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  1. [JATO, in C-130 Hercules, stands for "JET ASSISTED TAKE-OFF" System. In my previous Rio/Hercules post, I'd indicated that the Float variant of the C-130 Hercules, I'd displayed there, was seen to be equipped with JATO rockets, which, I'd not found suitable to deploy, on the Guanabara Bay, in the midst of the busy Rio Cityscape...🙂...So, here, I have flown the same Float (USCG livery) Hercules, with activation of its JATO system (virtually, of course, with no (implied) pretense of any resemblance to the RW event, see a RW video clip suggestion, below). In addition, for curiosity, I've also included pictures of the the Wheel (with JATO) and Ski (without JATO) Hercules variants, below. The (RW) C-130 had/has (mind-boggling) nearly 70 different variants, out of which, the CS All-in-One package simulates 18. So, I thought, it will be a worthwhile exercise, to, at least, minimally, explore the primary three Hercules variants, Wheel/Float/Ski, of this giant of a miraculous plane, thanks to this wonderful (SIM) package from CS.] We know "Hercules is the Roman equivalent of the Greek divine hero Heracles...In classical mythology, Hercules is famous for his strength and for his numerous far-ranging adventures. The Romans adapted the Greek hero's iconography and myths for their literature and art under the name Hercules..."...So, the "can-do-it-all" Lockheed C-130, here, was named after this mythical character. But, as it's said, everyone needs a helping hand sometimes, even our heavy-lifting aircraft Hercules, here...! And, regarding "JATO", first of all, it's to be noted that “Jet-Assisted” part of JATO, here, is bit of a (technical) misnomer, because, though, fundamentally similar, here are the two such systems: JATO - Jet Assisted Take Off. One or more jet (turbine) engines used to boost take off performance. RATO - Rocket Assisted Take Off. One or more solid propellant rocket motors providing additional thrust for a brief period of time to help get a heavy aircraft off a short runway. I note also this primary distinction between "Jet" and "Rocket", "The main difference between them is that jets get the oxygen to burn fuel from the air while rockets carry their own oxygen, which allows them to operate in space. ... Jet engines have two openings (an intake and an exhaust nozzle). Rocket engines only have one opening (an exhaust nozzle)."...On record, the world's first jet-propelled airliner, the De Havilland Comet, made its maiden test-flight on July 27, 1949. The C-130 Hercules (turboprop) made its first flight, later, during the dawn of Jet-Age, in 1954. So, there’s no "Jet" involved in C-130 Hercules JATO. The system actually uses a several "rockets" (8 in case of Hercules, see images) capable of cutting the takeoff run by almost 60 percent. That kind of advantage was/is important for taking off in a heavily loaded plane on short runways, especially when, in the early decades of its use, most areas of the world had few suitable (or/and long) paved runways. Seaplanes can operate from rivers, lakes, and oceans. Therefore, since the C-130 design already had high wings, Lockheed-Martin developed a "float-plane" conversion of C-130 (= CL-130) Hercules to operate from water. This float-plane has two major disadvantages compared to seaplanes. First, the weight and drag of the large floats cut payload and range by 30%. In addition, mounting of those massive floats on a C-130, is a non-trivial matter. Lockheed-Martin designed a CL-130 (see USCG images below), but couldn't find buyers. The (similar) Ski-equipped (= LC-130) Hercules Ski planes have, however, long operated from ice for years (see "fictional" (one of my favorite Red) British Antarctic Survey (BAS) images below; btw their (Red) Twin Otters are well-known). The floats of the C-130 weigh > 13,000 lbs. In contrast, the 20 feet long Skis, in the Hercules, weigh about 2,000 pounds each. The wheeled Fat Albert, quite a unique aircraft, of the Blue Angels (see close-up shot, below, for marking), shown with JATO, would open air shows with a Jet-Assisted Take-Off (JATO), to the delight of onlookers. Though this C-130 was the only large transport aircraft on a service-level performance team in the world, it no longer shows off its JATO capabilities (likely will never again). If you wish, please search/view this (1min:4sec) video clip, "C-130 "Fat Albert" Jet Assisted Take Off (JATO), NAS Miramar Air show" (notice the profuse black smoke, before the Rockets burn out)...Today's engines create much more thrust than earlier designs, so, JATOs are increasingly rare, but the LC-130 "Skibirds," which resupply Antarctica's U.S. McMurdo Research Station, still use JATO to depart the frozen continent. The C-130T (modelled by CS with JATO; Fat Albert being a good example of it) was specially equipped with 8 JATO rocket cylinders (4 on each side). Each rocket was comprised of solid fuel and added about 1,000 lbs of thrust. With 8,000 lbs of extra thrust on the aircraft, the C-130 became airborne in no time, in spectacular fashion, at 45 degree nose-high climb (see the (symbolic) nose-up screenshot, below, from my virtual world). For comparison, typical C-130s climb at, one third this rate, around (10-15) degrees angles, on a normal departure. Anyway, it was all good fun to explore, in our fantasy world of aviation, these 3 Hercules variants, all together, here, of this giant of a miraculous plane, with the sequence of (shown) shots, below, as follows, (8 for Fat Albert C-130T, 4 for (BAS) Skibird LC-130, 3 for Float (USCG) CL-130 in Juneau Harbor (no prior approval sought/needed...🙂...), and, finally, 5 also for Float USCG, this time, somewhere in the safe zone of middle North Pacific Ocean, west of Alaska...). Notice, in the 2nd shot, below, the close-up of the Pedestal, with the JATO control panel, located at the RHS edge (in this simulation, one first flips the Red "ARM" cover, clicks the (hidden) switch up, and then presses the (black) FIRE button, to activate JATO...I'm still not too proficient with this part, but, getting better...needs more practice...) In the 20th/final shot, I leave you with an image of those four (powerful and massive) Allison T56-A-15 turboprop engine blades, cutting through the air, in the dusk light, just above the waters, in the safety of the Pacific Ocean...while in a sharp bank, deliberately executed by yours truly...🙂... Hope you enjoy these images...! Thanks for your interest...!! [CS(C-130T/CL-130/LC-130), Orbx(AK/PAJN), REX]
  2. I can't install the Tools menu on the fsx-steam menu bar. Below, I inform how I registered the dll.xml file: <?xml version="1.0" encoding="Windows-1252"?> <SimBase.Document Type="Launch" version="1,0"> <Descr>Launch</Descr> <Filename>dll.xml</Filename> <Disabled>False</Disabled> <Launch.ManualLoad>False</Launch.ManualLoad> <Launch.Addon> <Name>ObjectFlow.dll</Name> <Disabled>False</Disabled> <ManualLoad>False</ManualLoad> <Path>C:\Program Files (x86)\Steam\steamapps\common\FSX\ORBX\FTX_AU\FTXAA_ORBXLIBS\Scenery\ObjectFlow.dll</Path> </Launch.Addon> <Launch.Addon> <Name>Addon Manager</Name> <Disabled>False</Disabled> <ManualLoad>False</ManualLoad> <Path>C:\Program Files (x86)\Addon Manager\bglmanx.dll</Path> </Launch.Addon> <Launch.Addon> <Name>SODE Animation Module</Name> <Disabled>False</Disabled> <ManualLoad>False</ManualLoad> <Path>C:\Program Files (x86)\12bPilot\SODE\SimObjectAnimationModule.dll</Path> </Launch.Addon> <Launch.Addon> <Name>Traffic Toolbox</Name> <Disabled>False</Disabled> <ManualLoad>False</ManualLoad> <Path>C:\Program Files (x86)\Steam\steamapps\common\FSX\SDK\Environment Kit\Traffic Toolbox SDK\TrafficToolbox.dll</Path> </Launch.Addon> <Launch.Addon> <Name>FSUIPC 4</Name> <Disabled>False</Disabled> <Path>Modules\FSUIPC4.dll</Path> </Launch.Addon> </SimBase.Document> Can someone help me? Thank you very much.
  3. The 3-engined airplanes are quite fascinating. The so-called "Trimotors" were some of the very first 3-engined transport aircraft in the world....way before, the world came to know of the 727, Trident, Tristar etc....Trijets... I found this new Ford Trimotor upload file today, in the library. The first Ford Trimotor had flown on June 11, 1926. [Side Note: Ford's highly successful Model-T automobile was introduced in 1908.] Ford Trimotors' (all-metal) structural principles were inspired by the (pioneering) work of Professor Hugo Junkers, whose (3-engined) Junkers 52 also comes to mind, here, that flew first time, later, on 13 October 1930. The Ford Trimotor resembled Anthony Fokker's F.VII Trimotor, the first flight of which had already occurred less than 2 years earlier, on 24 November 1924. So, for comparison, please find three pictures, below, one each of Fokker Trimotor (model F.VII), Ford Trimotor (nicknamed "Tin Goose"), and Junkers 52. The (Fokker and Ford) Trimotors are both shown in the livery of Pan American Airways (PAA). From the Ford skin, however, one can see it's now all "metal"...! PAA had operated 3 F.VIIs, between (1927-1930), starting in the year, the airline was founded (1927). Fokker F.VII was the first Pan Am owned airplane to carry air mail (see U.S. MAIL marking on the fuselage). PAA, next, operated 11 Ford Trimotors, between (1929-1940)...fleet modernization...🙂...those were the days...! There is no record of PAA ever using Ju-52. The Junkers 52 "Trimotor" is shown below in one of Lufthansa colors. Enjoy...!
  4. This is the follow-up to my previous post about a visit to the city of Rio de Janeiro, where I happened to be too pre-occupied to look around too much, while, simultaneously, at the command of the behemoth C-130 Hercules...🙂...(so, like I'd said earlier, please do indulge this virtual (wannabe pilot) simmer here...), and, having to figure out the (un-conventional) HDG/ALT/LOC functions and controls of the Autopilot Panel...mind you, that was no LNAV/VNAV/FMS guided (automated and hands-off type) navigational cockpit...nonetheless, it was fun (and challenge) of a different kind, I would say... Paulo Ricardo's (customized) rendition of Rio city turned out to be quite an illuminating and enjoyable scenery to explore...so, here, in this post, I've captured an additional set of images in and around this picturesque locale. First of all, it's worthy of note, per the unique geography of the city, which lies on a strip of Brazil's Atlantic coast, the shoreline is (atypically) oriented east-west (i.e. the ocean lies to the south). And, the amalgamation of water/mountains/forestry, in the same locale, contributes to its singular beauty. The massive statue of Cristo Redentor, with arms out-stretched, perched atop the summit of Mount Corcovado, seemingly overlooking the city, is one of Rio's most recognizable features. I've included, below, several screenshots of the Corcovado mountain, and, also, one close-up shot of the statue. Images of the Sugarloaf mountain are also shown, below. In fact, I caught the Sugarloaf Cable Car, slowly, moving along the cableway, and, you may be also able spot the car, in one of my shots. BTW, this is the Cable car, that had featured in an action scene for the James Bond film "Moonraker". And, (only) If you're interested, please search for the (4m:17s) video clip, "MOONRAKER | Cable Car Fight", where (Sir) Roger Moore, fights off "Jaws" to the bitter end...in his characteristic style...Another bit of memory came to me, while I viewed this clip, today, I recalled that I'd actually met "Jaws", aka, Richard Kiel, once, in Las Vegas, set-up at a desk, on the wayside, signing autographs, and taking pictures with visitors. I also recall, for my picture, he had given me a good bear-hug ...no it didn't hurt at all...🙂...he seemed like a nice sort of guy...(In fact, I read today, he was, indeed, well-known for being a kind and friendly man...)... Back to my post, now: Regarding the SBRJ Rwys, from my (overhead) pictures of it, you can see how the (02/20) Rwys are situated w.r.t. the city and the Bay, with the Rio-Niteroi Bridge, north of the Santos Dumont Airport. Please also note, in Rio, due to the east-west orientation, that I'd alluded to earlier, of the oceanfront, it's possible to catch both sunrise and sunset over the Atlantic Ocean, on the same day, at certain beach locations around the city. My two screenshots, below, of sunrise/sunset (the last two images), are, of course, poor imitations of the spectacular sights, they must be in RW...! Still, I hope you enjoy this virtual tour of Rio, with yours truly, as much as I did myself...!! [Paulo Ricardo (SBRJ), Orbx(BOB), REX]
  5. Can anyone help me understand where to find the default vertical speed setting for the KFC 200 autopilot in the Carenado Cheyenne II (PA31T). This vertical speed is set when you arm a new altitude in flight. The default setting is 500 FPM climb or descent, which is unrealistic in the Cheyenne as typical climbs are 1500 FPM and higher and descent needs to be at least 1000 fpm to meet typical ATC needs. Many approachs have several step downs which required lots of autopilot manipulating to reset the V speed each time a new altitude is armed. There is a setting in the aircraft.cfg file for "default vertical speed" but it is set to 0.0 and changing it has no apparent effect. Thanks Marjimbo
  6. OK, I probably got your attention with my title...🙂...but, there is some truth to this title. About the legendary C-130 Hercules, I was reading, today, an on-line article, which started like this, "Who wanted to build a stubby turboprop cargo aircraft at the dawn of the jet age?"...Well...that was no other than the legendary aircraft maker that may not have sustained its commercial line aircraft production, but, surely, in addition to its prestigious (modern) line of fighter jets, their Constellation and Tristar will be forever remembered, in the annals of aviation, as two of the most iconic and most elegant airliners, ever been produced by any airplane maker...! When the Hercules prototype flew for the first time on Aug 23, 1954, it was evident that Lockheed had forged something timeless...an (innovative) aircraft, for its times, that could lift-off after a roll of just ~850 feet, compared to ~5,000 feet typically, then, required for most aircraft of that size. Over full six decades of service (the longest continuously operating military aircraft production line in history), the plane, with its nearly 70 different variants, has proved its worth, and continues to be in production even to this day, though, the improved C-130J Super Hercules, being the only model currently produced. I've not thought of (or flown) this SIM for a long while, but, recently, there were a couple of posts here about the Fry's Electronics, and that somehow reminded me that the Captain Sim C-130 Hercules, was, in fact, among of the first few Box DVDs (if not the first) that I'd purchased from Fry's, years ago. However, during my break from SIM, of 4-5 years, I lost that DVD. Then, during last year, prompted by a nice (and illuminating) post, here, from a former (RW) C-130 Crew, about the CS C-130, I repurchased this CS Classic (this time "Digital Download"...!)...I got the C-130 "All-in-One" package, which, it says, contains 18 of the most popular C-130 variants, including the curious "Float" version. I'd never flown the (Float) C-130 (CS) Hercules (designation CL-130, as opposed to LC-130, which is the Ski variant), and, hence, thought, that would make for an interesting (virtual) flight, especially, having been lately flying around some of my Float Cubs and Cessnas...🙂...so, here, we go,...please do take a look at those massive floats lifting off the waters of Guanabara Bay in Rio...heading from north to south...staying clear of the dangers from the adjacent land-masses, just past the famous Sugarloaf Mountain (Side Note: Supposedly, the mountain is so named due to its resemblance to the traditional shape of concentrated refined loaf sugar...And, I thought sugar always came in granulated and cube forms...but, this is indeed the shape, sugar was produced and sold up until late 19th century...)... In a couple of the close-up shots, of the Float Hercules, please notice the (simulated) external mounting (4 on each side) of the solid-fuel JATO (JET ASSISTED TAKE-OFF SYSTEM) units of 1000 pounds thrust each, which, in RW operations, can supply additional thrust when it is desired to shorten the take-off distance. For completeness, I've also shown a few shots of a wheeled C-130 (fictional "Misty Air Charters") on take-off from Rwy 02R, and, on approach and landing into Rwy 20L of Rio/SBRJ Airport (the LOC DME Rwy 20 approach e.g. consists of tracking first the eastward 120 degrees radial from CAX (VOR) at 4,000', then at D7.0 (CAX), turning southward along 160 degrees, to finally catch the 196 degrees radial of IRJ (VOR), into this Rwy)...needless to admit, this bulky and cumbersome giant of a plane, with its rudimentary autopilot (see screenshot), proved quite a handful, to maneuver, for this virtual pilot...🙂...(please allow my fantasy, here), and do notice, btw, the Hwy {101} Rio–Niterói Bridge, crossing Guanabara Bay, on the final approach path to Rwy 20. Until 1985, it was the world's second-longest bridge (now 48th as of 2020). Also, you may note in the screenshot (which shows the plane just over this bridge), at top RHS corner of that image, the famous Corcovado (hunchback) mountain, with a hint, on its top, of the amazing Cristo Redentor Satue. I'll see if I can show a close-up of the Statue, in another post. I finally wish to note that I've, here, got to acquire and enjoy the excellent and well-known add-on (I'd heard/read about it before), from Paulo Ricardo, of Rio De Janeiro Airport (SBRJ), so, thanks to Mr. Ricardo, for getting me a closer look at this beautiful World Heritage city, though, only in my virtual world. My familiarity is clearly growing about this unique city, as they say, shaped from the mountains and the seas, scenically and curiously nestled between Guanabara Bay and the vast Atlantic Ocean. For SBRJ, notice e.g. how the Sugarlaof Mountain, lies directly along the (south-extending) track of the Rwy 20, also visible in one shot. I expect to show you a few more images of the city, in a subsequent post. Hope you enjoy these (below) images, of this classic plane, flying over this classic city which has a rich history of its own, just as the plane does....! It was good fun...! Good flying, yourselves...!! [CS (C-130/CL-130), Paulo Ricardo (SBRJ)]
  7. Everything in aviation especially when communicating with ATC or other pilots, is based on 'MSL' with regards to altitude --and to KIAS with regards to speed?The radar altimeter, if one exists in the plane, is never used in communicating with others. And, communication is always in English and in the Imperial System (ie. not metric). So if I went to Russia or China, ATC will communicate with me in English and use Imperial units?
  8. Hello Avsim Community I Really Need Your Help So I Just Installed FSX se And I Am Trying To Download The Pmdg B777 And When I Started It Says "Installation Cannot Continue Your Registry Dors Not Show A Valid FSX ..." And I tried Changing The Registry Didnt work ,And tried flight 1 Registry repaire And Didnt work pls Help me
  9. I’m just learning about flying helicopters in mission tutorial #9. I thought when you push the collective forward (using my throttle), the helicopter should go higher. But I find that if I dont pull the cyclic control back a bit, the heli doesn’t rise. Likewise if I don’t push the cyclic forward, it doesn’t descend. Is this correct? I thought pushing forward on the cyclic controls was for accelerating.
  10. Hey, everyone. I’ve been flying a lot with pmdg 737 and 777 and I liked these very much. But I was wondering if there are any other developers of high quality plane add-ons like pmdg. Do you know any?
  11. [Note: Prompted by Chock's (home-grown) excellent repaint and a couple of recent DC-4/C-54 posts, I, finally, succumbed to the temptation of the (FR) DC-4 package. And, note, though this repaint is marked for FSX/P3D, it's portable for MSFS 2020 (and, of course, looks much better in MSFS 2020, see Chock's screenshot). The upload file is now sticking to the top 2 of the top 50, and who knows, might even reach #1 in the chart by the end of this weekend...🙂...] I've known and been flying the DC-4/C-54 freeware since my very first FSX days...thanks to JBK/CalClassic. The DC-4 was the first Douglas propliner, after the illustrious DC-3, that was not a "tail-dragger", so, it must have been nice that the cabin was level when the DC-4 was on the ground. It was the interim Douglas Classic between the well-known DC-3 and the (later) marathoner DC-6 (Side Note: There was also a (short-lived) DC-5 variant, but, it entered commercial service at such a time that it was overwhelmed by world events. Only 5 civilian DC-5s were built for a total of 12, including military variants). The (un-pressurized) DC-4, played a significant role in history (military and commercial), but, it was soon superseded by the DC-6, post WWII. Regarding DC-4, Delta pilots had this to say, "For the first time we had on the airline, an airplane that we didn't have to worry about fuel. We always had enough fuel on that DC-4 to go 2,000 miles,...the DC-4 was very dependable airplane, had very dependable engines, had adequate anti-icing..." The DC-4 commercially flew first on March 6, 1946, but, it's the C-54 Skymaster (military) variant that actually did its first flight, much earlier, from the Clover Field Airport in Santa Monica, California, in February, 1942, barely two months after U.S. entered WWII. Of course, Santa Monica also remains famous as the site of the original home of the Douglas company founded by Douglas Sr. in 1921. Please note, per the Readme, of this repaint, "It was painted to represent the real C-54 Skymaster registered 44914, which is undergoing restoration in the UK. The livery the real aeroplane wears is of another Skymaster of the Air Transport Command Atlantic Division, with the serial 56498." The C-54, marked for restoration, left military service in 1973 and was then flown as a sprayer from 1975 to 1985. She was resigned to a boneyard until a group called Atlantic Warbirds rescued and restored her in 1995. Then, after sitting in a lonely airfield since 2002, it came to the attention of the "Save the Skymaster Society" that embarked on an ambitious initiative to save it from being turned into scrap. Their plans are to eventually fly it in airshow circuits and other flights, and, also to use it in film and television as well as for training pilots on such skills as Astro Navigation...etc...This is the only C-54 Skymaster in the UK, and the intent is to "...return this historic Wartime aeroplane to the skies where she belongs"...! For more information, please read on-line articles, e.g. one titled "Saving a 74-year-old aircraft - the story of one C-54 Skymaster". Its remarkable story is told in a readable Q/A format from an interview with the Chairman of the Save the Skymaster Society. So, below, please find this C-54 Skymaster, lifting off Santa Monica Airport (KSMO), where the very first C-54 Skymaster had also lifted off, on its maiden flight, ~80 years ago, on 14 February 1942. For this post, I've flown it, symbolically, from Santa Monica to San Jose (KSJC), along the Pacific Coastline, to roughly mimic a road-trip I'd taken along the Coastal highway, years ago, but, in the opposite direction, southward, from San Francisco to Los Angeles... Hope you enjoy the set of pictures of this Classic Douglas plane....!! [FR (DC-4/C-54), C-54 Repaint (Chock), REX]
  12. The Sopwith Aviation Company was a British aircraft company that designed and manufactured aeroplanes in the First World War, most famously the Sopwith Camel. Their Sopwith range of biplanes have interesting names (Sociable (sometimes called "Churchill" or "Tweenie"), Baby, Sparrow, Pup, Bee, Camel, Hippo, Rhino, Dragon, Dolphin, Cuckoo, Snail, Grasshopper...among others...). I came across "Dolphin" and "Cuckoo" in the Library uploads toady...I'd "Camel" before. So, please find below, one image each of Dolphin, Cuckoo, and Camel in that order...Enjoy...! Notes: "Dolphin proved to be a formidable fighter...The pilot sat with his head through the frame, where he had an excellent view. This configuration sometimes caused difficulty for novices, who found it difficult to keep the aircraft pointed at the horizon because the nose was not visible from the cockpit...The cockpit was nevertheless warm and comfortable, in part because water pipes ran alongside the cockpit walls to the two side-mounted radiator blocks..."... "Cuckoo (originally T.1) was was the first landplane specifically designed for carrier operations. Because it was designed to operate from carrier decks, its wings were hinged to fold backwards. It could take off from a carrier deck in four seconds, but it was not capable of making a carrier landing. It was, however, capable of carrying a 1,000 lb torpedo..."...Notice the Torpedo underbelly, in the Screenshot, in the Bluegrass Airlines Mail Service...Hmm... "Camel (main variant F.1) became known as one of the best known fighter aircraft of the Great War...Though difficult to handle, it was highly maneuverable in the hands of an experienced pilot, a vital attribute in the relatively low-speed, low-altitude dogfights of the era..."....
  13. Folks: I came across the (below) two (similar looking) Air France Boeing 777-9 repaints, in the library uploads, today... Images #1 and #2, below, are both for (future) Air France Boeing 777-9 Rollout liveries. Could you spot the difference between the two liveries...? Besides the Registration Numbers.... [And, in the #3 image, notice how the (mythical) famous Winged Seahorse (colloquially referred to as "la crevette" or “the shrimp”) is placed on the Engine covers, where, normally, you would see the engine supplier's symbol (PW/RR/GE etc.), e.g. here "GE" for these "GE9X" engines. Such alternate marking, btw, would be a continuation of the Air France practice from their current fleet of 777 -200s/300s into the 777-9s... Hope you enjoy these couple of pictures...! Good day...!
  14. Again in Turkey, this time at the southern coast of the Black Sea at LTCM Sinop, a great piece of freeware by SceneryTR Design. Their (or better his, cause it´s a one-man-show by Sunay Kilic) website can be found at https://scenerytr.com/
  15. [Note: I've been collecting bits, for this post, since a while, as a self-educative exercise, and, here we go, with what I have,...feel free to jump to the pictures below or/and take the time to also learn a bit about Rolls-Royce, as I did myself...] We are all aware of (and owe a debt of gratitude to) the "Microsoft Flight Simulator 2004: A Century of Flight", aka "FS9", that initiated most of us (casually or seriously) into this (MS-based) aviation hobby. And, when we speak of a Century of Flight, that inherently includes one significant component, too, "the 100 years of aero-engine evolution, but often that aspect is overlooked, while we focus, here, on the planes themselves. The advances in aviation engine technology, to say the least, have been equally amazing during the same century. Consider this: "In 1902, the Wright brothers sent out a request for bids to several engine makers for an 8-hp, "vibration-free," gas-fueled engine that would weigh no more than 200 lb. No one took them up on the offer. Having successfully built a one-cylinder, 3-hp, cast-iron engine the year before to power their machine shop, the brothers decided to design and build the engine for their aircraft as well. They finished it eight weeks later with the aid of Charles Taylor, a mechanic and machinist...The 12-hp, four-cylinder engine...had no throttle. The four-stroke engine always ran at about 1,000 rpm. But output could be somewhat controlled by retarding or advancing the spark timing." That was the "engine" that would power the first human flight. Just to be clear, we say, "The Wright brothers made the first controlled, sustained flight of a powered, heavier-than-air aircraft...". And, after about 100+ years of that flight, the talk, these days, is about the (most advanced, massive and powerful) Trent and GE9x engines, with diameters as big as the body of a B737...! After the (initial) un-successful human attempts to fly like a bird, it was Samuel Langley, who, in 1891, is known to be the first to realize that, after all, "power was needed to help man fly...". So, the birds of nature (or mythology), so to speak, have had in-built aero engines, that humans don't have, and hence our need for "PW", "RR", and "GE" etc....🙂...Talking of birds, the long-haul flights of the migratory birds are quite fascinating, as the ultimate examples of natural "aviation". I will point out a curious observation, from my past experience. When I was living in the (cold) Northern states in U.S., as the fall/winter seasons would arrive, I would see e.g. ducks/geese gather, every evening, en masse, on large fields and open spaces, near the lakes (and such), as if planning together such (long/upcoming) migrations (somewhat similar to our pre-flight-planning...), and then, as the days continued to get colder and shorter, one evening, they would suddenly all be gone, except for a few "stragglers" left behind...that, I thought, maybe, failed to wake up in time, that day,...🙂..., but, surely failed to lift-off per the "pre-approved" flight-plan. Those events were quite amazing to observe, and, in fact, the actual long-haul flight of those birds is also known to be even more amazing (see below)...[Side Note: If you're interested in this topic, the movie "Fly Away Home" is recommended...] Now, consider these few facts. These migrations can be as long as 2,000 to 3,000 miles, and e.g. the geese are capable of flying up to 1,500 miles in a single day. They usually (and smartly) fly at night, to avoid the turbulence and thermals of daytime, and, also to counter overheating of their bodies (or should we say fuselages...🙂...). A symmetric V-shaped flight pattern is used by geese, swans, ducks, and other migratory birds, improving their energy efficiency (now recall the planning of the en-mass geese flock, I'd mentioned/witnessed earlier, seemingly equivalent or even more complex to those (localized) formation routines of the esteemed Blue Angels or the Red Arrows...). The (long-haul) V formations, of these birds, are, indeed, quite extraordinary. The lead goose is the lowest of the pack. Each goose behind is slightly higher than the one in front of it, all the way to the last goose, which is flying the highest. They do this because of aerodynamics reasons. The only goose that is using all its wing power is the lead goose. Flying in formation this way adds 71% more distance that they can fly than when flying alone...! And, btw, they take turns with lead. When one gets tired, he will drop back so he can rest a bit. When migrating under favorable conditions, these geese can fly up to 1,500 miles in a single day! They are thus masters of long-haul (powered) flight... So, birds have wings like the planes, but, their engines are "in-built", unlike the gigantic Trent and GEnx ones present in our most modern planes (quite conspicuous, but, whether, graceful or not, that's subject to individual opinions...🙂...see below for images and decide for yourself...). In any case, the aero engines are one of the most complex and most significant components in the plane. If one has ever got to fly continuously for ~15 hours, sitting on a window-seat (was always my preference) of a long-haul a/c, in clear sight of its gently humming engine, just outside the window, one has time to marvel not only at the technology of the engine but also the faith, one has placed in it. So, the evolution of the aero engine is a fascinating subject in itself (mostly, probably, to the engineers, via "cut-away" diagrams etc...), but, in this post, I only wish to illustrate, visually, via SIM pictures, the (external) "look" and "appearance" of such engines (engine-spotting, so-to-speak)...because, throughout history, they have come in various sizes and shapes...(dictated by the underlying technology they are based on). And, my specific focus of interest and learning, in this post, is Rolls-Royce, a company, which was founded in Manchester in 1904. It's worthwhile to note, here, that, just the previous year (1903), December, the Wright Brothers had made their first (powered) flight. The RR story begins like this, "There were two men in England, one rich and one poor. The rich man, Charles Stuart Rolls, was the son of the wealthy Lord Llangattock. He sold imported cars to well-heeled friends in London early in the 20th century. The poor man, Frederick Henry Royce, had started his career by selling newspapers at age 10. He pieced together the elements of a technical education and set up a factory in Manchester that built dynamos and heavy electrical equipment....A mutual acquaintance brought the two men together, and Rolls agreed to sell cars manufactured by Royce. This launched the firm of Rolls-Royce...." . Rolls-Royce Limited was formed on 15 March 1906, in Manchester, but, would (formally) move, 50 miles southeast, to the city of Derby, in July 1908, and, since then been associated with that city. Rolls-Royce engines have traditionally been named after British rivers, intended to reflect their steady flow of power. Rolls Royce named their piston engines after birds of prey (real or mythical). So, here are some of the river-named engines: Derwent, Nene, Avon, Conway, Spey, Dart, Trent etc., and here are some of the bird-named ones: Eagle, Goshawk, Peregrine, Vulture, Merlin, Griffon etc. With that background, please find, below, 20 specimen images, gathered from our hobby (payware and freeware), of (virtual) aircraft that, spanning a period of more than 110 years, have been powered by RR engines. Please note that my pictures, here, emphasize the engines (for their look and appearance) more than the planes themselves, hence, mostly, shots of the engines, are shown, for emphasis. But, I've also listed, below, both the planes and their engines, if you wish to associate the plane with the (respective) RR engine that powered it. Hope you enjoy this account of the RR engines and the (below) set of aircraft/engine images, especially, if you're not a native of the Rolls-Royce land (or Derbyshire...🙂...), which I'm not either. And, next time, you are on board an a/c, and happen to catch a glimpse of that (famous) double RR image, on the engines, please remind yourself of "Charles Rolls" and "Henry Royce", the two masterminds, who had started the legacy of this successful brand, 115 years ago...with an "Eagle"...! Thanks for your interest...! Comments are welcome...! Aircraft/Engines/Notes (in the order of images shown): Eagle (1915): Vickers Vimy [When WW I broke out in 1914, Rolls-Royce was asked to build aircraft engines (they had experience in making only motorcar engines before). The company responded with a 12-cylinder aero engine, the Eagle. It powered important twin-engine bombers including and, notably, the Vickers Vimy that, in 1919, became the first airplane to fly across the Atlantic Ocean, and win the England to Australia Race, for the Smith Brothers (image of winning "G-EAOU" shown below). So, with the Eagle, Rolls-Royce broke ground, with a bang...!] Merlin (1933): de Havilland Mosquito, Avro Lancaster, Hawker Hurricane, Supermarine Spitfire [Those of you who are lately (virtually) flying around the (nice) Spitfire...🙂...and surely enjoying it, should thank the Merlin bird (a type of small but fierce falcon, I read). Merlin engine remains most closely associated with the Spitfire and Hurricane, though Lancaster and Mosquito (shown) are also highly significant. Merlin is one of the most successful aircraft engines of the World War II era. At first glance, to the untrained eyes (mine included), the two, Spitfire and Hurricane, look very similar (see images), but they are actually quite different from each other in terms of their pedigree and characteristics.] Griffon (1939): Avro Shackleton [This engine, named after the Griffon Vulture, initially came close to being adapted for use in the to-be-legendary Spitfire. However, development efforts were then diverted to the (much) smaller Vulture (Merlin) engine. BTW, Wiki says, Griffon bird can grow to 4 ft. length vs. just 1 ft for the Merlin...🙂...but, the Merlin is described as "...fierce, feisty, and fearless for its tiny size....", qualities that befit the illustrious Merlin engine, too..!] Welland (1942) / Derwent (1943) [Welland was Britain's first production jet engine, and would subsequently enter production as (the improved) Rolls-Royce Derwent. It powered the Gloster Meteor, the first British jet fighter.] Nene (1944): de Havilland Vampire [It was Rolls-Royce's third jet engine to enter production. It was also named after the River Nene in keeping with the company's tradition of naming its jet engines after rivers. It powered the late models of the de Havilland Vampire (Vampire II).] Dart (1946): Vickers Viscount, Hawker Siddeley HS748 [It powered the Vickers Viscount on its maiden flight in 1948. A historic flight on July 29 of that year, which carried 14 "paying" passengers between Northolt and Paris-Le Bourget Airport in a Dart-powered Viscount, was the first record of a regularly scheduled airline flight by a turbine-powered aircraft.] Avon (1946): English Electric Lightning [The Rolls-Royce Avon was the first axial flow jet engine designed and produced by Rolls-Royce. Introduced in 1950, the engine went on to become one of their most successful post-World War II engine designs.] Spey (1964): Hawker Siddeley HS121 Trident [The Rolls-Royce Spey was a low-bypass turbofan engine, that has been in widespread service for over 40 years.] Conway (Late 1950s): Douglas DC-8-40 [The Rolls-Royce RB.80 Conway was the first turbofan engine to enter service, but the design was used only briefly, in the late 1950s and early 1960s, before other turbofan designs supplanted it.] RB211 (1969): B757-300, B747-400, Lockheed L-1011 TriStar [The Rolls-Royce RB211 is a family of high-bypass turbofan engines, btw, noticeably, without a River name. This is the first foreign-made engine chosen as the basic power plant for a major U.S.-built airliner, the Lockheed L-1011 TriStar. Launch customers Eastern Air Lines and British Airways selected the RB211-535C turbofan. This also marked the first time that a Boeing airliner (B747) was launched with engines produced outside the U.S. Rolls-Royce had finally wooed Boeing...!] Trent (1990): B787, A350-1000, B777-200ER, A380-800 [The (best-known) Trent XWB produced by Rolls-Royce is the sixth generation engine of the Trent family and also the most powerful in the Trent series. It is regarded as one of the world's most efficient (large) aero engines, and powers the A350-900/1000 (see image).]
  16. In my previous post I'd flown in the Piper Seneca around Corfu island, with takeoff and touchdown on its (17/35) Rwy. Here, I'm following up, with a set of (close-up) images from my virtual tour of the airport and its vicinity. Personally, I love mountains and, also, I love seas, so, when these two co-exist in the same region, that, I find especially enchanting. Corfu is a wonderful example of it. After this close-up tour, I feel, I know of/about Corfu, and especially its navaids, almost as much as a native does...oh well...only in my virtual world...🙂...But, seriously, if one examines the pictures, below, one can quickly grasp the geography of this unique island, and also, the unique positioning of its single Runway. Of course, Corfu's (abundantly) mythical background is much more complex to grasp, though... Anyway, to arrive in Corfu, by air, you, typically, approach, from the south, into Rwy 35, though you can depart from either 17 or 35 (see aerial screenshots of the Rwy). This is because the northern part of the island is covered with mountains (see one close-up screenshot). In fact, the (LGKR) Approach plates have a warning, "High terrain up to 3315' approximately 10 NM NNW of Apt."....the highest of these mountains, being Mount Pantokrator. At 2,972 ft, it is the highest mountain on the island. I read: At the summit, on particularly clear days, it is possible to see Italy 81 miles away. To get to the peak, you can either drive up a series of windy roads from the coast (you can see these roads in my shots), or even walk to the top, which takes approximately 2 hours round trip. All of Corfu, including these places are steeped in ancient and mythological significance. For example, in my previous post, I had made a reference to Kerkyra (KRK) VOR. The myth about its name is as follows, "Poseidon fell in love with the beautiful nymph Korkyra, daughter of Asopos and river nymph Metope, and abducted her. Poseidon brought Korkyra to the hitherto unnamed island and, in marital bliss, offered her name to the place: Korkyra, which gradually evolved to Kerkyra...", and, then, much later, us mortals, also named a Radio beacon after this beautiful nymph...🙂...! I will keep that in mind next time, I (virtually) cross this VOR, and next catch the 346 degrees radial to final approach to Rwy35....! I leave you, below, with a couple of final screenshots of the island, in twilight lighting conditions. Hope you enjoy this (virtual) tour of Corfu (Kerkyra)...and, maybe, one day, it could turn real for me and you, if not already.... Goodbye Corfu, for now...! Thanks for viewing....!!
  17. Encouraged by another recent post, here, using FlyTampa scenery, I, too, looked for a new airport scenery, this week, also from those esteemed developers at FlyTampa, for myself (aka for my humble FSX...🙂...). FlyTampa creations are all excellent, but, I settled on one airport that caught my attention, it being neither a large metropolitan international airport, nor too small an airport. In fact, Corfu (LGKR) is actually now considered an international airport, and the island of Corfu, in the Ionian Sea, of the Ionian Islands, being a major tourist attraction. The airport, founded in 1937, had an original Runway length of only about 1900 feet, during WW II days, then, over the period of next 20 years, it has reached its current length of 7,785 feet, and, thereby, can currently meet even large aircraft needs. Two high and well-defined mountain ranges divide the scenic island into three distinct districts, of which the northern is most mountainous, the central undulating, and the southern low-lying. In this post, I've lifted off (LGKR) Rwy 17 (southward), made a bit of sightseeing overfly, and, then landed back on Rwy 35 (northward) (see images, below). FlyTampa has provided all applicable (LGKR) Charts on their website. Approach to Rwy 35, is via KERKIRA (KRK) VOR (only VOR DME/NDB, but no ILS). [Side Note: Corfu and Kerkyra mean the same, the latter being the (original) name of the island in Greek. Corfu is the anglicized (new) name]. From KRK (VOR), one can then track the Final Approach Course of 346 degrees, towards GARISTA (GAR) VOR, being careful to be at the (minimum) altitude of 2900 feet while at 9nm out (and also being mindful afterwards, all the way till touchdown), due to the presence of the adjacent mountains to the left (see images). Yours truly seems to have managed to land well on the numbers...🙂...without any untoward incidence, to report,... For this post, I've selected the Carmonair Piper PA-34 Seneca II, registration (TI-API). Carmonair is one of the most important Costa Rican Charter airlines. TI-API was painted with this singular livery called "PinkTail" by it owners. So, please excuse, here, my discretion for flying this (nice) bold and unconventional black & pink "Costa Rican" Piper (a SIM that I happen to like, but had not flown in ages), in the far-away-from-home "Greek" island of Corfu...! And, a point worth mentioning about this Seneca, is that it's the PA-34-Senaca II model, where Piper, for the first time, switched (from the Lycoming IO-360 series) to the Continental TSIO-360 series engines, that you see here. Hope you enjoy these pictures, below, of this beloved (archetypal) Piper light twin, flying around the beautiful Corfu island with its rolling green hills, mountains, and the pretty and sandy beaches...... BTW, please do take note of the two brave souls, daring to stand unconcerned, in my final approach path, right under the left wing (see close-up shot). One, at least, seems to be taking note of my a/c, but the other seems too engrossed in conversation to take any note of my (mighty) overflying presence...🙂... Thanks for your interest...!! [Carenado (Piper Seneca II), FlyTampa (Corfu)]
  18. Hi all, I KNOW...we had this propably a thousand times already. But it really frustates me. I've been flying FSX/FS9 for almost 15 years now and I experienced a million different ways to make the Flight simulator crash (Blue Screen, OOM, CTD etc.). Last year at this time I even was so frustated I quit playing Flight Simulator and sweared to myself to wait until the new MSFS will be released. That's what I did. For that I even bought myself a new PC, because it just wouldn't be possible to play on my old one. Graphics -> WOW! Amazing! How do they do that? 😵 Performance -> WOW! Amazing! I cannot complain at all (40+ FPS on highest display settings) VFR flying -> WOW! Amazing! So nice 😃 IFR flying -> WHAT THE HELL? Even with purchasing the Premium Deluxe Ultimate Super Duper Version..WHAT THE HECK! I'm gonna wait till PMDG or QW realeases their aircraft for this flight sim! So I decided going back to good old FSX for finally flying some nice IFR legs again. What could possibly go wrong with my new PC specs? 🤪 Now the problem itself: Starting a flight on PMDG 777-200LR at EDDF (Mega Airport Frankfurt V2), activating AS Next Gen for FSX:SE and having GSX installed according to ProcessExplorer my VAS is already load up to 3.5-3.7GB (so like 92%) --> Are You kidding me? Is that normal? Even if I start a Trike flight on a non scenery airport without having AS Next activated the VAS is loaded by 2.4GB Can someone please explain? To be honest..I expected a lot more! My FSX even closed down with a OOM after reaching the gate now 2 times already. I'm definetly not a PC specialist and almost have no Idea about Hardware stuff. But this? Seriously? My PC specs: Processor: Intel i7-10700KF RAM: 64GB GPU: ZOTAC GAMING GeForce RTX 3090 Trinity Win10 Pro FSX:SE is installed on Drive D\ -> SSD 1TB FSUIPC 4.976 The LON thingy in FSX.cfg is still unchanged at 4.5000 Would I have the same problems with P3D (I just thought about changing SIM if it helps)
  19. I want to give the missing coworker mission a go but I don’t want to spend 3 or more hours on it. I am willing to “cheat.” The 6 possible randomized locations of the missing coworker are as follows as I have done some preliminary research. Possible locations of missing coworkerN48� 20.14' W121� 01.08'N48� 24.71' W120� 58.24'N48� 18.18' W120� 59.89'N48� 12.25' W120� 52.57'N48� 12.28' W120� 54.94'N48� 27.00' W120� 58.31' I am new at reading these values. How can I use them to quickly check out each location? I don’t even know how to display your current lat/long in the game. Thanks in advance for you help. Everyone here has been very helpful.
  20. Downloaded FSX Steam and not having much luck: Another question. While I have downloaded it and my used disc space seems to indicate a significant increase in used space, I'm not seeing it in my File Explorer. Do I have to be on STEAM to run it? Can I not just run FSX Steam as a standalone without being connected?
  21. I love FSX missions that come with the various editions. Do any of the paid add-on mission packs take up the mantle? Also should I move to P3D 4 if the mission packs work in both p3d and FSX because p3d is still supported and more up to date? Thanks!
  22. Microsoft does not seem to have a website to purchase and download the FSX Steam Edition. Where do I go to download it? I'm not sure how it comes but I do not want the basic standard version. I want the Gold or Deluxe. Ken.
  23. Today, I came across this (freeware) file in the (top) upload list.... This passenger plane is (will be) one "long" one, for sure,.... The specific engine variant is indicated to be "GE9X 105B1A"... Enjoy.
  24. I’m using the 2d cockpit displays. On the display it shows info for both VOR1 and VOR2 In the bottom corners. How do you choose the currently selected VOR from the primary and secondary settings for the AP to follow? If it was a Garmin g1000, there would be a CDI button. I guess I’m looking for something like that on the 737 and 747. Thanks!
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