The fourth leg of this world tour in flight simulation continues with a trip between Vagar airport (EKVG) in the Faroe Islands (Kingdom of Denmark) and Finland‘s northernmost airport, (EFIV).
Below is a diagram showing the route, which takes approximately two hours.
I’m using Microsoft Flight Simulator for the trip. The tanks are only 50% full, as we need to limit the aircraft’s weight to allow a safe takeoff on this 5908-foot runway. The aircraft requires a minimum of 4810 feet, to which must be added a strong crosswind component this morning. What’s more, the runway is soggy. If we add too much fuel, we risk ending up in the bay at the end of runway 30.
The virtual Cessna Longitude is now at its planned cruising altitude. Thick clouds cover the coast of Norway, but the weather is much more favorable in northern Finland, where our destination lies.
After waiting as long as possible before starting the descent, to save the remaining fuel, it’s time to descend into the cloud layer for the approach to Ivalo.
On the way down to the airport, the aircraft passes through several layers of cloud. Finland, still frozen in March, is clearly visible.
We have to wait until the last moment to extend the landing gear and flaps to maximize fuel economy. Near the airport, I’m treated to a magnificent spectacle as the sun reaches the horizon.
Landing gear down. Flaps to follow shortly. An alarm has just gone off in the cockpit to indicate a low fuel level in the tanks. But there’s still around 350 lbs for each engine. On final approach, the view is superb.
Winds are 220 degrees at 7 knots, directly in line with Runway 22. The runway is 8199 x 148 feet. The flaps are down and the approach is smooth.
Welcome to Lapland! Ivalo Airport (EFIV) was Finland’s ninth busiest airport in 2024. The region attracts winter sports enthusiasts as well as those keen to observe the Northern Lights.
The third leg of the round-the-world flight simulation begins with a departure from Isafjordur (BIIS) in Iceland and ends at Vagar airport (EKVG) in the Faroe Islands, an autonomous archipelago belonging to the Kingdom of Denmark.
The departure from Isafjordur faces a mountain. You can see the shadows on the ground. But as visibility is perfect, this is no problem at all, as long as the rate of climb is sufficient.
A left turn over the superb Icelandic landscape establishes the Cessna Citation Longitude on course for the Faroe Islands. The FMSensures that the aircraft will stay on course. But it’s important to remain vigilant: there’s a lot of other equipment that can cause surprises along the way.
The climb continues over a magnificent landscape. There’s no turbulence today; if there were, the flight simulator would make sure the plane was harder to control, even for the autopilot. I set the virtual flight to observe real air traffic during the flight, but the route between Iceland and the Faroe Islands is off the most popular routes, so it’s normal not to encounter too many aircrafts.
We are now established at our cruising altitude, leaving Iceland’s eastern border to fly over the Atlantic Ocean.
We disconnect the autopilot to give us a free hand on the visual approach to Vagar (EKVG) airport. A small white dot, the lights of runway 12, can be seen straight ahead in the distance. The landing gear is down, as are the flaps, and the speed has stabilized at around 140 knots for the moment.
It’s an ideal time to arrive in the Faroe Islands, with the setting sun coloring all the surrounding clouds.
Runway 12 is visible on the far right in the photo above. The uneven cloud cover sometimes blocks the view of the airport for a few seconds, but the wind quickly blows the clouds away, preventing a missed approach. Virtual weather ensures a constant renewal of weather conditions.
Landing is trouble-free, as the Vagar runway is long enough (5902 x 98 feet) to accommodate such a private jet.
Some 53,000 people lived in the Faroe Islands as of 2021. One of the most popular activities is bird and plant watching. To make it easier for residents and tourists to get around, tunnels have been built between some of the archipelago’s 18 islands.
The fourth leg of the round-the-world virtual flight will take place between Vagar and Ivalo (EFIV) in Finland. This is Finland’s northernmost airport.
Today’s flight consists of two virtual short landings using the MSFS 2020 flight simulator(or as some call it, FS2020). We will be landing on Île d’Orléansand on the Battlefields Park.
First of all, I admit that the Cessna 170B’s windows are dirty. For realism, the designer Carenado left a little dirt here and there to show the wear and tear of this very old aircraft.
The picture above shows Île d’Orléans as seen from the Cessna. Since there is no landing strip but a golf club in the area, we will use the open fairways to land the aircraft. If there is a golfer on the course, I will open the window and yell, as is customary, “Fore!” (Falling Object Returning to Earth).
We are established on final for the small portion of open ground ahead. With 40 degrees of flaps, the stall speed is particularly low and the landing should not be too difficult.
Although the available strip was not very wide, it was long enough for the landing, the taxiing and the maneuvering to turn the aircraft 180 degrees for its take-off to Quebec City.
Back in the air, direction Quebec City. The take-off on soft ground requires about 20 degrees of flaps.
Quebec City is in sight. In the Cessna C-170B I flew in 1981 across Canada from St-Jean-sur-Richelieu to Edmonton, Alberta, there was no modern navigation aid installed on board as in the photo above, where the GPS helps the pilot find his way. The flight was flown using 14 VFR charts and nothing more. (If you are interested, click to read more about real-life flying stories on my blog).
We are now above the Plains of Abraham. On the picture above, on the right, you can see the Hotel le Concorde and its revolving restaurant. We will possibly disturb the quiet atmosphere of the meal as we fly by…
Above, straight ahead, the gray buildings represent a portion of the Musée National des Beaux-Arts de Québec (MNBAQ). A little further on is the open area of the Battlefields Park. In 1928, Lindbergh landed on that field to bring badly needed medicine for his friend Floyd Bennett. Can we normally land on the Battlefields Park, in the heart of Quebec City? Of course not. But that’s the beauty of a flight simulation; you can do whatever you want!
Once landed, the aircraft is allowed to decelerate gradually and then turned 180 degrees for the next takeoff. When winds are light, there is no need to worry about the direction of the takeoff.
Above, an aerial view of the Battlefields Park, with the virtual Cessna C-170B ready to take off again.
One last picture, this time with some additional buildings. The realism of the virtual scene with FS2020 is amazing!
I hope you enjoyed these two short flights. Whether you use the short landing technique for the Battlefields Park is really up to you, as there is enough space for a normal landing. But it is good to practice landing in the shortest distance possible. You never know when your engine will quit!
Today’s flight is part of my blog’s standard virtual flight category. The take-off is from the Mille-Îles River in Quebec. There will be a touch and go at Mirabel (CYMX) and a flight over Quebec and Ontario to the Cascades hydrobase (CTY3).
Flying at low altitude towards Mirabel airport, for a touch and go.
One of the CYMX runways can be seen straight ahead. If a virtual pilot does not find the runway long enough to do a touch and go, then a refresher course is in order.
Takeoff from Mirabel. This is the advantage of an amphibious aircraft; you can land anywhere.
The Lachute airport (CSE4) is visible (buildings in red in the foreground). Flying in April in Quebec allows to notice the demarcation between the still white landscapes (the snow persists) in the north and the areas where everything has already melted.
The flight continues to the Cascades waterbase (CTY3). The Ottawa River separates Quebec from Ontario. The aircraft is currently over the town of , Ontario, with Hamilton Island on the left.
The screenshot above shows the very realistic effect of the virtual landscape, both in terms of the virtual weather, the multiple color tones of the ground and the shading on the ground and on the aircraft caused by the breaks between the clouds.
Descending for 1500 feet. Near Gatineau, the weather conditions deteriorate slightly. But it will be short-lived.
Right turn for a water landing on the Gatineau River. The destination is in sight.
The plane progresses slowly towards the hydrobase.
There is not yet a virtual waterbase worthy of the name for Cascades under Microsoft. At low altitude, the virtual pilot notes that he is only flying over a photo with aircraft footprints. An aerial view shows the CTY3 hydrobase.
Those who wish to repeat the experience will find the ride quite interesting.
Takeoffs and landings on the Bugalaga runway (WX53) in Indonesia can be classified as being in the challenging virtual flight category. The runway is not extraordinarily demanding, due to its comfortable size of 1478 feet by 75 feet. But the approach still requires more skill than a standard approach, especially with the trees on final and the steep slope.
Today’s flight with the MSFS 2020 flight simulator consists of taking off and landing on this sloping runway. To add to the fun, the flight must be done during adverse weather conditions. Indeed, the thunderstorms programmed in the virtual weather system complicate the task of the virtual pilot, as he has to deal with gusty winds and mechanical turbulence. And to add to the fun, the Pilatus normally used is replaced by a Cessna Grand Caravan 208B. The photo above represents the Bugalaga runway in reality.
Above is the virtual graphic interpretation of this runway located at 6233 feet above sea level (MSL) with the Cessna ready to take off. Asobo (Microsoft) did a good job.
The visibility could be better, but it does not prevent the aircraft from taking off on runway 06.
As you can see, the margin of error is pretty small for this aircraft that is less efficient than the Pilatus normally used in reality.
Immediately after takeoff, preparation begins for the outbound procedure and the 180 degrees turn that will put the aircraft on final for runway 24. The surrounding mountains require the pilot’s full attention.
Acceptable visibility but strong winds characterize the approach to Bugalaga.
Runway 24 is now visible in the mountains.
The approach speed with flaps out is about 82 knots.
The Cessna Grand Caravan C208B is about to touch down. You can see the steepness of the runway, which gets even steeper towards the end.
Once the aircraft has touched down, the virtual pilot must maintain enough speed to climb the hill at the end of the strip.
A last screen capture shows the aircraft having crossed the last hillock at the end of runway 24. The flight is short, but requires your full attention. Good luck to those who will try the experience!
This is the Key West Airport (KEYW) in Florida, as reproduced for flight simulation by FSDreamteam for the Microsoft MSFS2020 flight simulator.
There is a clear advantage to acquiring this virtual airport rather than using the MSFS2020 airport. Indeed, the FSDreamteam KEYW airport doesn’t come alone: the company offers two other sites in accompaniment and for the same price: Fort Jefferson and the Loggerhead lighthouse.
A small virtual flight with a Cessna C-172 on floats allows you to fly over these sites and land on the water when appropriate.
The Cessna takes off from Key West under ideal weather conditions.
Shortly after takeoff and established at 3000 feet, we fly over the Key WestNational Wildlife Refuge.
The Garmin G-1000 allows a stable flight during screen captures.
This is Fort Jefferson photographed as the Cessna flies at about 1500 feet ASL. The winds have increased slightly and foam is becoming visible on the waves.
A little further along the flight path is the Loggerhead Lighthouse. The beach is beautiful and gently sloping. It will be possible to do a water landing, put the landing gear down while on the water and then park on the beach.
The landing is done without too much difficulty.
With a little engine power, it is possible to get out of the water and park on the beach for a while. After turning off the engine, the MSFS2020 flight simulator allows the pilot to listen to the sound of the waves and wind in a realistic way. If there are birds in the area, it will also be possible to hear them.
For those who want to repeat the experience, it is only a matter of programming the starting point in MSFS2020 as KEYW and the destination KYW1 (Fort Jefferson). Once through Fort Jefferson, continue straight for a few minutes and you’ll arrive at the Loggerhead Lighthouse. Take a few moments to relax and listen to the waves before taking off again…!
Today’s twenty-minute virtual flight is conducted using Microsoft MSFS 2020 flight simulation software. The virtual airport at Elk River(NC06) in the United States, modeled here by Pilot’s, is located at approximately 3468 feet (ft) above sea level (MSL). Its sloped 12/30 runway can accommodate many types of aircraft as its dimensions are still 4600 feet long by 75 feet wide. A golf course is located near the airport facilities.
In the distance, the end of runway 30 can be seen rising rapidly. The trip to Mountain Air County Club Airport (2NC0), modeled by Cloud Studio, is made with a single engine Cubcrafters NX Cub.
In direct flight with GPS, the virtual pilot will have to climb at around 7000 feet msl to avoid the surrounding mountains. It is therefore important to adjust the air/fuel mixture during climb and descent for the destination. Also, don’t forget to adjust the altimeter (press “B”) as you move away from the point of departure. Near the summits, you will experience mechanical turbulence, which is normal.
The photo above shows the virtual airport of Mountain Air County Club (2NC0) with the MSFS 2020 flight simulator. The sloped runway is 2900 feet long and only 50 feet wide. A golf course surrounds this airport located at 4432 feet MSL. Since the winds are light, the approach will be on runway 14.
On final approach, it is easy to see the uphill angle of this airstrip, which is slightly more damaged than the one at Elk River.
As we continue to taxi to the end of runway 14, we notice the cliff that awaits the pilot who has not properly prepared his landing. No forgiveness!
An elevated view shows the threshold of runway 14 and the buildings associated with the golf club. A few golf loving pilots have already parked their aircraft to the left of runway 14. For this screenshot, I used the excellent X-BOX drone.
A final photo shows the buildings and flowers associated with the golf club. The bird recordings are easily heard, which enhance the scene. Flight simulation enthusiasts wishing to repeat the experience should do so under VFR conditions to keep an eye on the mountain tops during the approach.
An Air SaguenayDHC-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.
Today, the Otter heads for Launumu, a mountain airfield that is at an elevation of 5082 ft asl and 1200 feet long.
The pilot has to watch for the birds in order to avoid any collision in flight…
Following the Kokoda trail is a good way to reach Launumu.
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.
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.
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).
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.
The Otter floats endlessly because of its huge wings.
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.
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…
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.
Well, that is it! The first glider just arrived at the Fane Parish airport 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!
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!
The weather is nice and very warm. The only potential problem is the mountain ahead.
Finally, the pilot cuts the link. He is free to go!
The glider flies silently over the lush area of Papua New Guinea.
Using the rising warm air currents, the glider gains altitude.
Why not a pass over Fane?
Here is another isolated village alongside a mountain.
A last steep turn in order to realign for the approach at Fane Parish.
The airbrakes are out and the speed reasonable. The sloped runway is just ahead, on top of the mountain to the right.
Keeping just enough altitude on the approach to be safe.
Now that the landing is a sure thing, it is time to use the airbrakes again to slow down as much as possible.
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!
What an experience it was! But I’ll need some help to pull the glider up the slope!
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…
There is no aircraft in the sky around the Port Moresby Jacksons (AYPY) virtual airport today. No aircraft in the sky but one, a medevac flight.
The winds blow from 240 degree at 50G60 kts and the runways are oriented 14/32. It is way above the maximum crosswind authorized for any aircraft.
But the Shrike Commander’s crew cannot wait until the wind calms down. They must land in the next few minutes in order to save a patient’s life.
As there is no traffic around, the captain has told ATC he intends to do a safe, efficient but non-standard approach.
Arriving straight across the runways, facing the wind, the crew intends to land the aircraft a few feet short of a hangar. The captain requests that someone opens the hangar doors right away. The captain will terminate the approach in the hangar, protected from the wind.
It is safer to arrive facing the wind and immediately enter the hangar, straight ahead. No taxiing with a 60 knots crosswind.
Useless to say, ATC has already refused the request. But the pilot is the only one who decides of the best landing surface, for the safety of the passengers and himself. He proceeds with the approach after having clearly indicated which path will be followed.
The main problem for the approach is the low level mechanical turbulence caused by the gusty 60 kts winds.
If ATC wants to file a complaint, now is a good time to take a picture of the aircraft and its registration to support the case.
The actual ground speed of the airplane is around 20 kts.
The steady high wind speed is actually safer for the crew than if the winds were 240 at 35G60.
Still a bit above the runway and with a 10-20 knots ground speed. The airspeed indicator shows the strength of the wind itself plus the ground speed.
Floating like a hot air balloon or almost!
As the aircraft touches the ground, it stops almost immediately. It is necessary to apply power to reach the hangar, as you can see with the white trail on the ground behind the aircraft.
In real life, the touch-down would have had to be as soon as the asphalt start since the presence of the hangar lowers the wind speed a bit.
A few seconds after the touch-down, the aircraft is in the hangar, protected from the wind, and both doctor and patient can quickly head out to the hospital.
Once in the hangar, the winds were adjusted to zero, which is kind of logical, unless the opposite wall is missing!
It was now time to brace for another storm, which was the inquiry that would possibly follow the landing!
(P.S.: Tim Harris and Ken Hall were the creators of this virtual Port Moresby Jacksons international airport) and it is sold by ORBX. The aircraft is sold by Carenado).