The world’s only example of this aircraft was destroyed at the start of the Russian invasion of Ukraine in February 2022. However, no one can prevent a virtual aircraft from surviving (even computer) attacks. Note that the entire purchase price of the virtual aircraft in the Microsoft store is reserved for the eventual reconstruction of the real aircraft.
F14D Tomcat military jet ready for departure at Stockholm-Bromma virtual airport (ESSB) with Microsoft Flight Simulator.
For the trip, a quick overflight of Belarus will be necessary. A decommissioned, unarmed F-14 Tomcat should do the trick.
F-14D Tomcat airborne from the Stockholm-Bromma (ESSB) virtual airport in flight simulation.
The flight will take place at speeds above the sound barrier.
Navigraph chart of the flight from ESSB to UKKM Antonov International airport
The Navigraph map above shows the planned route. The pink triangle shows the F-14 entering Belarus.
F-14D Tomcat in a dive for a low pass ate high speed over Belarus.
A change of itinerary is in order for a few minutes, with a dive into Belarusian territory. But, as the military say, this flight “never happened”.
F-14D Tomcat on a low pass at high speed over Belarus.
We’re obviously not invited to perform a high-speed pass. But it seems to be becoming the norm in this part of the world in recent years, so why not us?
F-14D Tomcat heading to Kyiv Hostomel airport (GML) in flight simulation
The flight to Antonov International Airport continues at top speed. We’ll soon be there.
F-14D Tomcat turning final for the Antonov International airport (UKKM) in flight simulation.
Above, the F-14 makes a descent turn for the final approach to Antonov airport, with landing gear down and flaps adjusted. In real life, the runway has been damaged by the Ukrainians themselves to prevent the Russians from easily establishing a beachhead in their country. But we’re in virtual mode, so anything goes.
A F-14D Tomcat and Ukrainian soldiers on the Antonov International airport (Hostomel) (UKKM) in flight simulation.
As we taxi, we pass a few Ukrainian army soldiers greeting the arrival of the foreign pilots.
The virtual Antonov 225 is in its hangar, the very place where it was destroyed at the start of the conflict. I’ll be using this aircraft for the next leg of my round-the-world trip, flying over Crimea, landing in Russia and finally finishing the leg in Poland. We mustn’t leave the virtual Antonov 225 in Russia, as a matter of principle.
A surprise awaits us as we depart from the Sandane airport (ENSD) for Sweden, Stockholm-Bromma airport (ESSB).
Drone on the ground at Sandane airport (ENSD) in Norway.
A Northrop Grumman RQ-4 Global Hawk drone is at the airport. This long-range surveillance aircraft has an autonomy of around 35 hours and a range of 22779 kilometers. It flies at altitudes of up to 60,000 feet (18288 meters). Its maximum speed is 635 km/h, and each hour of operation costs $24,000.
Beech 350I airborne from the Sandane Airport (ENSD) heading to Stockholm-Broma airport (ESSB)
Today, we’re repositioning a twin-engine Beechcraft King Air 350I that hasn’t flown in ages. The usual checks have been carried out to ensure that no birds have nested under the engine cowling. We also checked that there was no condensation water at the bottom of the fuel tanks. Finally, we ran the engines for a long time on the ground. The aircraft takes off from Sandane for a planned altitude of 18,000 feet.
Over Norway snowcapped mountains heading to Sweden in flight simulation.
We fly over the mountains of Norway towards Sweden. Everything goes according to plan.
Navigraph chart showing a flight from Sandane (ENSD) to Stockholm-Bromma (ESSB)
The Navigraph map shows the planned route between the two countries.
Engine failure on a twin engine aircraft with Microsoft Flight Simulator.
Suddenly, the left engine experiences problems. It stops and the propeller feathers to minimize drag. Since we’re approaching the runway at Stockholm-Bromma airport, we choose to continue on our way, as we benefit from a large airstrip and emergency response services. Now unsure about the reliability of the second engine, we keep a slightly higher altitude than a normal approach would generally dictate.
Double engine failure on a twin engine with Microsoft Flight Simulator.
A few minutes later, the second engine stops. The plane becomes a large glider. The clouds prevent a good view of the surrounding area, but we feel our altitude is sufficient to attempt an approach to the airport when the runway is in sight.
On final for Stockholm-Bromma airport with a double engine failure
The flaps and landing gear will only be extended once we’re established on final and the aircraft is stabilized and certain of reaching the runway. Microsoft’s flight simulator doesn’t allow us to do just anything with an aircraft. If we exceed the aircraft’s structural capabilities when attempting to reach the airport, the flight will stop immediately.
On the ground at Stockholm-Bromma with a double engine failure on a Beechcraft 350I in flight simulation.
The final approach and taxiing caused no problems. The aircraft gradually slows down until it comes to a complete stop on the runway. The poor air traffic controllers now have to apply Plan B to reorganize air traffic around the airport, with the main runway temporarily blocked.
Beechcraft maintenance hangar at the Stockholm-Bromma virtual airport
Fortunately, Beechcraft offers maintenance services at Stockholm-Bromma airport. So, we’ll leave the aircraft for major repairs and find something faster for the next flight to Ukraine. Why not an F-14 Tomcat? It is not in military service anymore and thus its presence in the air should not worry too much.
P.S. This story is based on a real even that happened in Quebec several years ago. An acquaintance of mine (Paul B.) was scheduled to fly from the Val-d’Or airport (CYVO) to Rouyn-Noranda (CYUY) in a light twin-engine aircraft that hadn’t flown in a long time. Halfway between CYVO and CYUY, the first engine failed. The pilot decided to continue. With the runway in sight in the distance, the second engine stopped. The pilot hovered the aircraft and managed to land on route 117, just behind a large truck which accelerated to give way to the aircraft he could see descending in his rear-view mirror. The aircraft landed safely and without damages!
The sixth leg of this world tour of flight simulation continues with a journey from the Molde (ENML) airport to the Sandane/Anda (ENSD) airport in southern Norway.
Ready for departure from Molde (ENML) virtual airport to Sandane (ENSD) airport.
The destination can’t accommodate a private jet like the Cessna Citation Longitude, as runway 08/26 is only 3182 feet long. A good old light twin-engine plane, repainted a hundred times over, will have to be rented for the trip, and we’ll just have to hope the engines hold out.
Enroute to the virtual Sandane airport (ENSD) in Norway with Microsoft Flight Simulator
The mountains of Norway come into view, and the ascent continues gradually to ensure that the highest peaks along the route pose no problems.
The navigraph tool for flight simulation and the VFR map from ENML to ENSD.
Above, a view of the aircraft’s instrument panel as it climbs, with a Navigraph map showing the route flown in visual flight. Virtual weather is integrated in real time whenever a new weather report is issued by a ground observation station around the world.
View of the Norwegian mountains from the pilot seat
Morning sun over the Norwegian mountains with Microsoft Flight Simulator.
Another sunrise view that brings Norway’s magnificent mountain landscape to life.
Approaching the Sandane virtual airport in flight simulation.
We are now almost at our destination. The plane is in left base for runway 08 at Sandane/Alda airport.
Turning final for runway 08 at Sandane (ENSD) virtual airport in Norway.
Over the still-frozen Innvikfjorden, the final turn is made to stabilize the aircraft on final runway 08. On short final, there’s a cliff just short of threshold 08, and a difference in runway height to take into account for the landing.
View of the Sandane (ENSD) virtual airport with Microsoft Flight Simulator.
Above, a view of the Sandane/Alda virtual airport (ENSD) using Microsoft Flight Simulator. There is no margin for error, as the two runway thresholds are bordered by a cliff and a stretch of water.
Help for parking is offered at the Sandane (ENSD) virtual airport in Norway.
Service at the airport is excellent. Two employees are waiting to help us park our aircraft.
Sandane is known for its magnificent panoramas, waterfalls, Briksdalsbreen glacier and horseback riding. The village is nestled inland from the Gloppe Fjord. If you’re traveling there in summer, you’ll need to be prepared for a fair amount of precipitation.
The next flight is from Sandane to Stockholm-Bromma in Sweden with a Beechcraft King Air 350I which has not flown for a long time. We’ll have to fly over the high mountains of the Jostedalsbreen Nasjonalpark before reaching our destination.
Airborne from the Ivalo virtual airport (EFIV) in northern Finland.
The fifth leg of this world tour in flight simulation continues with a journey from Ivalo airport (EFIV) in Finland to Molde airport (ENML) in southern Norway. It’s hard to see daylight through the cloud cover as we take off.
In anticipation of this and subsequent flights, I subscribed to Navigraph to make the experience even more immersive. The map below shows the choices for arrival procedures at Molde airport. In green are the reporting points for the arrival and in orange those for the approach. The aircraft follows these points automatically, thanks to the on-board computer.
Navigraph informations for the arrival in Molde (ENML)
I’m only just getting to grips with Navigraph and am still going through a trial-and-error process when it comes to using the data. But I’m making progress…
Heading towards the Molde (ENML) airport in Norway with MFS2020.
Once through the cloud layer, the aircraft finally reaches flight level FL380 (38,000 feet).
The runway at Molde airport is 2221 metres (7287 feet) long, and lies on the shore of Moldefjorden. It’s perfect for the Cessna Citation Longitude, but there are mountains on the approach.
Navigraph map superposed on the geography on approach for the Molde airport (ENML)
The data provided by Navigraph helps the pilot to use the correct altitude limits to maintain a safe height above the terrain at all times. You can also track the aircraft’s progress along the chosen route. Several types of maps are also available to help prepare take-offs and landings. When required, maps can be overlaid with the Navigraph system, while maintaining the aircraft’s planned route over the local geography.
Cessna Citation Longitude descending towards the Molde airport (ENML) airport in Norway in flight simulation.
We start the descent to Molde airport. The cloud cover is relatively thin and visibility is not a problem.
Descending for Molde airport (ENML) in Norway with Microsoft Flight Simulator.
The setting sun makes for beautiful scenes on the descent to Molde.
Approaching the virtual Molde airport (ENML) with the Cessna Citation Longitude
Once out of the clouds and in ideal weather, the autopilot is disconnected and the approach is made visually.
On final for runway 25 at the Molde virtual airport (ENML) in flight simulation.
Winds oriented almost in line with runway 25 facilitate the approach.
Exiting runway 25 at the Molde airport (ENML) in Norway.
The Cessna Citation leaves runway 25 and parks for a few days in Molde, a Norwegian town renowned for its beautiful mountains and numerous parks and rose gardens. This town was saved from famine in 1740 by the presence of herrings. The town’s coat of arms features a whale hunting herrings in a barrel as a reminder of this period. Thanks to its position along the fjords and the foehn effect, winters in Molde are relatively mild (and very mild compared to Canada).
Soon the sixth leg of the flight will take place, from Molde to Sandane (ENSD), a Norwegian airport surrounded by beautiful mountains.
The reason for the delays and the positive side for the consumers
A virtual Bombardier regional jet CRJ-900ER (Aerosoft) with the Alaska Airlines colors is climbing after its departure from the Valdez virtual airport in Alaska (ORBX).
Digital Aviation & Aerosoft have finally completed their long awaited project to make a virtual CRJ-900ER and CRJ-700ER Bombardier regional jets. Months later than expected, the flight simulation enthusiasts can now try those two new virtual aircrafts. The CRJ is mostly used to link smaller airports and remote areas to the main hubs. The aircraft can rapidly reach its cruising altitude and stay there a long time, but it is not intended to be a really fast aircraft.
The company explains that, since the beginning, it had underestimated the complexity of the project and, because of ongoing delays, ended up having to catch up with the competition. In order to offer a superior product than the competition, Digital Aviation and Aerosoft had to review what it initially considered as an almost completed project.
Virtual CRJ-700ER aircraft (Aerosoft) with the Alaska Airlines colors airborne from the Valdez virtual airport (ORBX)
The CRJ-900ER and CRJ-700ER had their exterior almost completely redone; the consumer now ends up with a much better looking aircraft. The project manager says that it is only due to the patience and kindness of potential customers that the project was saved. It pays to be nice!
The first flight with the CRJ
Virtual CRJ-900ER aircraft with the Air Nostrum colors departing the St. Maarten international airport (Fly Tampa St.Maarten)
For the first flight, the manual recommends to first choose and activate one of the default FSX aircraft with the engine running. The pilot then selects the CRJ of his choice. It seems that doing so will prevent a lot of problems.
The virtual 2D cockpit
The virtual 2D cockpit helps save a few FPS. An easy access to the different sections of the cockpit is available since it is divided in several logical panels numbered from 1 to 9.
Navigation
The virtual pilot has access to an updated NavDataPro (May 2017) database for air navigation. It is the world’s most used database in aircraft. The aircraft is also compatible with the popular Navigraph database.
How does a standard computer deals with the new CRJ?
Virtual CRJ-900ER aircraft (Aerosoft) with the U.S. Airways colors airborne from the Denver International airport (Flightbeam Studios)
I have flown both aircrafts on several virtual airports like St. Maarten (Fly Tampa St. Maarten), Montreal international (Fly Tampa Montreal), Denver international (Flightbeam Studios) and Valdez (ORBX) without problems with regards to the computer’s processors and FPS. It was certainly out of question to try to land at the Courchevel airport (LLH Creations), with its short sloped runway, but a low pass at high speed caused no stutters.
A virtual CRJ-700ER aircraft (Aerosoft) with the Air France HOP colors is in flight over the Courchevel virtual airport in France (LLH Creations)
Flying the CRJ at low speed
The CRJ offers a good margin of manoeuver when it comes to flying at low speed. But due to the position of the engines, the aircraft’s nose will raise rapidly when the throttle is brought back to idle. In a constant and progressive descent, that does not cause a problem. But if the manoeuver is done on short final when the aircraft is still above 50 feet, the rapid change in the aircraft’s attitude could induce a stall.
The air brakes
One cannot rely too much on the air brakes to slow down the CRJ. They have limited efficiency, both for the virtual and the real aircraft.
Floating tendency
If the aircraft arrives over the threshold at a higher speed than recommended, it will float for a long distance before finally touching down.
Landing and take-off distances
A virtual CRJ-900ER aircraft with the Air Canada colours (Aerosoft) is approaching the Montreal Pierre-Elliott-Trudeau virtual airport (Fly Tampa Montreal)
The CRJ-900 and CRJ-700 operate on relatively short runways. The CRJ-700 needs 5040 feet for take-off (at maximum weight) and landing, under the standard ICAO conditions. The CRJ-900 requires 6060 feet for take-off and 5260 feet for landing. The maximum range has been established to be around 1300 and 1400 nm.
Managers that facilitate the use of the CRJ
For the CRJ, Digital Aviation & Aerosoft have created managers that allow choosing the number of passengers, cargo, as well as calculating the fuel weight, the center of gravity and the amount of trim required. There is even a FS2 Crew option if desired. Another manager facilitated the addition of liveries.
The flight simulation enthusiasts had been anticipating the arrival of that regional jet for a long time; some did not believe anymore that it would one day become a reality (that includes the company too!). The flight simmers now have access to a world class and high quality regional jet.
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