Ready for departure at the Elk River airport (NC06) created by Cloud Studio.
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.
The sloped runway of the Elk River airport (NC06) with the MSFS 2020 flight simulator.
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.
Enroute towards the Mountain Air County Club (2NC0) airport from Elk River (NC06) with MSFS 2020.
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.
Aerial view of the Mountain Air County Club (2NC0) airport created by Pilot’s.
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 for the sloped runway of the Mountain Air County Club (2NC0) airport using MSFS 2020.
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.
A view of the cliff at the threshold of runway 32 at the 2NC0 Mountain County Air Club airport created by Pilot’s pour MSFS 2020.
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!
View from above of the Mountain Air County Club airport 2NC0 with the MSFS 2020 flight simulator.
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.
Buildings and flowers at the Mountain Air County Club airport (2NC0) created by Pilot’s for MSFS 2020.
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.
Approaching the Narita international airport, in Japan, with Microsoft Flight Simulator 2020.
The Microsoft Flight Simulator 2020is an extremely interesting product. Microsoft is taking advantage of the satellite imagery offered by Bing, which allows the flight simulation enthusiast to fly over the world almost like in the real life. With the addition of live weather and air traffic in real time, the immersion is incredible.
Flying over New York in the evening with Microsoft Flight Simulator 2020.
To download the game’s 128 gigabytes using my current internet plan, it took fourteen hours. I still remember when I bought a hard drive that could hold 30 megabytes of data: it was a computer revolution!
Of course, the game requires an adaptation. We are far from the old FSX platform. It goes without saying that you need a high-performance computer. But a new and very positive aspect of this simulator is that you can now use an X-Box controlleras an in-flight camera, with the addition of a rudder and a steering wheel for more reality. This camera offers incredible possibilities and the additional X-Box controller becomes essential.
The Zlin Savage Cub flying over the United States using Microsoft Flight Simulator 2020.
As with anything new, there are some glitches. Personally, I have been using the CH company products for flight simulation for many years and the new MSFS 2020 has had problems recognizing the functions of CH products. Many virtual flight enthousiasts have had the same problems. So here are the links below that allowed a neophyte like me to solve the problems.
Afirst video of interest is also available. Its author uses a slightly different method, but it is super easy to understand and allows you to acquire additional knowledge if you want to map your CH rudder and control column correctly.
Asecond video gives you access to the CH company products. There you will find the links that allow you to print a representation of your CH flight controls. This will allow you to find which number is associated with a specific command control. You can then remap the controls to your taste and keep a record of all the modifications you made.
The complete edition of the Orbx freeware and payware virtual airports, dated June 09 2019, is in the downloadable file below (the link in green). The runway details and airport elevation is included. It will be updated regularly.
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 fourth edition of the Orbx freeware and payware virtual airports, dated June 02 2019 is in the downloadable file below (the link in green). 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 virtual sceneries shown below were used for flight simulation exercises. They are all available online, for sale or free, at ORBX ( https://orbxdirect.com/ ).
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 ( http://www.lionheartcreations.com/ ), 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 ( https://www.alabeo.com/sitealabeo/ ) 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 ( https://www.cerasimaircraft.com/ ) 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.
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 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.
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).
A virtual C-130 belonging to the Blue Angels is taxiing at the High River airport, in Alberta.
Wanting to add an almost impossible flight in the “unhinged virtual flights” section of my web site, I tried a flight with the Blue Angels C-130 Hercules (Captain Sim) where the aircraft gradually lost all of its engines.
The Blue Angels C-130 Hercules waiting in line behind a single engine aircraft at the High River airport.
I am aware that the Blue Angels mechanics are real professionals, so I assumed that the engine failures were caused by an unknown reason.
A virtual Blue Angels Lockheed C-130 Hercules takes-off from the High River (CEN4) Canadian airport in Alberta.
The take-off was made without problem from the Canadian High River (CEN4) airport. This free airport was designed by Vlad Maly and is available through ORBX. The aircraft leaves the 4150 feet runway heading to the Coeur d’Alène airport (KCOE) in United States.
Eventually, the first engine stops. This does not cause a problem. The propeller is feathered and the gradual climbing continues.
The C-130 Hercules loses its first engine.
The second engine stops. The pilot must forget the initial destination. Bonners Ferry (65S) becomes the alternate airport since the 4000×75 feet runway is good enough for the C-130.
The second engine has just stopped on this C-130 Hercules.
Double engine failure for this virtual Blue Angles C-130 Hercules.
The third engines gives way. A slow descent starts. Bonners Ferry is not very far. The airport is at an altitude of 2337 ft asl.
The aircraft is volontarily flown at a higher altitude than what would normally be requested for a normal approach, just in case the fourth engine stops. When three engines stop after the same refueling, the pilot has the right to think that what feeds the fourth engine can also cause problems.
Three engine failures on this virtual Blue Angels C-130 Hercules.
The highest mountains are now behind the aircraft.
Virtual C-130 Hercules aircraft with three engine failures enroute to the Bonners Ferry airport.
The Bonners Ferry (65S) runway is in sight.
Virtual C-130 Hercules aircraft with three engine failures, by the Bonners Ferry’s runway.
The fourth engine stops. The flaps will not be functional for the landing.
From now on, the pilot should save the virtual flight a few times since it is possible that several trials will be necessary to glide sucessfully to the airport. This is the fun of virtual flight.
The four engines have now failed on that virtual C-130 aircraft.
The C-130 Hercules has become a big glider. When the speed is maintained, the aircraft loses more 1000 feet per minute. It is easier to feel the aircraft’s inertia.
The wheels will be brought out only when necessary since the gear adds a lot of drag.
From the position indicated in the picture below, it is impossible to arrive to the airport in a straight line: the aircraft will glide over the airport. In the picture, the aircraft seems to be on a good path for landing, but it is an illusion caused by the wide-angle format chosen for the screen capture.
The aircraft is definitely too high. It is impossible to use the flaps to increase the rate of descent.
Lockheed C-130 Hercules virtual aircraft with four engine failures on the approach to the Bonners Ferry’s virtual airport (65S).
One must choose between 1) sideslips 2) a 360 degree turn to lose altitude or 3) multiple steep turns perpendicular to the runway to increase to distance to the airport.
What would you choose?
There is no universal method. The 360 degree turn is riskier but can prove efficient. An Airbus A330-200 flown by Quebecer Robert Piché that had lost all of its engines landed successfully in the Açores in 2001 after attempting a last minute 360 degree turn to lose altitude. But here, I did not believe there was enough altitude to safely complete the turn and reach the runway.
A few steep turns were made to extend to ride to the airport. Why steep turns? In order to avoid getting closer to the airport before an acceptable altitude was reached. This method helped keep an eye on the runway at all times to verify if the slope to the airport was still acceptable.
Fourty degree turn to the right on the approach to the Bonners Ferry’s airport.
Steep turn to the left to extend the distance to the Bonners Ferry airport.
I tried the three methods, always starting from the same saved flight (photo 10). After several sideslips, the aircraft was always approaching the airport too quickly. There was not enough time to lose altitude. The final speed always happened to be too high to stop a C-130 without flaps or thrust reversers.
The 360 degree turn, be it right or left, with different angles and a reasonable speed, always incurred a loss of altitude that brought the aircraft 200 to 300 feet short of the threshold.
Finally, after a few steep turns, the aircraft was positioned on final with the appropriate speed and altitude.
View of the Lockheed C-130 Hercules with four engine failures, on the approach for Bonners Ferry (65S).
A few last seconds adjustments, to reposition the aircraft in the center of the runway.
Speed 150 knots. End of the turn for the Bonners Ferry’s airport.
At 140 kts, but without any reverse thrust, the whole runway should be necessary to stop the aircraft.
Speed 140 knots, aligned with the Bonners Ferry’s runway.
The landing was smooth and the aircraft stopped short of the threshold.
For an unknown reason, the anemometer was still indicating a 10 kts airspeed, even when the aircraft had stopped.
C-130 cargo aircraft on the Bonners Ferry’s runway.
Lockheed C-130 Hercules virtual aircraft after landing at the Bonners Ferry (65S) airport.
C-130 Hercules aircraft in Bonners Ferry.
Try such a flight in the virtual mode. The worst that can happen is that you have fun!
