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!
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 flightsthat 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 Kampfand 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.
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 Juancho E. Yrausquin is normally used by a DHC-6, a BN-2 and some helicopters.
The island is 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.
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 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 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.
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).
The following pictures show a virtual flight in United States. The trip is from KBLU ( Blue Canyon-Nyack) to Limberlost Ranch (CA21) then to Gansner Field (201). Landing and taking-off from Limberlost Ranch is a nice challenge.
For this flight simulation, I used the FSX flight simulator, the Carenado Cessna C-207 equipped with bush tires and REX clouds.
Airborne from KBLU.
Enroute from KBLU (5284 ft ASL) to Limberlost Ranch and it’s 1700 ft grass runway (1650 ft ASL and about 23 NM east of KBLU), you pass by the Nevada County airport (O17) that has also received a special treatment from ORBX.
It might be necessary to fly over the Limberlost Ranch airport before starting an approach, so that you have an idea of what to expect on final.
Limberlost Ranch has a sloped runway (in fact, a multiple slope runway). Part of it is asphalted, but most of it is grass. You make the approach for the grass section. Note that there is a fence on the side at the beginning of the runway. The virtual aircraft should not touch the field before it has passed the fence (for more realism).
With a bit of crosswind, taking-off from this short runway can be demanding. The aircraft feels really sloppy (and I mean it) and behaves more like a boat than a plane during the acceleration to get airborne. It is essential to avoid the line of trees on the left side of the runway. A bit of flaps is required as it is the norm for soft runway operations. Careful but essential use of the rudder will also make your take-off a success.
Enroute to Gansner Field.
Gansner Field is about 41 nm north of KBLU. The virtual airport is very well made and nestled in a valley. Coming in from KBLU, you need to pass 6000 ft mountains before diving for that 3419 ft asl asphalt runway.
The fully enjoy those virtual flights, it is suggested that you install the different layers of Orbx products (Global, Vector, Open LC) as well as the KBLU virtual scenery.
Have a good flight!
For more articles on flight simulation on my web site, click on the following link : Flight simulation
For this flight, you will need the Antarctica X flight simulation software made by Aerosoft.
The maintenance of BAS Twin Otters and their Dash-7 is done in Calgary, Canada, and head to Antarctica during the austral summer, between October and March. So if you want to try a flight simulation with a Twin Otter or a Dash-7 from Chile to Antarctica, pick one of those months as it is more realistic.
Since it would be a bit long to make all the virtual flights from Canada to Antarctica, I chose to do the last three legs to see what the landscape looks like.
A Twin Otter is normally approved for a maximum take-off weight of 12,500 pounds. But with skis weighing 800 pounds and additional fuel required to fly longer legs, BAS (British Antarctic Survey) has arranged to have their Twin Otters approved at 14,000 pounds. Even at this weight, the aircraft could still operate on one engine.
First, the aircraft departs La Florida airport (SCSE) in Chile, after a mandatory fuel stop before its next destination, the El Tepual de Puerto Montt airport (SCTE), also in Chile.
This virtual flight with the Twin Otter last about 4:25 hours (696 nm) with a heading of 185 degrees.
For the screen captures, FTX Global, FTX Vector and Pilot’s FS Global 2010 were installed. Orbx has also reworked the original El Tepual de Puerto Montt airport to include some people, aircrafts and new buildings. It makes for a more interesting destination.
The next flight is from the El Tepual de Puerto Montt airport (SCTE) to Punta Arenas (SCCI), both in Chile.
This flight, made low across the Andes, absolutely requires good weather. You will have to climb to 17,000 feet to make the direct route between the airports.
There are often spectacular views available to the virtual pilot. Yes, the BAS Twin Otter is flown by only one pilot, but there is always somebody else accompanying him.
Don’t forget to lean the mixture during the climb. Also use some additional oxygen (!!) if you don’t want to start singing and flying in circles after a while. Again, pay attention to the mixture during the descent, considering that you will be losing close to 17,000 feet.
The Punta Arenas airport, straight from FSX, is not an interesting airport to look at. It is a very bare airport, with just a single building and a VOR.
But since the BAS pilot do that mandatory leg just before heading to Antarctica, I chose not to change the route. The general direction for the flight to Punta Arenas was 164 degrees and the duration approximately 4:28 hours. You can obviously accelerate the process once the aircraft is established at its flying altitude.
The last flight is from Punta Arenas, Chile, to Rothera, Antarctica.
The Twin Otter will take between six and seven hours on an average heading of 162 degrees to cover the distance between Punta Arenas (SCCI) and Rothera (EGAR).
The runway at Rothera is made of gravel and is 2953 feet long. That is plenty for the Twin Otter and the DASH-7. Before you make the flight, go into the aerosoft/Antarctica X file in your flight simulator and click on the “LOD 8.5” option (the default is at LOD 4.5). It will give you much better details when you are approaching Antarctica.
The Airliner World magazine had an excellent article on the BAS operations in Antarctica in its March 2017 edition. It included plenty of interesting pictures and detailed explanations on what is expected from pilots and personnel working for BAS. I compared the Rothera virtual airport with the real one through the available pictures in Airliner World and was pleasantly surprised with the level of accuracy of the details.
The BAS always prepares itself for the worst: “[It] carries parts valued at around $5m, including a replacement engine for each aircraft, spare props and undercarriage components”.
“A new development for the Air Unit has been its work with the RAF, using C-130 Hercules transports to airdrop supplies into the field. They fly from Punta Arenas and drop fuel to support our science programmes on the Ronne Ice Shelf. […] It is all part of their training system and the accuracy they drop to is very impressive. They might drop 250 drums, think how many Twin Otter trips that would have been for us (48 or more than 400 flying hours)”.
Aerosoft has made an excellent job in replicating the buildings in Rothera, BAS’s main research station in Antarctica. The biggest hangar can accommodate three Twin Otters and a Dash-7 altogether.
When your flight is over, do not forget to change the settings back to LOD 4.5 for Antarctica in your aerosoft/Antarctica X files.
Alex Geoff, the ORBX Block Island (KBID) virtual airport designer, asked flight simulator enthousiasts to try to operate the biggest aircraft possible on that airport ‘s 2502 ft runway.
Naturally, we are talking about a virtual flight. You must then forgive the landing of an aircraft which, in real life, would destroy the runway. You also have to disregard the fact that numerous trees would have to be chopped if the aircraft would elect to use the taxiway. I was almost forgetting the pilots and airport manager that would have to be fired following the authorized manoeuver.
The context of the flight having been presented, here is the data that will allow flight simulator enthousiasts to replicate the circuit around the Block Island airport with a Virtavia C-17A.
Contrary to the Cessna type aircrafts normally evolving around the airport, the total weight of the canadian military C-17A used for the flight was 405,000 pounds. The fuel was adjusted to 50% in all four tanks. Both pilots agreed to skip lunch in order to avoid adding any extra weight to the beast…
Flaps were adjusted to 2/3. I backed the aircraft to the beginning of the runway, applied the brakes, applied full throttle, waited for maximum regime, released the brakes and used ground effect to lift the aircraft before it was too late. The take-off was done on runway 10 with a 12 kts and 70 degree crosswind.
Then, four right turns were made : 190°, 280°, 010° and 100°. During the flight, the aircraft’s altitude never went above 2000 feet.
Wheels and flaps were brought down in base so that I did not have to make serious adjustments on final.
The speed eventually went down to 128 kts and, while the aircraft was still about two feet in the air, I used the airbrakes. The thrust reversers were fully activated two feet before touch-down (continued pressure on F2) since they take time to rev up. That is not necessarily the proper way to do it and you can wait one more second, until the wheels touch the runway, to use the reversers. The main gear touched at the very beginning of the runway and maximum breaking was then applied.
It was possible to exit on the taxiway without having to back-track on the runway. The environment always coming second, some trees were cut so that there were no contacts with the aircraft.
If you decide to try it out, think of saving the flight when you are on final, in case you are not satisfied with your performance during the landing (scrapped aircraft, destroyed houses and vehicles in the neighborhood, burned forest at the end of runway 10, collateral victims, etc.).
Good luck!
For other challenging virtual flights, head towards the flight simulation section of the present web site.
For more articles on flight simulation on my web site, click on the following link : Flight simulation
Ken Hall and Tim Harris have created a new virtual scenery for flight simulation enthousiasts. It is called “Tapini” and sold by ORBX. Their penultimate creation, AYPY Jackson’s International, allowed the virtual pilot to fly in very demanding virtual airports along the Kokoda Trail in Papua New Guinea. “Tapini” represents a whole new challenge and I have included several screen captures to show you how the different runways look in this new virtual scenery.
“Tapini”, still in Papua New Guinea, allows the virtual pilot to test his skills on seven new runways located in difficult areas of the Owen Stanley Range. Those airports also constitute a serious test for any aircraft, like in the picture above where damages to the right engine were sustained at Yongai.
To improve the virtual clouds while flying between the different airports, I used either REX or FSGRW weather engines. The cloud textures and weather effects were improved by one or many of the following products: Cumulus X, PrecipitFX, REX Texture Direct and REX Soft Clouds.
As variety is more fun, and also due to the different challenges created by those runways, the following virtual aircrafts were used: Carenado C-185F, Lionheart Creations PA-18, Virtavia DHC-4, Aerosoft DHC-6 Twin Otter and Milton Shupe DHC-7.
The “Tapini” scenery gives the pilot a choice between the seven following runways:
ASB (Asimba)
A tricky, very short runway near a river.
This is a very interesting runway, best done with a STOL aircraft like the Caribou DHC-4. The inhabitants might have to help you clear out some branches along the runway, considering the size of the aircraft. The runway slopes down on take-off, which helps to build up speed.
FNE (Fane)
A one-way, really challenging 12 degree sloped runway, with unpredictable winds.
The runway sits on top of a hill. It is an amazing experience to land there. No wonder there are a lot of people watching the arrivals and departures.
If you slow down too quickly with an aircraft as big as the DHC-7 on that sloped runway, the twelve degree angle prevents you from moving forward. You must let the aircraft come down the runway very slowly, using the power to control the descent and the rudder to stay aligned on the runway, then apply take-off power for a few seconds to build just enough momentum to get above the hill.
To turn the aircraft around, it’s a combination of power and reverse thrust until you clear all the obstacles (any humans venturing behind the aircraft will also be cleared during the operation…).
There is a not so friendly man with a rifle watching the airport’s operations. Even the United Nations staff do not stay longer than necessary…
KGH (Yongai)
A very bumpy one-way sloped runway. A real bush aircraft is needed here!
Even with a real bush aircraft, there is a possibility that one of the aircraft’s propellers hits the ground while taxiing on the runway. There are so many deep holes that are hard to see, I can only wish the best of lucks to everyone trying out this airport!
Keep a close watch on the area near the little house at the end of the runway. The DHC-6 was really shaken while turning around for take-off. One of the propellers hit the ground but no problems were detected…until the aircraft was airborne. The fire alarm then went off, just as the aircraft was passing the runway threshold, seconds before flying over a cliff.
So much for the planned trip… and it was out of the question to return to Yongai on one engine. I had to pull the handle to stop the fire, feather the prop, cut the fuel where it was not needed anymore then head to the Kokoda airport as it was a sure alternative, having a long runway and an elevation that did not require the use of extra power.
KSP (Kosipe)
A relatively short runway that requires good calculations from the pilot, since it is located high in the mountains.
The Cessna C-185F is a very well suited aircraft for that runway. Make sure not to be too heavy on the brakes, as new C-185 propellers are hard to find in Kosipe. You can land in both directions. Ensure that the mixture is set properly as the airport is above 6300 feet.
ONB (Ononge)
A curved and very bumpy runway! For those who like low flying. Make sure you choose the good aircraft here; there is not much manoeuvering area once on the ground.
Ononge looks really scary when you show up on final for the first time. You wonder if the little trail that you see can really be a runway. For that kind of situation, the little Piper Pacer is an excellent aircraft, approaching slowly and braking on a dime. The runway is curved in the middle so you will need a bit of right rudder to keep the aircraft aligned with the runway.
I guess all those people with their cargo are waiting for a bigger airplane than mine…
TAP (Tapini)
A challenging one-way sloped runway nestled in a tight valley. You can even use an ILS to arrive there!
This is a superbly designed area and airport. I visited it with the DHC-4 Caribou but any other big STOL aircraft would have fitted there. There is enough room to manoeuver. It is not too bumpy. There is an interesting slope: it starts downward and ends upward: this helps to slow down the aircraft after landing.
WTP (Woitape)
Looks like a no brainer, but there is no margin of error on this one-way slightly sloped runway. Very precise calculations and settings are required if you want to land there with something else than a small aircraft.
I found the runway to be very slippery with the De Havilland DHC-7. I must say that there was a good crosswind, as I was flying with real life weather and winds. The DHC-7 behaves like a big boat while decelerating on such a runway.
The Woitape scenery is gorgeous. It is nice to have all those well designed virtual aircrafts, people and animals on site as this makes the scenery so much more realistic.
I love this new Orbx product. When you fly in such a realistic scenery, the brain does not make much difference between what is real and what is virtual. It really works! And if you use real life weather downloaded from the internet, it’s even better.
I tried the seven airports included in the “Tapini” virtual scenery and they are quite demanding. Yongai was the most challenging airport of them all. I had to do two missed approaches there since I ended up too high on the approach. I eventually got it right, like in real life!
I used the Microsoft flight simulator X (FSX) for all the virtual flights, but other platforms would have worked as well (Dovetail Games FSX Steam edition (FSX: SE) and all versions of P3D). The following products were also installed on my flight simulator: FTX Global, FTX Global Vector and Holgermesh, as well as Pilot’s FS Global 2010.
It is a totally immersive virtual experience and you have to forget everything else when undertaking those challenging virtual flights… if you want to make it “virtually” alive!
For more articles on flight simulation on my web site, click on the following link : Flight simulation