noisiest commercial jetliners, categorized as Stage 2, which mandated the gradual introduction of quieter Stage 3 aircraft. The 727's (original) JT8D jet engines used older "low-bypass" turbofan technology, whereas Stage 3 aircraft used the more efficient and quieter "high-bypass" turbofan design (Stage 2 is quieter than Stage 1, and, in turn, Stage 3 will be quieter than Stage 2). And, as I was taking a 2nd look at my (posted) Freighter set, I noticed the conspicuous marking "STAGE THREE" on the (side) engine of the DHL livery, and also, the fact that HeavyLift, as noted there, was an Australian cargo operator, but moved to U.S. due to aircraft noise regulations. Truly enough, it seems, noise restrictions vary significantly by region and country. "The EU has strict noise regulations, and it’s becoming more and more difficult to manage Stage 2 operations (even with "hush" kits) in that region. Elsewhere, some countries – like Japan – do not permit Stage 2 operations, while others – like Australia – have curfews on Stage 2. On the other hand, countries like China or those in Central America, South America, Africa and the Middle East, do not have Stage 2 restrictions at this time." In the U.S., FAA Stage 2 Noise Ban Rule, now, prohibits older Jet airplanes, with a maximum weight of 75,000 pounds or less, from operating within the 48 contiguous states in the U.S. effective Dec. 31, 2015, unless they meet Stage 3 noise levels. So, I was glad, that the (shown) DHL 727 freighter, had, hopefully, still, some (active) life, left, in it, while operating in the U.S.! Below, the first 10 images, are for (-100) and the next 10 are for (-200). You don't need to count...the (-200) set starts where the lighting reverts back to daylight. Hope, you enjoy these images, that give a perspective on the widespread (past) deployment of this aircraft, in service, all over the world! Thanks for viewing and Good rest of weekend!! [Orbx(PAYA), CS(727 -100/-200), REX] [And, today's (random) thought for myself: While, I, surely, enjoy (and, so, wish to retain) my FSX-SE (along with its life-time supply of "quality" aircraft!), on my (current) moderate system; I, also, certainly hope, one day, to enjoy the beauty of "MSFS" and the authenticity of "DCS", platforms, on a newer (and more robust) system,...it's just that, some "diplomatic" negotiations...🙂...will be needed, in due course,...for diversion of the needed funds...we'll see...] And, a few notes on some of these images, below: Boeing 727-022, N7001U, shown below, was (originally) the 727 Prototype Airplane, i.e. the very first 727, produced, off the drawing board, so to speak! Following the conclusion of flight-test program, it was then sold to United Airlines, and entered regular passenger service with the Airline. N7001U spent its entire (illustrious) career flying for United Airlines, where it racked up 64,495 flight hours, made 48,060 landings, and flew an estimated three million passengers until it was retired, and donated to the Museum of Flight in Seattle in 1991, where it is, now, on permanent display in the Aviation Pavilion (deservedly happy ending to a glorious life!). I had a chance to visit this exhibit during one of my trips to Seattle. You may view a 2.5 min video of the very last flight (to KBFI) of this very first 727, by searching for "last flight N7001U b727 video". After touch-down, the roll-out bit, till its nose-gears come down, is nice to watch. The (unusual, and, curious-looking, BA livery) N284AT 727-22, was leased, by British Airways, from American Transair (ATA) for a few months in the summer of 1988 (notice "ATA" logo on the tail). It had started its life, new, with United Air Lines as N7087U in 1967. On the Eastern livery, note the (special) logo at left-front - (1776 "what so proudly we hail" 1976) - as commemoration of the U.S. Bicentennial Celebrations. You may recall my Air West Fokker F-27. Here is the same (pink-red) Air West livery for B727-100 (a colleague of the F-27, within the same Air West fleet). Braniff International (BI), in the 1960s, had introduced dramatic (and bold) color palettes - comprising nearly 15 "jelly bean" variations (with the slogan "End of the Plain Plane"). Here, below, is a (Red color scheme) example of it. The JAT 727-200 is added, here, just to jog some pleasant (or was it unpleasant...🙂...) travel memories of Rick A...while abroad! The last (20th) image shows a Condor 727-200, at dusk, with its rear gears, positioned just above the silhouette of Mt. Saint Elias, 65 miles away, from Yakutat.
  11. [I un-installed my CS 727 (-100/-100F/-200/-200F) and installed all of them fresh (with the usual pre-conditions). Unfortunately, this did not fix my anomalous Flaps Indicator Gauges - if you wish, you may refer to my earlier post on B727 Test Flight. I find no other flaps (related) issues, with this SIM, such as for (Flaps annunciation, external Flaps movement, or pedestal Flaps lever). The plane also flies fine from take-off to touch-down, so, this is rather strange! I may open a Service Ticket, later, but, my tasks of opening a Ticket and waiting eagerly for response are not very critical these days...as long as I'm not (totally) blocked from using the SIM. So, I move on, from here, for now...this SIM is still a load of fun...!] In any case, today, I went on a bit of spree with livery hunting (in CS website and the Libraries) for my CS 727, for all the four variants, I've stated above. That exercise is always fun, to pick and choose repaints...from numerous available (always grateful to the repainters!)...while examining the respective color-patterns and thinking a bit about the Airlines they stand (or stood!) for...So, here, you go, eleven B727-100F/200F Freighters, for your viewing. BTW, you may recognize the Chicago Airport (KORD) in a few of the backgrounds, thanks to (Sim Market) Drzewiecki Design's Freeware Gift from a week or two ago. I am (quite) familiar with this Airport from the past, so, it's a special pleasure to see it in our virtual world, in such details...! The iconic HILTON, you see in one shot, I'd the pleasure of spending a couple of nights in...many moons ago...when, I recall, all I had to do was roll my carry-on, from the arrival gate, all the way, to the Hotel Lobby (without ever having to go outside the airport building, into the bitter (Chicago) cold, it was a few days before Christmas!) - along the (endless, but enjoyable) hallway passages and moving walkways. I also, vividly, recall, the busy airport scenes bustling with activity, as visible from the upper-floor window, (good memories!)...I'm wondering, now, what it all might be today, but surely, not the same...!! Hope you enjoy these images, below. I'll post my favorite set, later, from the (CS) Pax 727 Collection. Thanks for your interest! [CS(727 -100F/-200F), Drzewiecki (KORD), REX] Miscellaneous notes, on the images below, (including a mystery for your weekend - you never know what the internet, these days, will scoop up for you)! First five pictures are for -200F and the next six are for -100F. TNT, an international courier delivery service company, headquartered in Netherlands, is now a subsidiary of FedEx. The merger with FedEx occurred, just a few years ago, in May 2016. Cougar operated passenger and cargo service, out of its home-base, London-Stansted. It operated several B727s. BTW, what an impressive color-scheme and the call-sign "Speedcat" to boot? Air Gemini, also known as Air Gemini Cargo, was an airline based in Luanda, Angola (Founded 1999 and Ceased 2010) - not to be confused with (also defunct) Gemini Air Cargo, which was an American cargo airline headquartered in Dulles, Virginia, USA. Here is the mystery part: "In 2003, a 727 (in excellent and "beautiful" condition) that once flew for American Airlines disappeared from Angola. A certified flight engineer, aircraft mechanic, and private pilot, and who worked with "Air Gemini", disappeared while working in the Angolan capital, Luanda. On May 25, 2003, shortly before sunset, he had boarded the company’s Boeing 727-223, tail number N844AA. With him was a helper he had recently hired. The two had been working with Angolan mechanics to return the 727 to flight-ready status, but neither could fly it. The latter was not a pilot, and the former had only a private pilot’s license. A 727 ordinarily requires three trained aircrew. According to press reports, the aircraft began taxiing with no communication between the crew and the tower; maneuvering erratically, it entered a runway without clearance. With its lights off and its transponder not transmitting, 844AA took off to the southwest, and headed out over the Atlantic Ocean. The 727 and the two men have not been seen since. The plane and and the two men remain unaccounted for, and the circumstances around their disappearance have left many unanswered questions...." (This story seems even more mysterious than D. B. Cooper's disappearance, and, coincidentally, in both cases, B727s were involved...!!) Notice the (partially visible) UPS Cargo planes in the backdrop of the "Oil Spill Response" livery. Purolator is a Canadian courier service provider. It was acquired by the US manufacturer of oil and air filters Purolator. In 1987, the company returned to Canadian ownership, but, it retained the Purolator name. Purolator has since partnered with UPS for deliveries outside of Canada. HeavyLift Cargo is an Australian cargo airline headquartered now in Los Angeles, U.S. (a bit puzzling). This is because, HeavyLift transferred its business to the United States once the Australian Government banned B727/737 stage III aircraft (that would answer the puzzle, I believe). For DHL, there are 2 liveries, shown, below: the old (dark-red) DHL logo before its purchase by Deutsche Post AG (in 2002), and the new (more familiar) Red-and-Yellow scheme. DHL stands for the combined initials of the surnames of the 3 founders: Dalsey, Hillblom, and Lynn. In the 1960s, while a law student, in Berkeley, Hillblom had accepted a job as a courier running duty calls between Oakland International Airport and Los Angeles International Airport, picking up packages for the last flight of the day, and returning on the first flight the next morning, up to five times a week! With his two partners, they, later, shared a Plymouth Duster that they drove around San Francisco to pick up the documents in suitcases, then rushed to the airport to book flights...so the story goes... For FedEx, both -200F (at the gate) and -100F (on the runway) - variants are shown. 727-200 is 20 feet longer than the −100. A 10-ft fuselage section was added in front of the wings and another 10-ft fuselage section was added behind them. The wing span and height remained the same on both the −100 and −200. They seem rather hard to tell apart, at least, to my (untrained) eyes!
  12. For descriptions of Yakutat, I found, on-line, opening statements, about this (one of the remotest) region in the Alaskan wilderness, as follows, "If you are one of the many individuals that have never heard of Yakutat Alaska, you are not alone....There are no roads of access (from/to the outside world) for this secluded wilderness meaning it is a perfect destination to unwind and reconnect with Mother Nature....etc." It's, indeed, a bit off the normal radar of our familiarity. If you're not an Alaskan, you may wish to examine it's geography. It (and, btw, also, to its southeast, and better-known, Juneau) are located at the southernmost (and easternmost) tail-end extensions of Alaska. Yakutat is bordered by the Canadian provinces of Yukon and British Columbia to its north and the Gulf of Alaska to its west. Regarding the aircraft, for this post, although, I've had Captain Sim's B727-100 variant, since many years (likely 10+), actually even before my years of break from SIM, I always knew I did not have their -200/-200F extensions, but, somehow, I had never got to purchase them. Today, I (finally) made up that deficiency (better-late-than-never, as they say). It's an wonderful add-on, that, goes without saying. I'm also aware that, between CS and Simmers, it has been (generally) a love-hate relationship...🙂.., but I'm glad, CS has, recently made their 767 (Beta, I believe) available for P3D, however, IMO, here is one aircraft, CS must look to convert for P3D too, if anyone is listening to me...🙂...! One thing is clear: CS knows how to pay attention to the interior details of the Classic jets (and, their trio of 727/737/707, (continue to) stand out as the finest in the SIM; one just has to find enough time to do justice by flying these more often, which they (both Plane and SIM) surely deserve)! While noting down this thought, I am now looking at this 727's [VC] - e.g. on both Captain's and FO's sides, that partially obliterated (thick) "under-lined and over-lined" warning texts "NO LIQUIDS PLEASE" (please see e.g. at top LHS corner of the pedestal close-up shot, below) - a far cry from the modern Airbus (and our Airbus SIMs too) with their clickable (collapsible i.e. on/off) Tray Tables. I presume, without those Yoke and Control Columns, taking up space, in there, these trays must be really handy on the Airbus - just speaking aloud, as a non-pilot, of course, having never experienced the use of one!! Anyway, please find, below, the CS727-200F (in the (well-loved) UPS colors); please excuse my empty cargo compartment, in this test flight!), out on a (very) quick (test) flight - lifting off from Yakutat (PAYA)'s Rwy 29, traveling about (20-25) miles northward, and then coming around (in an U-turn) back to land on the opposite (ILS) Rwy 11...I do need to be careful about those dangerous (nearby) high peaks of the Pacific Coast Range Mountains, to the East (e.g. the highest mountain, Saint Elias, at >18,000', is barely 60 miles away from Yakutat)! BTW, in this plane, there is no Auto-throttle, no LNAV/VNAV, no FMS/CDU of any kind, (please see the pedestal (Pitch and Mode Selector) controls, in the close-up shot, below; CS has also provided a separate (and convenient) Sperry Autopilot pop-up). Nonetheless, this ILS capture and landing, seemed like one of the most enjoyable experiences, that, I've ever had in the SIM! It's as pleasing, today, as when I'd first flown this CS 727-100 (required for the -200 extensions), more than a decade ago...! And, as a plane (and in the SIM), this Boeing trijet, with those unique JT8D engines, from the bygone era, (similar to the British Trident and Russian Tupolev), would always continue to fascinate us (something about a 3-holer)! In particular, here, for the B727, the first of its kind, in so many respects, it's said that thousands of (RW) Pilots had mourned its retirement (Delta Air Lines, the last major U.S. carrier, had bid farewell to its last 727 from scheduled service in April 2003). This short flight, here, uses my Orbx Yakutat (PAYA), as Airport scenery. Orbx, as usual, has done a good job of the airport and its vicinity (only Orbx can replicate some of those "run-down" buildings, structures, miscellaneous oddities and junk (wooden-pallets, oil-drums etc.), so well...and, of course, an (animated) human "sweeper" is almost always (and pleasingly) found, somewhere, as appropriate...). I also make a special note, here, of the fact that, "On-site photos were taken by Orbx staff" - which must have helped with replicating the realism of this scenery! The scenery also includes a couple of nearby airports and seaplane-bases. [Not shown, below, but, at a later time, I plan to display additional (on-the-ground) screenshots (including a few on-the-foot sightseeing shots - with my companion BOB), in and around this interesting (and quite scenic) airport.] Hope you enjoy this post and the images below, of this legendary trijet. Thanks for your interest. Add-on comments and notes are always welcome! Good weekend, all!! [CS(727-200F)/Orbx(PAYA)/REX]
  13. With travel restrictions slowly being lifted in Europe, Greece is calling me again. This time it´s the Island of Chios in the eastern Aegean Sea. The island´s airport called "Omiros" is pretty tight with only two parking positions.
  14. As my last flight ended in LGHI Chios Omiros I thouht I might travel on northwards and thus took Aegean´s ATR 72-500 from Chios to LGMT Mytilene, a town on the Greek isle of Lesbos.
  15. Hi friends, Hope you are all keeping well during these times. On many of my freeware airliners (like the excellent Thomas Ruth A330-200/300) Im hearing EXTERNAL engine and wind noise when I cycle to the passenger wingview. It ruins immersion for me. Its like you are sitting OUTSIDE on the wing during a Mach 0.84 cruise 🙄 Of course when I cycle back to the flight deck the sound reverts to interior mode. Why doesnt FSX play the same internal sounds in wingview? I then panned the camera around while in wingview and found that the camera viewpoint is located OUTSIDE the fuselage. So using the movement keys I moved back into the cabin - no luck. Its still external sounds that are playing. I would love to have internal sounds during wingview, the sounds we hear as passengers when we ride on jetliners. Or at the very least is there a way to tell FSX to play the same interior sounds that I hear on the flight deck? Anything I could tweak in a config file somewhere? Thanks for any advice.
  16. Hello all, I am currently having issues with antialiasing in FSX-SE. It seems that no matter what I do, I cannot get antialiasing to work. I am running the sim in DX10 with Steve's DX10 fixer, I have tried tweaking NVIDIA inspector, but I just cannot get antialiasing to work. I hate the jagged, pixilated edges of the scenery and planes I'm flying. My FSX.cfg and in the sim indicates that anti-aliasing is enabled but it is clearly not. Is there any way I can still get AA to work? Thank you in advance! https://prnt.sc/s6w5an
  17. Hello everyone, I am trying to install SimConnect but it get's installed into one folder down from where it should be. The .dll files are put in the fusion folder inside of WinSxS instead of just going into WInSxS, because of this no addons can detect that SimConnect is installed. I know it's installed because I can see it in control panel. Does anyone know how to fix this? Any help is greatly appreciated, thanks!
  18. With COVID-19 around and travel restrictions in effect across Europe, I´m badly longing for Greece. So until then, here´s Skiathos and Olympic Airways Dash 8-100.
  19. To follow up on my earlier F27 post, below, is a (colorful) selection of 20 (JF) F-27 liveries from airlines around the world...(along with a bit of notes on each). You only have to check the "Operators" list on the F27's Wiki, to appreciate how widespread, its deployment was, in every corner of the world...from Australia to Somalia! For those, who had recollected some memories, here, of having been (sometimes in the past) on board this aircraft, for an actual flight, I've included a couple of liveries, that I could find, e.g. for Air UK and Boanaza. Regarding USAir, I noticed, Piedmont's F27s, after acquisition, might have gone to USAir (see below), but, I could not find an USAir (JF) F27. Norcanair, in Saskatchewan, that I'd never heard of, also piqued my curiosity, but, I could not find a (JF) F27 in that livery. Instead, please find, here a bit of interesting information about Norcanair's DHC-2 Beaver (CF-GHB) - sorry no picture, here, but, Milviz's Beaver has this livery-repaint, it looks like (if you're interested; look here in this Library itself [AVSIM Reviews->Aircraft->REVIEW: MilViz DHC-2 Beaver Bush Plane]: The DHC-2 prototype, construction number 1, was test flown in 1947 and given the registration CF-FHB. CF-FHB worked for 32 years (quite amazing!) in the coastal and northern regions of Canada with operators such as Central B.C., Pacific Western etc. After its useful life, CF-FHB was handed over to the Canada Aviation Museum in Ottawa (good for her!), in 1980, and wears the colors of its final operator, Norcanair of Prince Albert, Saskatchewan. Anyway, back to F27: all (JF-F27) pictures, below, are taken at KSEA, on the ground. Hope you enjoy this diverse collection! Thanks for viewing! Good weekend, ahead! Notes: Aer Lingus - Major first (EU) Operator of F27 (EI-AKA, shown, was the the 2nd F27 unit, produced) Air West - Orange and Red livery (instead of Pink and Red of my earlier post) Bonanza - One of the 3 airlines that formed Air West (initially based in Las Vegas, NV) Pacific - Another of the 3 airlines that formed Air West (initially based in San Francisco, CA, but I could not find West Coast Airlines livery, I was interested in, that had started it all, for F27, in the U.S., even ahead of Aer Lingus) Air New Zealand - (ZK-BXG, shown, is preserved in Christchurch, NZ) Piedmont - One of the earliest U.S. operators of F27 (later acquired by USAir) Air Queensland - Cairns based airline (formerly Bush Pilots Airways, which was founded by Australian Bush pilot, Sir Robert Norman, to serve the remote Aboriginal communities - the equivalent of the Alaskan and Canadian Bush Pilots, so-to-speak, (if you wish, please refer back to my post on the "Story of bush-planes...")) Air UK - Final livery (the better-known Air UK livery was shown on Ed's (very nice) video, and is also the default (flight) livery of JF, but not shown below) BEA Cargo - 70s livery (BEA merged with BOAC to form British Airways (BA) on March 31, 1974) Ansett Australia - (quite a long distance SALE from Amsterdam to Australia e.g. one F27 delivery took 47 hrs 49 mins to get there, and the route was: Schiphol, Rome, Athens, Beirut, Damascus, Bahrain, Karachi, Delhi, Calcutta, Bangkok, Singapore, Jakarta, Denpasar, Darwin and Alice Springs. Might be a good Delivery Flight exercise in the SIM, with this Ansett F27, along with some add-on scenery for the (en-route) airports, if available) ANA - The Japanese Airline had operated F27s between 1961-1973. EastWest - Contemporary of Ansett (another of the earliest (Australian) operators of F27s) FedEx - FedEx Express (the last major Cargo operator of the F27 in U.S.) Manx - The Isle of Man based airline (with the "3-legged-logo") was a predominant prop/turboprop operator. Northwest - NWA's regional service provider, Northwest Airlink, had operated F27s. Pacific Alaska - The Alaska based airline had operated one F27 in (1970-1980). Sabena - The (Brussels based) national airline of Belgium had operated F27s in years 1968+. United Express - F27s were operated by Air Wisconsin (look for this imprint in the repaint) via a code share agreement with United Airlines. Asialink - An Indonesian (Cargo) airline (currently out-of-business) Hughes Airwest- This is an interesting ("flying banana") livery! After Howard Hughes bought Air West, subject of my earlier post, the airline, and the acquired aircraft (including this F-27), went through a massive livery change, transforming the airline’s colors from tan and red (see e.g. Bonanza/Pacific) to blue and yellow. Nice to be the "Boss" in charge, so, you can pick the colors of your aircraft the way you want it...🙂...!
  20. Does anyone have or know where I can get an up-to-date afcad for Ramstein AFB ETAR. The stock version in my copy of FSX-SE has only one runway, 09/27. The airbase actually has second longer runway, 08/26. Any help will be appreciated, Jim Driskell
  21. Hi everybody. I tried to install FSXWX for my FSX-SE. I have followed all the steps they are trying to follow, even the installation of FSUPC (without registration), but every time I try to start FSXWX I don't get connected and it says "SIMCONNECT - Connection failed". I don't understand what the problem is. Could you help me? Thank you very much in advance.
  22. [Note: There was a comment on my (earlier) An-24 post that reminded me about the (contemporary, but a few years ahead of An-24) Fokker-27 also being an (iconic) favorite twin turboprop for some of us, so, here we go...] Just Flight has a simulation of the F-27 Friendship, which I'd purchased, during one of their ("multiple"-for-the-price-of one) or some such Sale. I do like to fly this SIM once in a while. Although, the majority of JF's (own) products, in their early times, were on the "Lite" side, they have since made great strides, in recent years, and some of their latest products can match the best of our expectations from the SIM. Also, if you ask me, JF provides many (classic) aircraft SIMs (including civil and military) that are of (historic and nostalgic) interest to many of us, but, would be hard to find (or expect to be developed elsewhere by the premier developers, not their priority so-to-speak), so, currently, these are available, to us, in the various libraries, only as FW uploads from the volunteer contributors. Anyway, back to this post, about the (now defunct) Dutch manufacturer's F-27 Friendship, which would go on to become the most numerous post-war aircraft manufactured in the Netherlands; and, also, one of the most successful (and modern) European airliners of its era. Designed in the 1950's, the first prototype flew on 24th November 1955. Aer Lingus was the first airline to operate the aircraft in 1958 (however, you'll see, below, that a little-known U.S. airline, across the pond, in the West Coast, would beat Aer Lingus, by just a few of months of head-start, to actually introduce this aircraft first into service). The aircraft were powered by variants of the (famous and pioneering) Rolls Royce Dart turboprop, that had also powered the first Vickers Viscount's maiden flight in 1948. On 29 July 1948, a flight between Northolt (a historic town in the London Borough of Ealing, London, England) and Paris–Le Bourget Airport, with 14 paying passengers, in a Dart-powered Viscount, was the first ever scheduled airline flight by any turbine-powered aircraft! And, the (same) Dart-powered F-27, would also be the first serious contender for the replacement of the supposedly "irreplaceable" and ubiquitous (but, piston-powered) Douglas DC-3! Fokker had signed an agreement with Fairchild of U.S. (for licensed-production) that would see Friendships built in North America as the F-27 (more correctly called the Fairchild F-27, to avoid confusion). The first aircraft of either manufacturer to enter service in the U.S. was, in fact, a Fairchild-built F-27, with West Coast Airlines. Several other U.S. Airlines will soon follow suit. There is a link between "West Coast Airlines" and the subject Airline of my post, here, "Air West", as you'll see below. Fokker's first F27 Friendship entered service with Aer Lingus in December 1958, but Fairchild had been a little quicker off the mark, its F-27 entering service, in U.S., with West Coast Airlines three months earlier, in September 1958. Despite numerous improvements in the F-27, many other (newer) turboprops were introduced after the F27, and, after nearly 30 years of continuous production, F27 program would eventually cease in 1986. By then, the combined (Fokker/Fairchild) companies had sold ~800 aircraft. Do not, however, expect to see them much in the air, these days, as only a handful of units (about 10 or so, worldwide) are now in operation. Therefore, the F27 makes an interesting choice to fly in the SIM. Plus, as a turboprop, the F27 had clearly set the standards for other to follow! Now, a bit, about my choice of Airline Livery (Air West in Pink) - In 1968, three "local" (but "historic") service airlines (Pacific Air Lines, Bonanza Air Lines, and West Coast Airlines) in the western U.S. merged to form Air West. All these three airlines, were some of the earliest (and major) U.S. operators of the F-27. In 1968, TWA's former owner (and business magnate) Howard Hughes acquired Air West, and the airline was renamed Hughes Air West (later, Hughes Airwest). Republic Airlines took over Hughes Airwest in 1980. Republic Airlines later merged with Northwest Airlines in 1986 (you may refer back to the interesting recollections by NWATech in my (recent) Convair post). And, finally, NWA would merge with Delta in 2008...thus completing the lineage, from West Coast Airlines to current Delta...! I invite you to enjoy the images below, of this trend-setting but, now, almost forgotten, aircraft. As a bonus suggestion, I also invite you, here, to (separately view) an excellent (and short) 3-min video of this plane, along with its (characteristic) RR Dart engines (please search for "Fokker F-27 Friendship landing with sound of Rolls Royce Dart engines"). Although the touch-down (the first ~1 min) looks impressive, do stay on till the end, to enjoy the "whine" of the Dart pitching up and down (music, is it?)...certainly, classic aero-engine, at its best! Overall, the F-27, indeed, seems, like a leader aircraft for its times! Finally about this SIM: I've done my due diligence, here, to follow the Cold & Dark engine-start-up (Tutorial) procedures, as provided in the (JF) manual. Obviously, the level of complexity (and realism) of these procedures, is not what one would expect from that of a premier developer's jetliner, but, I can say, speaking, here, of course, as a (non-pilot) simmer, it's reasonably complex, and there are e.g. enough indicator lights and dial gauges etc., showing life, during these steps, to make it all quite an enjoyable challenge and experience, at least, from my perspective! So, please find below a set of pictures for the (bygone airline) Air West's F-27 (with its (colorful) pink and red tail) flying the West Coast, from Bella Coola (CYBD) to Vancouver (CYVR), 200+ miles, down south across (and over) the rugged (but beautiful) mountainous terrains of the Pacific Range and their glaciers (a couple of glacier shots included)...(BTW, I admit I barely made it out of Bella Coola's Runway...but, fortunately, without any untoward incidence,...🙂..) It was good fun, and hope you enjoy too! Thanks for your interest. [JF(F27)/Orbx(PNW)/REX]
  23. [Note: This post is a quick mixture of a Polish LOT Airline livery upload, that I caught my attention, today, in the Library, and my last week's SimMarket (Freeware) pick-up of St Petersburg Airport (ULLI), that I'd not installed till today - certainly a good find, especially for me, who had, so far, pretty much, only the Moscow Airport scenery...in this very large country to fly....] The city of St. Petersburg had my fancy, since, a long long time ago, as the (somewhat "depressing") setting for the characters (and crimes), (so marvelously) portrayed in Fyodor Dostoevsky's classic (and a bit disturbing) novel "Crime and Punishment", which book I recall, I had (finally) finished...(not sure about his The Brothers Karamazov, though...too many pages and and too hard to keep track of the complex flow...may pick it up again....🙂...). But, more seriously, here, Saint Petersburg, formerly known as Leningrad, is the 2nd largest city in Russia, and the site of (Russia's) deep-rooted history and culture. Founded by Peter the Great, it had served as the capital of the Russian Empire, for more than two centuries. The city's central (historic) portion is, now, designated a UNESCO World Heritage Site, and obviously, the city has now transformed a lot, to keep pace with modernization.... Next, a bit about the Aircraft: An-24 (NATO=Coke) is/was an interesting (and highly successful) Soviet twin turboprop (>100 are still flying today!), that had flown first, in 1959, was produced for 20 years, and evolved to many (successful) subsequent variants as part of the series (-24/-26/-30/-32). Please note that the (-28) variant, for which, we had very recently seen, here, an excellent post, is conspicuously absent in this (mentioned) series. That's because An-28, a derivative of An-14, is a different (looking) design, with e.g. its characteristic twin rudders. An-24 was meant to replace the An-14 (which, itself, was the un-successful attempt (i.e. it failed!) to replace the iconic and "irreplaceable" An-2)!. The An-28 was the derivative of An-14 (An-14 also had twin rudders). These are all fairly interesting planes, if you are a Russian propliner fan, of which we have several right here...🙂... And, on a minor note, from my perspective, the "Green" hubcaps, often, seen on the wheels of the Russian aircraft...look rather interesting...(the set of pictures below show one example of it).... [Final Note to Ed (our resident expert on Russian aircraft...🙂...here...): I picked this up from the Russian website AVSIM.SU....(had not visited that site in years..). But, so far, I've been unable to (fully) integrate the panel into my FSX/SE, otherwise, these planes look good and are indeed nice to fly and good fun...I can see...] The few screenshots below are for takeoffs at St. Petersburg (ULLI) - (daytime (Rwy 28L), and, night-time (Rwy 10R)). Hope you all enjoy the images, even if you're not a big fan of Russian aircraft! Good weekend! [Digital Design (ULLI), Samdim (An-24), REX]
  24. Hello! I've been doing more flight simulation due to the pandemic. I decided to fly from CYTZ on FSX. I noticed that in my scenery, there were office buildings literally in the middle of the water surrounding the airport (around the airport and lake Ontario). The airport (CYTZ) and the city of Toronto are okay, but I have building objects protruding from the water where there shouldn't be any. I'm pretty sure that maybe it was a corrupt install from years ago more than likely. I've refreshed all the files of FSX:SE, and checked vectors with ORBYX. Is there any fix to get these buildings that don't belong there out of the scenery? I've even tried using a scenery editor, but I have to admit I'm clueless what, if anything, I should be looking for. Kind regards, Marco
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