The fourth edition of the Orbx freeware and payware virtual airports, dated June 02 2019 is in the downloadable file below. The list of airports is complete. I still have to add runway details to several airports.
The information in the PDF file is in colour. The airports in black are part of the global pack freewares. The airports in green are freewares that are not part of the global packs. The airports in blue are payware airports.
When a runway is in orange, it means that the length of the runway is 2000 ft or below, and/or the width is 60 ft or below. The water aerodrome are defined by the word “water” in blue. Finally, the elevation of the airport is in red at the end of the runway details.
The third edition of the Orbx freeware and payware virtual airports, dated May 26 2019 is in the downloadable file below. The list is not completed yet, but there is constant progress.
The information in the PDF file is in colour. The airport in black is part of the global pack freeware. The airport in green is a freeware that is not part of the global pack. The airport in blue is a payware airport.
When a runway is in orange, it means that the length of the runway is 2000 ft or below, and/or the width is 60 ft or below. The water aerodrome are defined by the word “water” in blue. Finally, the elevation of the airport is in red at the end of the runway details.
My second edition of the Orbx freeware and payware virtual airports, dated May 19 2019 is in the downloadable file below (the link in green). The list is not completed yet.
The information in the PDF file is in colour. The airport in black is part of the global pack freeware. The airport in green is a freeware that is not part of the global pack. The airport in blue is a payware airport.
When a runway is in orange, it means that the length of the runway is 2000 ft or below, and/or the width is 60 ft or below. The water aerodrome are defined by the word “water” in blue. Finally, the elevation of the airport is in red at the end of the runway details.
The virtual sceneries shown below were used for flight simulation exercises. They are all available online, for sale or free, at ORBX.
Piper Pacer approaching the dock at Robert’s Lake in Ontario, Canada.
In the scenery above, the red Piper Pacer, which is made by Lionheart Creations Ltd , arrives at a Pier at Robert’s Lake, in Canada. This lake was modelized jointly with the Parry Sound (CNK4) virtual scenery.
Virtual Cessna C188B Agtruck near Claresholm Industrial Park in Alberta, Canada.
In the picture above, a virtual Cessna C188B Agtruck created by the Alabeo company is parked near the Claresholm Industrial Park (CEJ4), in Canada. The virtual airport is available for free download at ORBX. Who said that nothing in life is free?!
A virtual UH-60L Black Hawk belonging to the Columbian Police Force is hovering in the jungle.
Above, a UH-60L Black Hawk virtual helicopter created by the Cerasim company is flying over the Papua New Guinea territory. It should normally be hovering over Columbia, but the ORBX company has not yet developed very well defined airports for that country. It was more interesting to fly over an area that was already well modelized.
The three screen captures were slightly digitally improved following each virtual flight. The FSX flight simulation platform, although still interesting, is getting a bit old. The original screen captures often benefit from additional digital processing, especially when it comes to posting for the international contest held monthly by the ORBX company.
In the unhinged virtual flights section of my blog, you can now find a flight with the Shorts 360 between the St.Maartens (Princess Juliana Intl) airport and the Juancho E. Yrausquin (SABA, SAB or TNCS) airport.
The Shorts 360 at the Princess Juliana Intl, ready for take-off for the Juancho E. Yrausquin airport.
The Juancho E. Yrausquin is normally used by a DHC-6, a BN-2 and some helicopters.
The Shorts 360 is airborne from the Princess Juliana Intl airport.
The island is in sight…
The Shorts 360 and the Saba island in sight.
The official landing and take-off distances required for the Shorts 360 are longer than what the Juancho E. Yrausquin (SAB), with its 1299 ft short runway, has to offer.
But for the flight simulation enthousiast (FSX), SABA offers an interesting challenge since a very well adjusted approach, at about 90 knots, is necessary in order to use only the authorized part of the runway.
Le Shorts 360 and the SABA island.
Runway 12 in sight, on the extreme left side of the photo. The speed and altitude are adjusted.
The approach is made on runway 12. The winds blow from 180/07. The approach is made with full flaps.
The Shorts 360 is on short final for runway 12 at the Juancho E. Yrausquin airport.The Shorts 360 is about to land at the SABA airport.
The aircraft is immobilized within the authorized portion of the runway. The rest of the runway is used to turn around and head for the apron.
The Shorts 360 after its landing on runway 12 at the Juancho E. Yrausquin airport.The Shorts 360 is exiting runway 12 at the Juancho E. Yrausquin airport.The Shorts 360 is parked at the Juancho E. Yrausquin airport.
The Shorts 360 can also barely leave the airport using the authorized portion of the runway. The speed on take-off varies between 100 and 110 kts and the flaps are adjusted to 2/3.
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.
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 pilot has to watch for the birds in order to avoid any collision in flight…
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.
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.
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.
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.
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.
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.
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 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 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.
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.
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.
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.
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.
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 glider flies silently over the lush area of Papua New Guinea.
Virtually gliding over the Papua New Guinea territory (FSX).
Using the rising warm air currents, the glider gains altitude.
The glider gains altitude.
Why not a pass over Fane?
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.
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.
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.
Keeping just enough altitude on the approach to be safe.
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.
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
What an experience it was! But I’ll need some help to pull the glider up the slope!
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.
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.
Arrival of the Medevac towards the Port Moresby Jacksons (AYPY) airport. The winds forbid a normal landing.
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.
The Port Moresby Jacksons (AYPY) is in sight in the center top of the screen capture.
As there is no traffic around, the captain has told ATC he intends to do a safe, efficient but non-standard approach.
The aircraft is gradually positioned to arrive in a straight line for the AYPY hangar.
The aircraft aligns itself to face the wind blowing across the runways.
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.
Trajectory of the Shrike Commander 500S towards the hangar at the Port Moresby Jacksons airport. The hangar door has been open for the arrival.
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 Shrike Commander 500S over the houses near the Port Moresby Jacksons airport.
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.
Flying by the AYPY control tower.
The actual ground speed of the airplane is around 20 kts.
The Shrike Commander 500S approaching across the runways at the Port Moresby Jacksons airport. The winds blow from 240 degree at 50G60.
The steady high wind speed is actually safer for the crew than if the winds were 240 at 35G60.
Ground speed of about 20 knots for the Shrike Commander 500S on final for the Port Moresby Jacksons hangar (AYPY).
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.
Indicated airspeed 70 knots.
Frontal view of the Shrike Commander 500S about to land in front of the hangar at AYPY.
Floating like a hot air balloon or almost!
Side view of the Shrike Commander 500S on final for the Port Moresby Jacksons airport’s hangar.
The Shrike Commander will soon land in Port Moresby Jacksons.
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.
The Shrike Commander lands a few feet before the hangar. Additional power is mandatory to reach the hangar.
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.
The Shrike Commander 500S in the hangar at Port Moresby (AYPY).
Once in the hangar, the winds were adjusted to zero, which is kind of logical, unless the opposite wall is missing!
View of the Port Moresby Jacksons (AYPY)
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).
The virtual MD-11 being created by the Rotate company for the X-Plane flight simulation platform.
Good news for flight simulation enthousiasts! Those who had stopped looking for a virtual MD-11 will have an opportunity to fly this legendary aircraft.
The Rotate company, which makes virtual aircrafts for the X-Plane flight simulation platform, has decided to make a virtual MD-11. It is quite a challenge but the progress is steady.
A few years ago, another company, PMDG, created a virtual MD-11 but decided to drop the product and let down the customers who had bought their excellent aircraft. They stopped providing updates and eventually erased the MD-11 from their list of products.
Since then, many flight simmers have been wondering if they could one day learn to fly the MD-11. Numerous crashes of MD-11s have happened in real life since its creation by Mc Donnell Douglas. They were mostly due to pilots unable to master the aircraft, except in the case of Swissair 111.
The Rotate’s staff have recently published a new photo (see above) on their WEB page to show that the virtual aircraft is slowly taking shape. The graphic quality is really superb.
In an interview given to PC Pilot in the March/April edition, Rotate said that they want to achieve a high level of simulation with the MD-11, but that they still have a long way to go. They stated that the MD-11 is much bigger and much more complex than the MD-80 (that they are already offering) and that they want the MD-11 to reflect those characteristics.
Those who fly using FSX will now be able to add X-Plane as another flight simulator to their computer and thus use the MD-11 when it will be ready (probably around the end of 2019).
The beauty with X-plane is that the 64 bits platform uses all six cores of the new CPUs on the market. The FPS (frame per second) number is thus very high, which will allow users of the MD-11 to fly around huge virtual airports when the weather is complex without having to compromise.
Another positive aspect is that ORBX now offers products for X-Plane, which will greatly increase the choice of quality virtual sceneries.
Antonov 225 with the Russian shuttle Bourane inbound for Sumburgh, Scotland (FSX)
Antonov 225 with the Bourane shuttle on final approach to Sumburgh, Scotland (FSX)
I know, Sumburgh is not an airport meant to receive the Antonov 225, even less with the Russian space shuttle Buran as cargo. In fact, this aircraft and Sumburgh exclude each other mutually. But if you want to try an almost impossible virtual flight , now is the opportunity.
Antonov 225 with the Bourane shuttle on short final approach to Sumburgh, Scotland (FSX)
You must forget about the weight of the aircraft on the runway, the limited space to taxy and park, and the required distance for an eventual take-off. It is probable that once in Sumburgh, this aircraft will stay there forever.
Antonov 225 with the Russian shuttle Bourane over the runway in Sumburgh, Scotland (FSX)
It is interesting, though, to remember the exceptional performances of the Antonov 225. While flying over the Bourget for a demonstration, it was able to maintain a 45 degree turn with the 62 tons Russian shuttle mounted on top.
Speed 126 kts on the Sumburgh runway, Scotland, with the Antonov 225 and the Russian shuttle Bourane (FSX)
Antonov 225 taxiing in Sumburgh, Scotland (FSX)
The approach can be made at a surprisingly slow speed for an aircraft of that weight and the breaking performance is known to be excellent. In Sumburgh, you have the choice between two runways (4700 to 4900 feet). Forget about a safe final approach, you must fly it like a daredevil. It is possible to download the Antonov 225 and the shuttle for free. As for the Sumburgh airport, it is a creation of ORBX and is available for a very reasonable fee.
