Categories
Aviation Pioneers War

Books : Hans Baur : J’étais le pilote de Hitler.

Books: Hans Baur "J'étais le pilote de Hitler".
Books: Hans Baur “J’étais le pilote de Hitler”.

The book “J’étais le pilote de Hitler” tells a true story that was originally published in 1957. The 2020 French edition, presented and annotated by Claude Quétel, improves our understanding of Hans Baur, one of the founders of Lufthansa in 1926, Hitler‘s personal pilot, but also a high-ranking Nazi SS officer and a close friend of the Führer.

The information offered by Hans Baur is of great interest. Early in Hans Baur’s career, the pilots doing what he did were called aviation pioneers.   At the time, planes contained virtually no air navigation instruments that could assist a pilot flying in difficult weather conditions. The Alps are tricky to fly through in good weather, so it gets a lot more challenging in bad weather and in a poorly equipped plane. If we add the freezing conditions, engine failures, cabins that are not heated and that are not equipped with devices providing supplemental oxygen to pilots, then there are flights that would be considered something like an “exploit”. This aspect of the book is therefore very interesting.

I also liked all of Hans Baur’s anecdotes about Hitler’s demands on him. Being a pilot for the Führer was no small task. Hitler had very high expectations regarding the performance and the punctuality of his personal pilot, and the latter certainly demonstrated extraordinary abilities to satisfy his superior.

Where we have to be wary is that we are still dealing with an SS pilot, who was a member of the Nazi organization before Hitler took power. We have to question his personal values ​​and what he voluntarily neglected in his book. The regular massacres carried out during Barbarossa Operation in Russia, or the elimination of six million Jews, are not discussed, as the SS pilot maintains he was never involved in politics. He carried passengers without asking questions, but he had chosen Nazism as a political movement. When you are invited to Hitler’s table on a daily basis and are therefore part of his inner circle, it is clear that the Nazi represented by Hans Baur is speaking about more than piloting.

The experience in Russian prisons is described as inhuman by Hans Baur, who has been there ten years. He talks about the transport of German prisoners in cattle cars, very bad food, etc. But I couldn’t help but wonder what planet he lived on to denounce his condition as a prisoner while ignoring the treatment the Germans imposed on the Russians and all the people who were deported and massacred. The Einsatzgruppen were not altar boys. Moreover, Claude Quétel also questioned this remark from Hans Baur, adding that “although very harsh, the living and working conditions in the Soviet camps have nothing to do – as we sometimes read – with those of the German concentration camps.”(p.381).

There are also some inaccuracies and sometimes falsehoods that Claude Quétel does not hesitate to point out. Sometimes these are trivial errors resulting from poor memory. However, other important facts are downright inaccurate. As in this passage where Baur says that Hitler decided to attack Russia four weeks before the start of the war, which is not true. The conquest of the East and of more living space is specifically enunciated in Mein Kampf and is spoken of in a book written while Hitler was in prison in 1923 following a failed coup.

Conclusion

The book « J’étais le pilote de Hitler » is a very interesting book, one more about Nazi Germany. The history of Germany is fascinating and complex, from the time of the Holy Roman Empire to the present day. But it seems that it will always be the twelve years of the Nazi period that will achieve more success in bookstores.

Have a good read!

Click on the link for other books on war in my blog.

Click on the link for other books on aviation pioneers in my blog.

Title : J’étais le pilote de Hitler

Author : Hans Baur

Edition : Perrin

© 2020

ISBN : 978-2-262-08168-3

Categories
Flight Simulation

The treacherous Launumu short sloped runway in Papua New Guinea.

An Air Saguenay DHC-3 Otter has made it from Québec to Kokoda, in Papua New Guinea. It is expected to work around the remote mountain airfields for a while.

The Air Saguenay Otter is taxiing for the Kokoda runway towards Launumu in Papua New Guinea.
The Air Saguenay Otter is taxiing for the Kokoda runway towards Launumu in Papua New Guinea.

Today, the Otter heads for Launumu, a mountain airfield that is at an elevation of 5082 ft asl and 1200 feet long.

The Air Saguenay Otter departing Kokoda.
The Air Saguenay Otter departing Kokoda.

The pilot has to watch for the birds in order to avoid any collision in flight…

Otter aircraft and birds.
Otter aircraft and birds.

Following the Kokoda trail is a good way to reach Launumu.

The Otter in the Papua New Guinea mountains, following the Kokoda Trail.
The Otter in the Papua New Guinea mountains, following the Kokoda Trail.

If the mixture is not adjusted, the Otter will lose a lot of steam trying to climb up to 7,500 feet to cross the first line of mountains.

Inside the Otter cockpit, with the mixture adjusted.
Inside the Otter cockpit, with the mixture adjusted.

Anybody landing and departing from Launumu deals with high density altitude. This is not only due to the elevation of the airfield but also to the very warm and moist air present in the region. Consequently, some additional airspeed is required on the approach and on the departure.

The Launumu runway is in sight.
The Launumu runway is in sight.

When a pilot lands southwestward in Launumu coming from Kokoda, he must dive in a valley to lose altitude, which will increase the aircraft’s airspeed. The Launumu runway is in sight.

If the airspeed is not promptly corrected, the approach to the Launumu runway will be too fast. Any airspeed above 60 knots forces the pilot to overshoot (unless you are ready to virtually die a few times while trying).

Losing altitude while respecting the flaps speed limit.
Losing altitude while respecting the flaps speed limit.

So, once the higher mountains are crossed, a good way of losing altitude without gaining airspeed is to use flaps (at the corresponding airspeed) and do a tight 360 degree coordinated turn while descending. That way, the pilot will end up in line with the runway and at the speed you want, which is around 50 knots.

Turning and descending in the valley during an approach for Launumu.
Turning and descending in the valley during an approach for Launumu.

The Otter floats endlessly because of its huge wings.

The Air Saguenay Otter is on approach for the Launumu short runway in Papua New Guinea.
The Air Saguenay Otter is on approach for the Launumu short runway in Papua New Guinea.

On final for Launumu, the pilot might end up having to deal with the bushes that are close to the runway. It is not unusual for the Otter or the Beaver to complete a difficult approach with bushes wrapped around the landing gear.

A Air Saguenay Otter is on final for the Launumu mountain runway.
A Air Saguenay Otter is on final for the Launumu mountain runway.

A Otter aircraft is arriving on the Launumu high altitude runway.
A Otter aircraft is arriving on the Launumu high altitude runway.

Launumu has a surprise for the newcomers. If the pilot lands southwestward, like it was just done here, and the aircraft is not stopped within approximately 600 feet, it starts accelerating since there is a pronounced slope downward in the second half of the runway. This slope leads to a cliff. In case of a missed approach, the pilot can use the slope downwards and dive in the valley at the end of the runway to build up airspeed and start a new approach.

Now that the hard work is done, it is time to wait for the passengers and cargo, and plan the next leg…

A Otter aircraft is backtracking the Launumu runway after landing.
A Otter aircraft is backtracking the Launumu runway after landing.

A Otter aircraft is parked on the Launumu runway in Papua New Guinea.
A Otter aircraft is parked on the Launumu runway in Papua New Guinea.

The virtual scenery and clouds required softwares like REX, REX Texture Direct, Cumulus X, FTX Global, FTX Global Vector and Pilot’s FS Global 2010.

Categories
Flight Simulation

Gliding operations on a 12 degree sloped runway in Papua New Guinea

Well, that is it! The first glider just arrived at the Fane Parish airport in Papua New Guinea

Glider on the Fane Parish short grass runway in Papua New Guinea.
Glider on the Fane Parish short grass runway in Papua New Guinea.

Before it is officially offered as a tourist attraction for the region, some attempts at taking-off and landing must be done. The first trial attracts a few people!

Aircraft and glider on the Fane Parish mountain airfield.
Aircraft and glider on the Fane Parish mountain airfield.

The descent along the twelve degree sloped runway is a bit rough for the glider’s low wings, as there are some bushes that will have to be trimmed!

An aircraft pulls a glider after the take-off from the Fane Parish sloped runway in Papua New Guinea.
An aircraft pulls a glider after the take-off from the Fane Parish sloped runway in Papua New Guinea.

The weather is nice and very warm. The only potential problem is the mountain ahead.

Glider being towed by an aircraft after the take-off from the Fane Parish mountain airfield.
Glider being towed by an aircraft after the take-off from the Fane Parish mountain airfield.

Finally, the pilot cuts the link. He is free to go!

The link is cut between the plane and the glider after the take-off from Fane Parish.
The link is cut between the plane and the glider after the take-off from Fane Parish.

The glider flies silently over the lush area of Papua New Guinea.

Virtually gliding over the Papua New Guinea territory (FSX).
Virtually gliding over the Papua New Guinea territory (FSX).

Using the rising warm air currents, the glider gains altitude.

The glider gains altitude.
The glider gains altitude.

Why not a pass over Fane?

Gliding over the Fane Parish village.
Gliding over the Fane Parish village.

Here is another isolated village alongside a mountain.

Flight with a virtual glider over an isolated village of Papua New Guinea.
Flight with a virtual glider over an isolated village of Papua New Guinea.

A last steep turn in order to realign for the approach at Fane Parish.

Last steep turn for a short landing on the Fane Parish mountain sloped runway.
Last steep turn for a short landing on the Fane Parish mountain sloped runway.

The airbrakes are out and the speed reasonable. The sloped runway is just ahead, on top of the mountain to the right.

Approach of a glider on the elevated airfield at Fane Parish in Papua New Guinea. The speed and angle of approach are right on target.
Approach of a glider on the elevated airfield at Fane Parish in Papua New Guinea. The speed and angle of approach are right on target.

Keeping just enough altitude on the approach to be safe.

Glider approaching the 12 degree sloped runway of the Fane Parish aerodrome.
Glider approaching the 12 degree sloped runway of the Fane Parish aerodrome.

Now that the landing is a sure thing, it is time to use the airbrakes again to slow down as much as possible.

Virtual glider arriving over the Fane Parish runway in Papua New Guinea. The airbrakes are being used.
Virtual glider arriving over the Fane Parish runway in Papua New Guinea. The airbrakes are being used.

Keeping in mind that this mountain airfield as a good slope, it is better to have a bit of extra speed. Nobody likes to stall a few feet over a runway!

Virtual glider with airbrakes over the Fane Parish runway
Virtual glider with airbrakes over the Fane Parish runway

What an experience it was! But I’ll need some help to pull the glider up the slope!

Glider on the Fane Parish runway
Glider on the Fane Parish runway

The virtual flight was great, the view was worth every penny, and I think that this could become a new touristic attraction for the region and the more wealthy visitors…

The glider has landed on the runway at the Fane Parish airport in Papua New Guinea.
The glider has landed on the runway at the Fane Parish airport in Papua New Guinea.

Categories
Flight Simulation

Limberlost Ranch (CA21) and the Twin Otter C-FPOG

The virtual flight below was made with the FSX flight simulation platform. The last time I flew at Limberlost Ranch, I used a Cessna C-207 ( The Cessna C-207 in Limberlost Ranch ).

This time, I tried the sloped and laterally uneven runway with a Twin Otter. This one is painted with the real colours of the Province of Ontario Ministry of natural resources (C-FOPG). The only problem I expected was regarding the larger wings of the Twin Otter once close to the hangar.

On final for the Limberlost Ranch runway
On final for the Limberlost Ranch runway

Twin Otter C-FOPG approaching the Limberlost Ranch short runway
Twin Otter C-FOPG approaching the Limberlost Ranch short runway

Finally, everything went well. The only difficulty was to manoeuver near the hangar to reposition the aircraft for take-off. With several ajustments to the propeller’s pitch, I was eventually able to turn around.

Arrival at Limberlost Ranch of the Twin Otter C-FOPG
Arrival at Limberlost Ranch of the Twin Otter C-FOPG

Virtual aircraft belonging to the Ontario provincial government turning around on the Limberlost Ranch runway.
Virtual aircraft belonging to the Ontario provincial government turning around on the Limberlost Ranch runway.

Since the fence is low enough, it is not a problem for the aircraft’s wings.

Virtual aircraft C-FOPG rolling on the Limberlost Ranch (CA21) runway.
Virtual aircraft C-FOPG rolling on the Limberlost Ranch (CA21) runway.

Near the grass runway’s threshold are a few tall trees that require, for safety measures, a slight banking. Just in case…

Twin Otter aircraft leaving Limberlost Ranch (CA21)
Twin Otter aircraft leaving Limberlost Ranch (CA21)

Limberlost Ranch is a fun challenge. It is part of a package called Blue-Canyon Nyack and sold by Orbx ( https://orbxdirect.com/product/kblu). If this is not challenging enough for the flight simulation buff, it is always possible to add strong direct crosswinds and that should do it!

For other virtual flights, click here: Virtual flights

Categories
Flight Simulation

The Martinair Cargo MD-11 on a virtual VFR approach in Innsbruck

Manually flying a huge aircraft like the MD-11F to make a virtual landing in Innsbruck surely will be fun for most flight simulation enthusiasts. Since the Innsbruck airport and its surroundings have been redesigned under ORBX Innsbruck, the immersion feeling is total. The landscape is absolutely fantastic.

A virtual Martinair Cargo MD-11F is airborne from runway 26 at the Innsbruck airport (LOWI)
A virtual Martinair Cargo MD-11F is airborne from runway 26 at the Innsbruck airport (LOWI)

Start by taking-off from runway 08. Anybody standing near the fence at the end of the runway will feel the blast. Then, gain enough altitude to be able to do a 180 degree turn to realign the aircraft for runway 26.

A PMDG MD-11F preparing for a visual approach runway 08 at Innsbruck
A PMDG MD-11F preparing for a visual approach runway 08 at Innsbruck

Make sure to activate the “air turbulence” option on your virtual weather engine, since an approach near the mountains in Innsbruck generates enough turbulence to make your approach more difficult. The pilot must also, for this exercise, deal with the actual winds even if they do not favor runway 26.

Virtual Martinair Cargo MD-11F approaching the Innsbruck airport (LOWI)
Virtual Martinair Cargo MD-11F approaching the Innsbruck airport (LOWI)

The flaps must be adjusted to 50 degrees for the MD-11F. Insure that the “Autopilot” function is set at “OFF”. The intensity of the automatic breaking is chosen according to the actual winds, the aircraft’s cargo load and the altitude of the airport. The margin of manoeuver with regards to the approach speed is not very large. I tried to maintain 150 kts.

A virtual PMDG MD-11F with full flaps (50 degrees) on final for runway 08 in Innsbruck
A virtual PMDG MD-11F with full flaps (50 degrees) on final for runway 08 in Innsbruck

The Innsbruck runway is 2000 meters long. There is not much leeway for the MD-11F.

Virtual PMDG MD-11F arriving for runway 08 at Innsbruck
Virtual PMDG MD-11F arriving for runway 08 at Innsbruck

Virtual PMDG MD-11F breaking runway 08 in Innsbruck
Virtual PMDG MD-11F breaking runway 08 in Innsbruck

Once on the ground, you must continue until the end of runway 26 in order to do a 180 degree turn. There is just enough space for the MD-11F.

Virtual Martinair Cargo MD-11F backtracking runway 08 at Innsbruck
Virtual Martinair Cargo MD-11F backtracking runway 08 at Innsbruck

As you can see in the image below, looking at the windsock, the landing was made with a good tailwind.

Virtual Martinair Cargo MD-11F exiting the runway at Innsbruck
Virtual Martinair Cargo MD-11F exiting the runway at Innsbruck

The airport is superbly represented and a parking space is already reserved for bigger aircrafts. Employees are waiting for your arrival.

Innsbruck virtual airport and the Martinair Cargo MD-11F
Innsbruck virtual airport and the Martinair Cargo MD-11F

PMDG virtual MD-11F parked at the Innsbruck airport in Austria
PMDG virtual MD-11F parked at the Innsbruck airport in Austria

Virtual Martinair Cargo MD-11F parked at the Innsbruck airport
Virtual Martinair Cargo MD-11F parked at the Innsbruck airport

You can try landing with any other big carrier if you do not already own a PMDG virtual MD-11. If you would like to acquire this aircraft, you will realize that it is no longer offered by PMDG, at least for now. Try to put some pressure on the company so that they restart offering the aircraft on which they have put in so much effort. A message on their Facebook site should show your interest: PMDG

If you would like to see an exceptional two hour aviation video on a real flight that lasted ten days across the world, there is none better than the one made by PilotsEYE.tv: Lufthansa Cargo MD-11F in Quito

PilotsEye DVD on a ten day worldwide trip with a Lufthansa Cargo MD-11F
PilotsEye DVD on a ten day worldwide trip with a Lufthansa Cargo MD-11F

You witness part of the crew’s planning for a landing on the old Quito runway, in Ecuador. The airport’s altitude is so high that the MD-11F margin of manoeuver is extremely limited. Make sure to own a player that can decode European videos.

Have a good flight!

Categories
Flight Simulation

Flight simulation: a FedEx MD-11 inbound for the Telluride airport (KTEX) (FSX)

The flight simulator enthousiast will have fun trying this short flight ( 14 minutes) from the Eagle County virtual airport (KEGE) to the Telluride virtual airport (KTEX). The virtual flight, using FSX, was made during winter, on January 8th. The shots below represent an idea of what is visible while flying toTelluride. Use 14,000 feet, it should do it…

FedEx MD-11 on the take-off run at the Eagle County airport (KEGE) (FSX)
FedEx MD-11 on the take-off run at the Eagle County airport (KEGE) (FSX)

FedEx MD-11 airborne from the Eagle County airport (KEGE) (FSX)
FedEx MD-11 airborne from the Eagle County airport (KEGE) (FSX)

FedEx MD-11 between Eagle County airport (KEGE) and Telluride airport (KTEX) (FSX)
FedEx MD-11 between Eagle County airport (KEGE) and Telluride airport (KTEX) (FSX)

There are lots of beautiful mountains between KEGE and Telluride, and also some unpredictable weather

FedEX Md-11 entering bad weather
FedEX Md-11 entering bad weather

The expected ceiling at Telluride was 8500 ft. On the way to the airport, the clouds and visibility were sometimes obscuring the mountains.

A FedEx MD-11 on a flight Eagle County (KEGE) to Telluride (KTEX) (FSX)
A FedEx MD-11 on a flight Eagle County (KEGE) to Telluride (KTEX) (FSX)

Telluride is a very inviting airport for a MD-11. The 7000 feet runway itself does not represent a big challenge, although its 100 feet are a bit narrow: this aircraft would normally require a 150 feet wide landing surface.

The virtual VFR approach made with the MD-11 was the most expensive way to do the trip, since it required a fly-by and a 270 degree turn to the right to align with runway 09.

FedEx MD-11 flies by the Telluride airport KTEX) (FSX)
FedEx MD-11 flies by the Telluride airport KTEX) (FSX)

The 270 degree turn at a 10-20 degree bank allowed to transit from 14,000 to 10,000 ft without doing anything radical. Just a turn while descending and gradually loosing speed to arrive at around 160 kts on final. The aircraft was now installed on long final, with flaps set at 50 degrees.

A FedEx MD-11 on long final runway 09 for the Telluride airport (KTEX) (FSX)
A FedEx MD-11 on long final runway 09 for the Telluride airport (KTEX) (FSX)

The high altitude runway’s 9078 feet msl elevation meant the pilots dealt with lower air density and heavy weight when approaching and, as such, the airspeed had to be adjusted accordingly to prevent stalling on final.

A FedEx MD-11 on final runway 09 for the Telluride airport (KTEX) (FSX)
A FedEx MD-11 on final runway 09 for the Telluride airport (KTEX) (FSX)

Here is a view from the Telluride tower…

View from the Telluride airport (KTEX) (FSX) of a FedEx MD-11 on final for runway 09
View from the Telluride airport (KTEX) (FSX) of a FedEx MD-11 on final for runway 09

Now with a view like that, you would not consider coming in IFR…!

A FedEx MD-11 inbound from KEGE on final for runway 09 at the Telluride airport (KTEX) (FSX)
A FedEx MD-11 inbound from KEGE on final for runway 09 at the Telluride airport (KTEX) (FSX)

To prevent an overshoot and some additional expenses in fuel (which are already skyrocketing), an optimal approach was required.

Most accidents with the MD-11 happen when the pilot pushes on the stick when there is a rebound with the nose wheel, thus creating an even stronger rebound. When there is a rebound, there is no need to push on the stick, just wait and the aircraft sets itself quickly.

A FedEx MD-11 over the threshold runway 09 at the Telluride airport (KTEX) (FSX)
A FedEx MD-11 over the threshold runway 09 at the Telluride airport (KTEX) (FSX)

Now with max breaking and thrust reversers

A FedEX MD-11 slowing down at the Telluride airport (KTEX) (FSX)
A FedEX MD-11 slowing down at the Telluride airport (KTEX) (FSX)

The MD-11 can easily turn at the first taxiway at Telluride. But in order to capture a wider view of the airport, I exited at the last taxiway (again adding to the already enormous expense in fuel…)

A FedEX Md-11 is exiting runway 09 at the Telluride airport (KTEX) (FSX)
A FedEX Md-11 is exiting runway 09 at the Telluride airport (KTEX) (FSX)

The employee on the ramp was worried that the MD-11 lower winglet would scratch N900SS while taxiing. But there was plenty of space (11 inches)…

A FedEX Md-11 is taxiing on the ramp at the Telluride airport (KTEX) (FSX)
A FedEX Md-11 is taxiing on the ramp at the Telluride airport (KTEX) (FSX)

The MD-11 was parked temporarily in a spot needed by every aircraft. It was necessary to unload quickly the precious cargo and get out of the way.

Temporary parking for a FedEx MD-11 at the Telluride airport (KTEX) (FSX)
Temporary parking for a FedEx MD-11 at the Telluride airport (KTEX) (FSX)

Some expert handling would be needed to help move back that MD-11 close to the runway. But that was the Telluride’s airport manager problem and he had promised he would have something ready!

FedEx Md-11 parked at the Telluride airport (KTEX) (FSX)
FedEx Md-11 parked at the Telluride airport (KTEX) (FSX)

The virtual scenery from departure to destination is a creation of ORBX programmers and the virtual MD-11 is made by PMDG Simulations (I am not sure it works with P3D though). For the weather, I used REX Simulations as the weather engine and REX and Cumulus X for the cloud textures.

For other challenging virtual flights, head towards the flight simulation section of my web site, under “challenging virtual flights”: there is something for everyone!

For more articles on flight simulation on my web site, click on the following link : Flight simulation

Categories
Flight Simulation

Flight simulation: the Peyresourde Balestas mountain airfield when you’re looking for a challenging flight!

A Sat Airlines aircraft is on final for the Peyresourde mountain airfield
A Sat Airlines aircraft is on final for the Peyresourde mountain airfield

Flight simulation allows the use of all company liveries and types of aircraft. In the present case, a DHC-8-227Q from Sat Airlines, with the Sakhalin Energy logo, has mysteriously found itself inbound for the Peyresourde mountain airfield.

A Sat Airlines aircraft is on final for the Peyresourde mountain airfield
A Sat Airlines aircraft is on final for the Peyresourde mountain airfield

A Sat Airlines aircraft is on short final for Peyresourde mountain airfield
A Sat Airlines aircraft is on short final for Peyresourde mountain airfield

Peyresourde Balestas is located in the Pyrenees, at an altitude of 1580 meters. Its runway is only 335 meters long and has a 15 degree slope. The beginning of the James Bond movie “Tomorrow never dies” has been filmed there. The runway is long enough to accommodate the DHC-8-227Q as the plane’s excellent braking capacity is even improved by the sloped runway. If you touch early enough, you won’t even have to apply full braking power.

Sat Airlines Sakhalin Energy and the Peyresourde mountain airfield (fsx)
Sat Airlines Sakhalin Energy and the Peyresourde mountain airfield (fsx)

A Dash 7, with its superb ability to operate from any kind of field, would also fit in there, providing the amount of fuel and cargo is well calculated. Because what lands must also takeoff.

Peyresourde Balestas and the DHC-8-202Q Sat Airlines Sakhalin Energy (fsx)
Peyresourde Balestas and the DHC-8-202Q Sat Airlines Sakhalin Energy (fsx)

The Peyresourde Balestas mountain airfield is made by LLH Créations, from France. The company has already produced four mountain airfields located in the French Alps. This is the first one in the Pyrenees.

Virtualcol FS Software created the Dash-8 used for this flight. For a very reasonable price, that company offers, in one bundle, an astonishing amount of liveries and all the types of DHC-8. Their product is detailed enough and really takes lower end computers into account when it comes to FPS (frames per second). Don’t expect the same realism as with the Q400 from Majestic Software though: Majestic’s Q400 is on a category by itself in the sim world and the price is adjusted accordingly.

The fun will not be over after you land. You will find that the takeoff is quite spectacular. Apply the brakes, full power and the necessary amount of flaps and let it go! You’ll see that the runway’s end is coming quickly and that you’re building speed like you never believed possible with a Dash 8!

The Peyresourde Balestas airport and a DHC-8-202Q aircraft owned by Sat Airlines Sakhalin Energy
The Peyresourde Balestas airport and a DHC-8-202Q aircraft owned by Sat Airlines Sakhalin Energy

A DHC-8-202Q owned by Sat Airlines Sakhalin Energy is leaving the Peyresourde Balestas runway
A DHC-8-202Q owned by Sat Airlines Sakhalin Energy is leaving the Peyresourde Balestas runway

Your passengers will certainly remember that mountain airfield. So will you!

If you want more ideas of flights that would test your nerves, just head to the “challenging virtual flight” section of this website.

For more articles on flight simulation on my web site, click on the following link : Flight simulation

Categories
Flight Simulation

Flight simulation: why not try a flight between two helipads located high in the Alps?

R66 helicopter on the Refuge du Requin helipad in the Alps (DZRR) FSX
R66 helicopter on the Refuge du Requin helipad in the Alps (DZRR) FSX

In the “flight simulation” section, under “challenging virtual flights“, I have added screen captures (also visible here for now) that show a flight that can be quite demanding and which consists of doing a VFR ride  with an helicopter between two helipads situated high in the Alps. The flight is made using FSX. In real weather conditions, the winds can really complicate things when you are on short final for your destination.

R66 helicopter airborne from the Refuge du Requin (DZRR) FSX
R66 helicopter airborne from the Refuge du Requin (DZRR) FSX

R66 helicopter approaching the Refuge de l'Argentière DZRA FSX
R66 helicopter approaching the Refuge de l’Argentière DZRA FSX

For this exercice, the ALABEO R66 has been chosen. You could add another degree of difficulty by using a DODOSIM helicopter.  The helipads are made by  LLH Créations. The virtual flight that you can see in the screen captures set  above shows a takeoff from the Refuge du Requin sur la Mer de glace (DZRR), which is at an altitude of 2510 meters, towards the Refuge de l’Argentière (DZRA), located at  2778 meters MSL. Two other mountain chalets could have been chosen: Chamonix (DZ des Bois , DZDB), at 1075 meters, and Promontoire (DZPR), near the Alpe d’Huez mountain airfield  and Grenoble airport,  at 3055 mètres in the mountains.

R66 on final for the Refuge de l'Argentière helipad DZRA FSX
R66 on final for the Refuge de l’Argentière helipad DZRA FSX

Before doing a flight, you can select one of the following three options: winter, summer and photographic scenery.  The documents provided help you out with the best settings as to the autogen, the complexity, the resolution, etc.

R66 helicopter on the Refuge de l'Argentière helipad DZRA FSX
R66 helicopter on the Refuge de l’Argentière helipad DZRA FSX

R66 on the roof of the Refuge de l'Argentière DZRA FSX
R66 on the roof of the Refuge de l’Argentière DZRA FSX

I am convinced that you will enjoy the experience. By using real weather, each flight becomes an adventure. With moderate winds, on an approach to the Refuge de l’Argentière, you will realize that there is not much margin of manoeuver!

Have a good flight!

For more articles on flight simulation on my web site, click on the following link : Flight simulation