Lord of the Wings® Flight simulation

Grounded!

2020-06-24T14:52:00.001-04:00

I am alive my dear readers! It has been a long time but I must say that I am still very passionate about flight simulation and virtual aviation! Unfortunately, there has been no activity on this blog for quite some time because my main simulation PC passed to a worse life already like a year and a half (if not two!) ago!

Yes, it was a sad departure but down here in the 3rd World, the foreign electrical supply companies (this one is a Spanish company operating in Panama) do what they like to do without taking responsability for the quality of their service. By means of comparison, when I lived in Europe the electrical supply went out only 2 or 3 times in 20 years! but down here it happens just too often.

Several years ago one of these Electrical Supply glitches caused a catastrophic failure to my simulation PC, damaging the motherboard, the expensive video card, the memory and the external regulated supply. It costed me hundreds of dollars to replace, they didn't pay a dime for the damage they caused to my equipment.

A few years ago it happened for the 2nd time, the whole computer damaged. Since then I have not been able to replace it and only have a laptop which has not sufficient performance for FSX. So, until better times!

CH Products Yoke got sticky?

2017-10-26T19:29:00.001-04:00

I certainly cannot remember how my CH Products USB Yoke felt when I bought it. Sure it felt great to have it, it definitely took my flight simulation to a whole higher level! But what I mean is how it felt on my hand as I pulled and pushed the yoke (elevator axis) or left and right (aileron axis).

One thing is sure though, the aileron axis is not that succeptive and it nicely returns to its center position. However, the elevator axis now does not quite do. I cannot remember if it ever did.

Anyway, I was thinking on breaking it apart for inspection, also considered lubricating it. However, looking at some posts on the Internet I came up with this conclusions:

If you apply a lube or oil of some kind, it may work well in the beginning provided you cleaned it first. But in the end due to hit and dust it would turn into a sticky mess.
The yoke did not came with any lubrication that I know of.
Graphite lube is not good because it is conductive and as it gets inside the case it may do some damage on other electrical components.

But perhaps the most important information was one I came across that was provided by a CH Products employee and that is:

Never put lubricant on the yoke's shaft because it will turn sticky after some time. Never apply petroleum based products or even WD40 because it will start eating the plastic material on the shaft or in contact with the shaft. And... use just alcohol to clean the yoke's shaft.

Well, I just used alcohol and will see the results when I do my next flight. Until then my friends, happy flying!

Open Up or Not?
I was having a bit of problems with the yoke as well mainly that the shaft seems to get a bit stuck (not much though). Luckily I did not go the fluid path but opening up the device to clean it was not very appealing.

I followed the advise of CH Products to clean the yoke's shaft with Alcohol after removing the dust and did a few test flights on single engine and bimotor and I think I have noticed an improvement.

Additionally I downloaded the CH Products calibration software to recalibrate and now I am satisfied. Ready for happy flying!

Back into the Virtual Cockpit

2017-10-26T18:01:00.001-04:00

Back into Flight Simulation

It has been a very long time since I have done a proper flight with my FSX. In great part because keeping up with software development skills takes up most of my time, then personal stuff (family). And then also a bit over a year ago my Saitek Throttle Quadrant became unstable.

The Saitek Throttle Quadrant

The relevant part for the purpose of this post are the three levers or axis because they are the ones that are most likely to become the culprit of any problem.

My TQ is configured so that the leftmost two levers are configured as Engine Throttle (#1 and #2) with their inner detents configured as Propeller Decrease Quickly respectively and Engine Throttle Decrease Quickly. So if I fly a single propeller plane I can use the detent on the 1st lever. If on the other hand I fly a multiengine aircraft such as a turboprop or a jet, then it is likely that during landing I would do some sort of reverse thrust (if supported) so when both go through the detents both the Propeller and Engine decrease quickly actions are triggered thus accomplishing the desired result regardless of whethre I fly single prop or multiengine jet.

The problem with it is that over time dust tends to get in through into the TQ and even worse, the constant friction caused in the potentiometers where the levers are connected to translate movement into an analog signal that can be digitized, will cause microdust to build up inside the potentiometers.
The microdust will create electrical paths and as a result you will notice that even when you leave the levers alone, in the SIM you will notice they bounce up and down by themselves! That is a nightmare because your engine power will fluctuate as well.

So, I dove in and cleaned them. They are now as good as new and I wanted to test them in a proper flight.

The Flight

I took my Carenado Piper Seneca II with Lord of Wings livery for a ride out of Marcos A. Gelabert airport (MPMG) in Albrook, Panama city, Panama. I was all setup on the runway, applied full power and off I went! well, so I thought!

Holding position before entring MPMG rwy36

After passing 3/4 of the runway I had enough manifold pressure, enough RPM on both engines and enough airspeed for take off but pulling on my yoke caused just a minor lift but not enough to get airborne. I aborted take off and repositioned the a/c at the other end where I ended up after the abort.

I performed the same maneuver but unfortunately yet again take off was not possible when normally it would do so in a much shorter distance! But I wanted to fly so I slewed into the air at 1,500 feet and somehow airborne there was no problem controlling the plane.

Flying around Taboga Island VOR

Then I flew to Taboga Island because I had setup NAV1 with TBG VOR prior to departure. That was nice, a photoscenery I was developing and then someone on FSDeveloper.com stole it and published it as his own, not very ethical!

Since I had also to reinstall my OS and FSX many months ago, my whole setup was unconfigured. Imagine that just a couple of days ago I managed to get some spare time to setup all the Panama scenery I had developed over the years!

simulation.

My Carenado Piper Seneca II | Lord of Wings livery

I must say despite the problems taking off it has been of much pleasure to get back into flight simulation.

I took the opportunity of this test flight to fly around the city and test the throttle quadrant now that I had fixed the axis bounce problems.

Before that it was just terrible, both engine throttles would bounce up and down and would not go their full range. The third lever I used for flaps and it would just activate and deactivate by itself. Luckily during this test flight I could attest that the bounce issue was now totally gone, I did a good job at that but it took me hours to complete.

From Taboga VOR to MPPA

It was enough flying around Taboga Island. I wanted to see if the aircraft could develop enough power for take off.

I headed off to the Panama Pacífico (MPPA, formerly Howard MPHO) for a touch and go. On the photo on the right you can see a bit of Taboga and at the distance in the background MPPA.

During approach engine throttles behaved really well and so did the flaps. The landing was soft and uneventful, I did not do a full stop and just bothered for mid-speed and then take off. At least from that mid-speed the aircraft managed to develop enough power to take off from MPPA.

After take off I did a sharp tight right turn over the Pacific entrance of the Panama Canal as if heading towards TBG VOR again but then another sharp left turn for a perfect landing at my departure airport Marcos A. Gelabert (MPMG).

Again at MPMG I did another touch and go. From there I headed to Taboga again playing with the aircraft and configuring my NAV radio for an ILS approach to Tocumen International (MPTO). I wanted to do an ILS but this time I tried another feature, the FSX Glideslope (Flight Path) option. It basically shows you a series of rectangles down the glide slop and you swoop your aircraft through them right until the runway threshold. Sorry, no photo...

Heading to the gate at MPTO. Approach chart shown.

I made a perfect ILS landing at MPTO runway 03R (INAT 110.70 on NAV 1, course 029 degrees).

While at it I also tried my two-monitor setup with an old monitor. This time only showing my navigation charts on the smaller monitor. It worked well, better than my previous setup that was glitchy on multi-monitor.

There were several AI aircraft on the gates, a couple of Global Airlines Boeings and an McDonnel Douglass. During the test flight I saw two Boeings some 6nm to my right, heading and leaving MPTO while I circled around Taboga VOR.

Unfortunately once I was at the gate a baggage car crashed into my nice Piper Seneca II because the driver was very distracted chatting through WhatsApp on his smartphone.

Single Engine

Still troubled by the engine power I decided to try a single engine that did not require much runway for take off. I loaded my Cessna 172 for take off from Rambala Aeronaval base in Bocas del Toro. I must say it did take off. But then I noticed that while my throttle levers where running smoothly, my FSX configuration had gotten all screwed up. Even though my throttle levers moved from 0 to 100% the percentage given in FSX was between 29% to 71% so it was not properly going to idle and it was not giving full power either!

In this new flight I setup my radio stack and the GPS on the secondary monitor just to see how FSX performed. It appears my motherboard videocard performs better with FSX using two monitors than when I had my old nVidia GTX video card.

Go Flight!

I also spent a bit of time doing a Boeing 737 approach somewhere in Eastern Europe. I have not flown those bigger aircraft on FSX for a long time so I am much out of practice and not to mention the stock Boeing is really lame, you cannot even operate the Speed Brake rotary button using the virtual cockpit! you have to switch to 2D cockpit in order to do it.

But I used this B737 test flight just to test my Go Flight MCP Pro with the latest driver and yes, it still works after all these years! I use this Boeing MCP (Autopilot) to operate the autopilots of all the aircraft I have in my hangar. It is not like the one in their virtual cockpit but accomplishes most of the basic functions.

The Veredict

The serviced Saitek Throttle Quadrant is performing well, even the calibration utility shows it is responding to all buttons and full range on all three levers, therefore the electrical contact cleaning was successful.

However, my FSX configuration appears to be all screwed up. I acknowledge I did not have time for a proper FSX backup because my Windows 7 got totally screwed up when I tried to upgrade to Windows 10 a few years ago, I had to reinstall Windows 7 and all my software from scratch and my FSX configuration suffered greatly.

Basically I am now reconfiguring sensitivity and dead zone values on the axis used for control surfaces. I am beginning to doubt that FSX properly saves those setups well.

But enough for now. I enjoyed 0.80 hours of Visual Flight on two highly enjoyable aircrafts: The Piper Seneca II from Carenado and the default Cessna 172.

Piper Malibu delivery tour: Leg #1 KVRB - MYGF

2014-08-11T16:30:00.000-04:00

I love aviation and even though I am not a pilot I like to practice navigation and for that reason I have been acquiring some nice IFR rated aircraft for my Flight Simulator X. Last December (2013) I bought the Carenado Piper Malibu Jetprop (PA-46T). As a flight simulation enthusiast I am nowadays “grounded” with home airport Marcos A. Gelabert (MPMG) and thought it would be nice to replicate a real life aircraft delivery.

So in this installment we will do the the very first leg of a delivery tour for our brand new Piper Malibu Jetprop in Lord of Wings livery. We will take it from the Piper factory at Vero Beach Municipal Airport down to Panama city, Panama in only God knows how many legs. The purpose is to have fun as well, visit new airports, practice lots of IFR and get to know the aircraft.

Briefing & Planning

I like to do my flight planning so I used Plan-G to plan my flight. Loaded with the PA-46T aircraft profile.

We will fly from Vero Beach municipal airport (ICAO: KVRB) to Freeport, Bahamas. Our cruise altitude will be 9,000 feet (IFR, east bound). For Vero Beach I only found the Aerodrome chart, no departure charts. For Freeport I got Instrument Approach charts.

Setup FSX for real time weather with 15 minute updates which turned out to be just rainy. We will do VOR to VOR navigation including an intersection. The route declared in the IVAO flight plan is:

v3 WUBUR v3 SMUGS v3 MORGA v3 PBI br54v MRLIN br64v MUNRO

Loaded 137 gallons of fuel and we expect to use 27 gals. Payload is 360 pounds. Our trip will be 144 nautical miles with ETE 01:12. Alterante airports MYAT and MYGM.

Departure

At the ramp (#8) inspecting Aerodrome chart

Our brand new Malibu is at Parking #8, will taxi via taxiway A to the holding point of Runway 04. The METAR at Vero Beach (KVRB) is:

KVRB 091753Z 06008KT 10SM TS SCT035 BKN045 BKN065 29/24 A3007

So basically winds 060 degrees at 8 knots so we get runway 04. Scattered clouds but good visibility. Set the altimeter, flaps 10 degrees. On our Garmin GNS530 we set our NAV1 (VRB 117.30 – Vero Beach) On the Garmin 500 Primary Flight Display I set the heading but to 198 more or less pointing to WUBUR intersection, our first waypoint, the Course Indicator to track VRB R-164 outbound, Altitude to our initial climb of 5,000 feet. On the Garmin GNS430 we set NAV2 to Palm Beach (PBI 115.7), Flight Director on, connection to IVAO but unfortunately no ATC coverage on the network.

Vero Beach Municipal Airport (KVRB)

An uneventful take off with slight rain, turned left on initial climb to 5,000 feet with Vero Beach municipal airport on our left. Getting the hang on the Carenado PA46T which may be wild at takeoff/climb if you give it too much power.

We will be heading to WUBUR intersection which is our first waypoint in the flight plan and initiates our navigation along the V3 airway outbound from VRB to PBI via SMUGS and MORGA intersections straight ahead with the coast of Florida on our left.

Once I was more or less at WUBUR I engaged the Autopilot to hold climb from our initial 5,000 to our cruise altitude of 9,000 feet so we are climbing with Fort Pierce on our left.

Fort Pierce airport on our left

While I do other preparations for the flight I also set the AVSS to hold the course tracking VRB-PBI along V3.

If you want to do real navigation with the Carenado Malibu you have to be a bit ingenious as the virtual cockpit is not very readable, so I docked the PFD and the GNS530 on a 2nd monitor but soon you find out that while you can operate the buttons on the docked panel, operating the rotating knob to adjust HDG/ALT/CRS will result in nothing being updated. I think this is a serious bug in the Carenado Malibu but experience has shown that while they release planes often, they seldom iron out most of the bugs reported by users in the "Unofficial" Carenado forum. There is no "Official" Carenado forum which is very strange way of supporting customers.

Enroute

West Palm Beach behind us, over the sea

Okay we are now cruising at 9,000 feet, I don’t want to fly too low over water as I can’t swim. After passing West Palm Beach VOR (PBI) we turned left outbound R-125 on airway BR54V towards MRLIN intersection.

The navigational challenge for this flight is this intersection. For that we have changed our navigational setup with PBI set on NAV2 (GNS430) with OBS 125 and our destination Freeport VOR/DME (ZFP 113.2 – Freeport) on NAV1 (GNS530) with OBS 090 (radial 090 inbound ZFP). So, we should be at MRLIN when the CDI aligns on the PFD (NAV1) as well on the VOR2 (NAV2) which is kind of hidden behind the virtual joke. Kind of a Carenado nuisance but doable. MRLIN is 20nm outbound PBI and 57.3nm from ZFP.

MRLIN intersection

The picture on the right shows when we are a couple of nautical miles near MRLIN, as you can see I had to move the yoke out of the way (for that I had to put the AVSS on either heading hold or course hold). The VOR2 shows we are nearly aligned (nearing intersection), the indicator on the PFD unfortunately was set to GPS (magenta) instead of VOR, and therefore it is not showing the alignment I wanted to show at the time I took the screenshot.

As a preparation for the next phase of flight I have also tuned the ADF to the Freeport NDB (ZFP 209.00 KHz). NAV1 is as mentioned, set for the Freeport VOR/DME as active frequency (for tracking MRLIN as well) and on NAV1 standby I have already put the Freeport Localizer (IZFP 109.70).

12nm arc to intercept ILS at Freeport

Past MRLIN intersection we turn left heading 087 degrees for a 40nm leg to MUNRO intersection on the BR64V airway. Planning to pass MUNRO at 5,000 feet.

At MUNRO continued R-090 inbound Freeport. 12nm from Freeport we turned right for the 12nm arc towards HOLIR interception where we should be at 2,000 feet as we intercept the Freeport ILS to runway 06.

That got a bit tricky because I did not go through the VRB VOR/DME on departure so the GPS kind of skipped it and lost tracking. I tried to change the active leg on the GPS with no success. I don’t know if that is a Carenado bug or what.

Approach & Arrival

ILS 06 Interception analysis

As we finish our 12nm DME arc we find ourselves at the 064 radial of the ILS 06 at Freeport, Grand Bahamas (MYGF).

Please do remember, the charts I got as well as the descriptions are for simulation purposes only and therefore not current!.

I could not find any decent scenery for FSX for Freeport. This was my 2nd time on this “virtual” airport. My first time was years ago with a virtual flight from Miami (KMIA) with thunderstorm and doing my first flight simulation video.

Landing was kind of okay but not perfect. I used REX Latitude to grade the flight but forgot to add the correct aircraft profile so even though my landing speed was right on the spot, it said it was too slow.

Approached at a descent rate of –504 feet/minute and landed at –165 feet/minute at 85 knots.
Used up 26 gallons of fuel as expected and completed the flight on time as well, great!

The next leg (#2) of the delivery tour will be from Freeport to Nassau, just slightly shorter hopefully with more challenging weather. Leg #3 will take us to Cuba.

You can find the video of this first leg on You Tube. Make sure to share it or like it :-)

Caribbean Adventure – Caracas to St. Maarten

2013-09-11T20:12:00.001-04:00

Having completed the Panama Air Rally 2013 which was mostly a GA adventure ending with a jet on the only ILS approach possible on that tour, I am now setting into a new adventure.

The purpose of the Caribbean adventure is to utilize several aircrafts, among which the Boeing 737-800 (stock), the BAe Jetstream 41 (PMDG), the Piper Seneca II (Carenado), the Twin Otter 300 (Aerosoft) and perhaps the stock Beechcraft King Air 350 and Cessna Cargo Master C250B.

The adventure which is still being planned would start with the Boeing on the route Caracas to Trinidad & Tobago, two major airports with ILS.

The tour would be island hoping in the hopes of encountering interesting FSX destinations traveling above the water expanse and approaching into islands. Obviously most of it would be Instrument Flight Rules (IFR) at either dusk or dawn with hopefully challenging weather conditions, either real time or induced should the real time weather be too boring. And who knows, should the IVAO ATC be online even better!

So, if you would also like to embark into this adventure let me know by sending me a Tweet at @aviationweb . Now, if you fly VATSIM feel free to fly the tour as well though we wouldn’t be able to see each other online.

Jetstream Chronicles: Bahia Solano to Tocumen

2013-08-27T17:14:00.000-04:00

As you can see from my virtual hangar, I have a British Aerospace Jetstream 41 (ICAO: JS41) turboprop made by PMDG.It cost me dearly but have mostly stayed in the hangar except for some test flights. I read the Pilot Tutorial (93 pages) and the other docs, countless Tips & FAQS but attempts to use it nearly always terminated in one or two engine fires right at the apron. Mostly after I pressed the engine start buttons and if not right at the moment I tried to begin taxi. Quite frustrating if you spend nearly an hour going through checklists in a virtual cockpit (not as comfortable as a real cockpit). But despite the fact that PMDG wasn’t interested in producing a service pack to solve the cockpit state issues, it remains an add-on of very good craftmanship (except for the woes). So, rather than wasting my time running the checklists to end in engine fire I have opted to use this a/c with engines started and program the FMC and set the instruments.

So, today we will fly from Bahía Solano to Panama. I tried this many months ago with the JS41, the first time the engines melted down at the apron. The second time I was 80% into the flight and started descent and had troubles descending and slowing down (something you can’t do at the same time in this a/c) so it overstressed and it was game over, for that see my post “Virtual Incidents & Accidents: Jetstream 4100”. The Jetstream stayed in the hangar since then in 2010… Until now!

Here is our flight plan made with the excellent Plan-G planner. It will be an IFR flight in the Jetstream 4100 from Bahía Solano to Tocumen Intl. airport in Panama. Initial altitude will be 6,000 feet, then when approaching the border with Panama we would temporarily climb to 7,000 feet. Flight Plan is as follows:

SKBS BHS dct DAKMO/A070 a317 ITAGO a317 TBG MPTO

Departure – Bahía Solano

We will be departing (engines started) from Parking #2 of the José Celestino Mutis (ICAO: SKBS, IATA: BSC) regional airport at Bahía Solano in the province of Chocó, Colombia. [runway picture. Twin Otter real life landing at BSC). The stock FSX airport is just crappy so based on aereal recoinassance I made a quick & dirty reproduction. The airport is at 81 feet but in FSX with the mesh it appeared at over 400 feet. The best I could do was move it slightly and accommodate it at 4 feet. However just like the real airport, it is surrounded by a lot of vegetation and hills.

The FMC has been programmed already, Tuned both NAV1 and NAV2 active frequencies to the Ambalema VOR/DME (ABL: 112.70) with OBS 317. It is way back near Bogota with a range of 200nm so I used it to get the initial intercept towards DAKMO but the signal will vanish prior to getting there. The heading bug is set to 343. NAV1 standby frequency set to La Palma VOR (PML 113.10) and the ADF tuned to the Bahia Solano NDB(BHS 244.0 kHz).

So, at about 05:45 AM (UTC-5) after configuring the PMDG Jetstream for take off configuration. V1 and Vr are 103 knots, V2 110 knots, Flaps 9, set torque to 100%, turned off taxi lights, all others on, Ground Spoilers armed.

Slowly pushed the Condition lever out of Taxi to 100% (flight), let it stabilize a bit and then slowly pushed the throttles forward let it build up a bit, brakes relased, the aircraft started to move slowly and you wonder whether you are going to clear the end of the runway. It continues, 70 knots callout, speed picks up and I am near the last quarter of the runway (35), V1 and Vrotate callouts.

I gently pulled the yoke maintaining the a/c on a steady climb following runway heading. Cleared the tree and small hill at the end of the runway. Positive rate of climb callout, gear up… 700 feet AGL retracted flaps to clean configuration. We have the 1965 ft. Cerro Mutis on our left.

The a/c flew above the town of Bahia Solano and into the bay of the same name and Point St. Francisco Solano to our left. Past the Bay of Nabugá and Gulf of Cupica on our right as we head inland to intercept the ABL radial. Then at 200nm outbound ABL the signal goes out as expected.

By now I am at our initial cruise altitude of 6,000 feet continuing heading 347 towards DAKMO. DAKMO intersection is right on the border of the Colombian and Panamanian airspace over the mountains of Darien province, as we neared I climbed further up to 7,000 feet.

Cruise
Jetstream 4100 at 7,000 feet over the mountains of Darien. Passed DAKMO intersection but continuing on the same heading. Now I have the PML VOR on NAV1 & NAV2 with Taboga VOR/DME (TBG 110.00) on standby and the Taboga NDB on the ADF. Unfortunately PML has no DME. I set the OBS1 to PML R-239 to mark our arrival to the ITAGO intersection on this heading (311). Once cleared the mountains I decended to 6,000 feet again.

Passed ITAGO above the Gulf of Panama, the beautiful Pearls Archipel is ahead with the big San Miguel island coming soon in sight. Started planning for the approach which is very tricky with this aircraft. First reduced the speed to around 190 knots, reduced torque to start a descent to 5,000 feet. I reprogrammed the Jetstream’s four speedbugs to 123, 108, 110 and 125 knots respectively for about 20,000 lbs of weight at landing. The last speed being that for Flaps 25.

Arrival
Just prior to reaching ITAGO I had swapped NAV frequencies so that I had TBG on the active and could track the inbound radial (R-311).

A few nautical miles prior to reaching TBG turned right, swapping frequencies yet again so that now I had TBG on NAV1 standby and on NAV2 active and on NAV1 active I had the Tocumen (ICAO: MPTO, IATA: PTY) Runway 03L ILS (INAT 110.70). Here with a beautiful view of Panama city, the Pacific Ocean entrance to the Panama Canal and the equally beautiful Amador Causeway with its three islands (Naos, Perico & Flamenco). My interactive Weight & Balance sheet is now tucked in. Currently at 3,500 feet and intercepting the ILS with OBS set to 030 degrees (pressed V/L on the autopilot and set 030 on the CRS to set intercept heading on the Jetstream). RPM set to 99%, APR armed

It was still early morning and as I approached MPTO there was a low cloud cover making it impossible to visualize the airport, anyway there is the HIS where I was already aligned. At this moment I disabled the altitude hold on the autopilot, enabled the Approach mode and I could see how the a/c maintained horizontal alignment. The EHSI showed it was right on the glideslope, descending gently, still no runway in sight, all is white on the windshield.

The time passes, still nothing in sight just whiteness… kept on monitoring the instruments, aligned to ILS, still right on the glideslope. Suddenly just underneath the blanket of mist I could see the treetops of the mangroves near Tocumen. I was coming at 180 knots, couldn’t make the target of 170 knots. I judged better not to use flaps because Flaps 9 would cause this a/c to either balloon or try to stay afloat above the runway.

More hidden treetops and then some point slightly above Decision Height and suddenly there it was, God gracious! Runway 03R. Disengaged the autopilot and continued the final approach visually.

Landed on the sweet spot, a little flare and then when fully landed reverse thrust to slow down the beast. Spoilers deployed (automatic), applied brakes. When it slowed down to 70 knots I disengaged reverse thrust to taxi out of the runway.

The problem is, apparently with the throttle when you notch it out of reverse (there is a detent) the simulator tends to interpret it as thrust applied and there it goes again. I had to vacate the runway via taxiway F at the end of 03R.

Here a nice misty screenshot from the cockpit as I neared the Tocumen passenger terminal (scenery by Tropical Sim).

And finally I arrived to the gates and went through the shutdown checklist. Didn’t check how much fuel it consumed though… But no aircraft was lost in this operation

The Jetstream 41 from PMDG is a pleasure to fly, it is a bit of a medium maintenance a/c during the whole flight, especially if you get icing conditions or engine overheat which must be monitored closely.

Simulation Events
As I mentioned this PMDG is highly demanding with resources as well. This time I was just crossing ITAGO when I clicked on the instrument panel and the simulation crashed (I get that most often with this PMDG). I had to start all over, but rather than redoing it, I took off from SKBS, took the a/c to cruise altitude then slewed it to the geographical position where the simulation had crashed and continued thereon.

I have a realtively power PC with 4GB so I am considering getting a full 6GB or 8GB (I had 6GB but the memories got damaged due to spikes).

Panama Air Rally 2013 Final Leg

2013-08-21T13:21:00.000-04:00

Unfortunately due to other commitments I can’t do as many virtual flights as I would love to. Therefore it took me eight months to complete the 789 nautical mile round-the-country tour of Panama using Microsoft Flight Simulator X.

The last leg was just like the one before, 69 nm from Rio Hato airport using Lord of Wings Flight Simulation add-on scenery via UKATI intersection to Taboga VOR/DME and finally to Tocumen International Airport.

This was pretty much the only leg where you could use a commercial jetliner.

In this category of aircraft I am afraid I only have stock aircrafts in my hangar. There are many freeware a/c for FSX but they either lack a descent 3D virtual cockpit or have textures and models that are just not fine enough for my taste.

So for this last leg I chose the stock Boeing 737-800 with the KLM livery, one of my favorite airlines. Took off from Rio Hat (ICAO: MPRH) runway 36 with just enough fuel to be lightweight. In this screenshot (sorry, the only one I took) overflying the Chame civil airport by Lord of Wings Flight Simulation which replaces the stock airport which is just a bare runway with nothing familiar around it. This add-on, reproduces some of the surroundings such as fences, a/c parkings, roads as well as the airport runway. Buildings are just stock because the author was not allowed to take pictures of the airport or its buildings by the police (yes, Panama is weird, still some of the dictatorial stuff remains) and therefore unable to design them in 3D.

UKATI is just near Rio Hato which by the end of the year will sport a brand new runway and passenger terminal after way too many years of abandonment. After UKATI I flew to DAMAX intersection on the same airway which is just on the Chame insel just ahead.

From there on to Taboga island making use of the VOR/DME (110.00) of the same name (NDB available as well). Finally just prior to reaching Taboga I swapped the NAV1 frequencies to put TBG on standby (ADF still on TBG) and the INAT (110.70) ILS for runway 03 of Tocumen International (ICAO: MPTO) on the active frequency.

From there on passing at around 3,500 feet and intercepting the ILS both laterally and on the glideslope for an unventful touchdown at Tocumen.

About Lord of Wings Flight Simulation

Lord of Wings Flight Simulation is a developer of a relative large collection of Panamanian regional airports (still in development). You can follow development on:

Lord of Wings Flight Simulation ® on Facebook

Lord of Wings Flight Simulation ® on Twitter (new)

Lord of Wings Flight Simulation ® You Tube channel

Which is being developed under current sponsoring by Coralys Design & Consultancy under the brandname “Panama Lite X ®”

Panama Air Rally 2013: Colon to Rio Hato

2013-07-12T15:51:00.000-04:00

Today we will do the 9th leg of the Virtual Pilot Association’s Panama Air Rally 2013 leg #10.
Our flight plan has as departure airport the city of Colón and as arrival the Rio Hato airport. Upon departure we will do a 7nm DME arc procedure during climb prior to heading to the coast. The plan was filed as YFR, that is starting IFR at Colón with a cruise altitude of 4,000 feet (westward) and then at DAMAX we change to VFR rules at 2,500 feet. I will be using FSX as usual and remember, whatever is described here is not meant for real life navigation!

The Aircraft
As I have done in most of this tour, I will be “flying” the very nice Piper Seneca II (PA34-200T). It is an excellent product by Carenado I will review on this blog later on.
We will be cruising at about 120 knots at 4,000 feet with this beautiful twin propeller aircraft. The flight plan estimates a fuel usage of about 12 gallons but I will load it with 50 gallons.
Yet again this flight has been tailored to practice some IFR procedures, while the a/c has a Garmin GPS I will be “flying” it by instruments.

Departure – Colon airport
We will depart from the Enrique Jimenez airport (ICAO: MPEJ) in the city of Colón, province of Colón - Panama Vibes in Panama. The scenery is an alpha version of Lord of Wings Flight Simulation’s MPEJ crudely based on the original airport. In real life it is being fully renovated with a new terminal building and runway suitable for a 767 aircraft.

After going through all the Piper Seneca pre-take off checklists we taxied to runway 36 with lateral winds. Take off took place at around 12:24 local time (UTC-5).

From the picture on the left you can see the Seneca II climbing while beginning to intercept France Field (FNC 109.00 MHz) outbound R-126 for 7 nm. After take off checklist was completed and began adjusting the aircraft for cruise, this required tuning the mixture and setting the propeller RPM according to the checklist.

NAV1 tuned to FNC active and TBG (110.00 MHz) standby, NAV2 with TBG active. The heading bug was set to runway heading (360 degrees) and OBS1 to 126 degrees so that we could easily start intercepting R-126.

Cruise

The screenshot on the right shows the aircraft as I was doing the 7 nm DME arc around the FNC VOR/DME. The arc started at outbound R-126 and ended at R-191. For this I monitored the DME to maintain the 7 nm as much as my dexterities allowed and periodically adjusted the OBS1 at intervals of 10 degrees starting at 126 in order to do the DME arc. At the end of the arc we would be again above the Gatun lake.

Now as we completed the DME arc at 12:50 we have our instruments set to start heading out on FNC R-191 towards MULPO intersection. MULPO is 15.7 nm outbound FNC.

Have got to love this Piper Seneca for IFR, it’s just a pity the large engine cowls obstruct much of the side views.
Reached MULPO at 12:56 local time. In this leg I set OBS2 to Taboga R-259 since I had tuned TBG VOR/DME on NAV2.

Well our next leg on the same course is NEMER intersection 27nm outbound FNC R-191 but it is also intersected by TBG T-259. That means that when I saw the CDI of VOR2 aligning, I was reaching NEMER. I should have been some 32nm from Taboga but I was slightly off course to the west.

Skies are clear and there is no turbulence, what a beautiful day though for simulation purposes a bit of thunderstorms would have been nice. Now we are heading 153 without any VOR to help us to/from. The only help here is that I had the ADF tuned to TBG (311.00 KHz).

Well actually we were now heading towards DAMAX intersection above the Chame gulf near Punta Chame. In preparation for the turn I set OBS1 to 236 degrees as NAV1 was already with TBG active.

And the moment came, at 13:14 reached DAMAX intersection which is 15 nm outbound TBG, it marks the beginning of Victor airway V19 (FSX). At this point I turned right heading 236 (already in OBS1) and descended to 2,500 feet because my flight plan was filed as switching to VFR at this waypoint. [Editor's Note] It is actually recommended (see comments) to climb to at least 4,500 feet due to the proximity of two high hills/mountains. FSX default mesh is very poor at depicting Panama's elevation profile and even though I use an improved mesh (freeware), it seems to lack some. The actual leg from DAMAX flies above Chame Hill which Google Earth reports with around 1,600 feet.

A few miles past DAMAX we overflew the Chame airport, this time with an update from Lord of Wings Flight Simulation as well.
Chame airport is located in the province of Panama - Panama Vibes, the 2nd province we overfly in this flight. The stock airport in FSX is very disappointing, this update makes it a bit more like the real thing but not quite because the Panamanian police does not allow to take pictures of the airport buildings even though the law says that such prohibitions should not take place unless there is a law that says that, but well, that is Panama.

After DAMAX we continue tracking TBG outbound R-237 towards UKATI intersection, again we reach UKATI by tracking the TBG radial and monitoring the DME.
Also remember, UKATI intersection is just off the side of the Rio Hato airport, our destination.

Approach

All right then! the weather is good and visibility is excellent. There are no navigation aids at Rio Hato (MPRH) in the province of Cocle - Panama Vibes, Panama. We overflew the airport in a crosswind leg and the screenshot shows the Piper on the downwind leg with the Rio Hato airport. Yet again a better rendition in Panama Lite X based on the airport’s glory times by Lord of Wings Flight Simulation. Here you can also appreciate the rocky island just off Rio Hato which serves as a good reference point for our visual approach.

Currently this airport is also undergoing a complete renovation. It will finally have a passenger terminal building, a runway as long as the original for international flights and the Panamerican Highway will go underneath in a tunnel rather than crossing the runway right through its midpoint. It is not known (everything is secret in Panama) whether there will be navigation aids added to this airport.
After the downwind leg I set the heading bug to 90 degrees for the base leg and turned in that direction keeping an eye on the altitude and the visual references. The approach checklist was completed and as I turned into the final leg the aircraft was in landing configuration.

The virtual aircraft was landed safely on Rio Hato’s runway 36 and proceeded to the apron and then close the flight plan. This was flown online on the IVAO network but unfortunately (and almost as usual) there was no live virtual ATC coverage anywhere in this airspace. I guess next time I will just use the FSX crippled ATC.
After the a/c was on blocks the shutdown checklist was completed, the Carenado checklists have a few omissions. The a/c was again in its cold & dark configuration ready for the next flight. We used up 11 gallons of fuel against the estimated 12 gallons.

You can also watch the video of the approach to Rio Hato (base leg onwards) on You Tube.

If you are a flight simulation enthusiast using FS9, FSX, Flight Gear or X-Plane and you like to “fly” in Panamanian virtual airspace, we invite you to join our (closed) group on Facebook called “Aviacion Virtual en Panama”. But do remember that conversations are on topic only! Add-on scenery (in progress) by Lord of Wings Flight Simulation’s Panama Lite X.

Air Rally: Bocas del Toro to Colon on Piper Seneca II

2013-05-23T16:22:00.000-04:00

Woohoo!!! had a little free time to do another virtual flight. This time the next leg (#9) of the Panama Air Rally 2013 as I promised. Naturally I will use FSX, still wonder why there are people still sticking to FS9 as if it was the last thing on earth! they don’t know what they are missing!

Yet again we will board our beloved twin motor Piper Seneca II (Carenado) loaded with 50 gallons of fuel of which according to the FSX flight plan we are expected to use 24.2 gallons.

The realtime weather wasn’t very challenging (clear skies) so I opted to use Heavy Thunderstorms instead. To make it more interesting the departure was 05:35 local time (UTC-5) from Bocas del Toro (MPBO) which is pretty dark. It is important to watch the instruments to fly the departure and not lose orientation, don’t want to ditch into the water.

I filed a YFR flight plan (starts IFR, terminates VFR) though the idea is to rely on instruments. Cruise altitude was 5,000 feet and the destination would be the Enrique Jimenez international airport in Colon city, Panama.

Charts! we have got to have charts. Got them for both Bocas del Toro and Enrique Jimenez. Unfortunately one dates back to 1998 and the other 2006 but anyway this is only simulation. I would prefer to have current charts but sadly –and unlike the civil aviation authorities of other countries- the Panamanian Civil Aviation Authority does not make these publicly available (shame!) so you have to buy them even if you are just a flight simmer! I am used to having current charts but what can I say, it is the third world!.

Departure

We will depart from the Bocas del Toro Intl. airport (ICAO: MPBO) in Isla Colon, Bocas del Toro Panama. The airport scenery is that made by Rhett Browning (wherever you are man, you dropped off the face of earth) for FSX back in 2008. One problem though… back then the airport did not have airport lights,! Since a couple of years ago the real airport does have runway edge lights. Luckily I am a relatively experienced FSX scenery designer so I amended the scenery (found here at the “Aviacion Virtual en Panama” Facebook group) to include runway edge lights. I also attempted to add lights to the terminal building but that didn’t work.

If you would like to know something about the beautiful and lively Bocas del Toro visit the Bocas page at Panama Vibes.

Motors started! all systems checked. METAR indicated winds 327 degrees at 18-28 knots, woohoo! this calls for taking off from runway 26. Cross wind component is 15-25 knots. Looked at my charts and I will be doing the GEMER ONE departure. Please keep in mind this chart dates back to 1998 so not to be used for real aviation (I am not a pilot either!) you have been warned.

Radios… NAV1 set to BDT active (114.90) and FNC standby (109.00), NAV2 set active to FNC. OBS1 to 272 degrees and heading bug to 115 degrees.

Took off from runway 26 following heading 272 at 05:40 local time with 50 gals. Gears up, trimmed aircraft for a steady climb. The Piper can climb at a maximum of 1400 ft/sec but I trimmed lower. Upon reaching 1280 feet over the water I initiated a standard turn to intercept BDT R-115. Now inbound to Bocas del Toro VOR/DME to be crossed at or above 3,000 feet. As you can see in the screenshot it is pretty dark out there (and peaceful), I didn’t have coffee though to accompany the virtual experience.

As I saw the VOR indicator switch from TO to FROM I turned to follow BDT outbound R-102 which was now on my OBS1. Now we continue on this radial straight to GEMER intersection 25.3nm east of BDT. In the meantime I enjoyed the beautiful views of the faint lights in the horizon while surrounded by darkness while settling comfortably at 5,000 feet, altitude hold engaged, cowl flaps are closed, mixture leaned properly for this altitude and throttle set for 2,500 RPM.

Cruise

Continuing on airway G440 I passed GEMER intersection and then (see photo) 18nm further the “Escudo de Veraguas” Island was on my right at 06:10 local time with the beautiful caribbean coast of Panama at the distance. This part mostly inhabitated. On this 48.3 nm leg to PUDOS intersection on the same airway.

Sad news is I confirmed –given I regularly do IFR procedures on this simulated aircraft- that the Carenado Piper Seneca II has some VOR alignment issues but given the age of the product I doubt they will fix it (Note: The developers of the Aerosoft Twin Otter did resolve this issue when I ran into the same problem with their a/c- I normally not use the GPS anymore unless lost but I use it to check the simulated a/c. As you can see in this screenshot, I was flying right on the radial (outbound BDT) and yet you can see the CDI shows as if I was some 5nm off course (south of the radial).

Passed PUDOS and took a shorter route now, rather than following to KIKES on G440 which would take us farther, I turned left heading 091 direct to MULPO intersection (no airway). This leg was 68 nm and no radial to follow, hum, tough… So how on earth do I know when I reach MULPO?

Remember I set NAV2 active frequency to FNC (France Field VOR/DME)? in addition to that en route I set the OBS2 to 014 degrees. MULPO happens to be an intersection in airway V3 that goes straight to FNC, the Enrique Jimenez airport’s VOR/DME. and MULPO is some 15 nm from FNC. So by having 014 (our initial inbound course to MPEJ) and NAV2 the CDI of VOR2 would indicate when –while on the leg from PUDOS to MULPO- I was intersecting the inbound radial. Now luckily winds were not strong.

By the way, at 06:30 local time my route changed from over the water (I can’t swim!) to inland at some 42nm inbound FNC.

Approach

Here comes my favourite part of every virtual flight (other than the takeoff) and that is the approach whether it is visual or instrumental. On MULPO our flight plan changed to VFR for the sake of the tour but I prefer the instruments. Reached MULPO at 06:48.

Anyway, we have the whole of Gatun lake underneath us with several islands as visual reference. Also, to our left at the distance we should see (VFR conditions) the Gatun Locks of the Panama Canal and the Chagres river mouth on the Atlantic coast.

We are reaching the Enrique Jimenez airport (MPEJ) in the city of Colon, province of the same name in Panama. Its terminal VOR/DME is France Field (FNC 109.00). In real life this airport is being totally refurbished to make it suitable for international flights, in particular to be able to receive aircraft as big as the Boeing 757-200. It will have a runway 2,700 meters long with a new terminal building. Of course, the FSX scenery doesn’t reflect that and unfortunately information is hard to get in Panama. If you want to learn more about Colon visit Panama Vibes.

At about 27nm from FNC I initiated descent to 3500 feet, lowered RPM to 2400. At MULPO turn left heading 018 towards GATUN fix, 12 nm to go. Continued to GATUN fix which I had to reach at about 2100 feet. The screenshot on your left shows the moment the Piper was at MULPOS turning towards GATUN fix with Gatun lake all around us, the Piper is not very suitable for watching out the window.

At GATUN I had to adjust my OBS again to the actual runway heading. My virtual flight was terminating at MPEJ runway 36.

Arrival

Yeah! arrival, things are getting a bit stressy but I have no plans on failing this approach. Having passed GATUN fix then came MELIA the last fix at 1200 feet, in real life we should be able to see the Melia Rainforest Resort, would be nice to have in FSX.Maybe I should add a stock resort for the sake of visual references.

As you can see on the screenshot I had runway 36 in sight. The FNC VOR/DME is not aligned to the runway so we should do the approach taking that into consideration but at this moment it is a visual approach. This stock FSX airport does not have runway lights but I don’t need them now.

Finally landed safely at 06:50 with my lovely Piper Seneca II from Carenado, I was pretty much satisfied with the virtual flight. The tank had 32 gallons of fuel left, meaning I consumed 18 gallons instead of the estimated24.2! yeah! fuel economy, I am getting better at that.

Flew 161 nm from Bocas del Toro to Colon in this beautiful virtual bimotor plane, saved some fuel that I can use for next leg and filed my PIREP with Virtual Pilots. A total of 1:30 hours of flight, part of which under instrument conditions (total darkness), the kind of virtual flight I like. I love night approaches too, but not many airfields in Panama have night lights, even less in the FSX simulator.

WHAT NEXT?

For one thing I will continue flying my Carenado Piper Seneca II, if not then my Aerosoft Twin Otter. The Twotter is more suitable for visual approaches.

The stock MPEJ airport while okay is definitely not up to standards and certainly not up to date. As soon as I landed I took it upon myself to do some quick scenery to improve this issue. Will try to create it based on the little information that can be obtained about the new airport. At least the new runway length, add the runway lights, improve on the surrounding landclass, and why not add the Melia resort “look alike” to use a visual reference? When done I will post it at our “Aviacion Virtual en Panama” Facebook group.

So my dear readers, whether you are a lucky real life pilot or an enthusiastic (like me) flight simulation (and aviation) fanatic like me, keep flying, keep learning and keep sharing! If you are interested in the happenings of virtual aviation within the confines of Panamanian (virtual) airspace, visit our Facebook group. And I also encourage you to visit PanamaVibes.com main site or the Panama Vibes articles section to learn more about our tropical country.

Panama Air Rally: Leg 8 David to Bocas del Toro

2013-05-19T22:24:00.000-04:00

Wow, it has been nearly a month since my last virtual flight which happened to be Leg #7 of the Virtual Pilots Association Panama Air Rally 2013. We will be loading realtime dynamic weather to fly online using FSX.

Our Flight plan will be YFR, starting with IFR from Enrique Malek in David, Chiriqui terminating with VFR in Bocas del Toro. Will be using our IFR equipped Piper Seneca II. I used the excellent Plan-G flight planner. Remember this is not to be used for real aviation!.

Departure from David
We are on our beloved Piper Seneca II (Carenado) with Lord of Wings livery. The aircraft is at the ramp where I had already performed the checks on the control surfaces.
It is rainy on the Enrique Malek airport (MPDA / DAV) currently winds are 210 degrees at 10 knots so I will be departing from runway 22.

Prior to departure I tuned NAV1 to DAV VOR/DME (114.30 MHz) in the active frequency and BDT (114.9 MHz) on standby. OBS1 set to 030 our outbound radial.

Tune NAV2 to BDT (Bocas del Toro) VOR/DME with OBS2 to 352 degrees, our inbound radial to Bocas del Toro from OSITO to URUGA (still v15 but different direction) just prior to the DME arc.

The ADF to the DAV NDB (350.0 kHz). Departure time 17:40 local time (22:40 UTC) and we are scheduled to arrive shortly before sunset.

Taxied via the parallel taxiway to the head of runway 22 until cleared for immediate takeoff. Climbed runway heading, passed 1,000 feet, gear up and initiated a sharp turn to intercept the David (DAV) VOR/DME we had just left behind. The plan calls for intercepting DAV outbound R-030 to our first intersection, EGULA and continue climbing to 11,000 feet. Not only was it rainy but there were also distant thunders and a lot of turbulence. Very quickly during climb the aircraft found itself surrounded by clouds above and below. It is nice to see turbulence in FSX with a good a/c, in fact this was perhaps the first time I actually experienced weather in this area that closely resembles what is present in real life.

Cruise
During climb it was necessary to periodically adjust the engine fuel mixture until I settled at 11,000 feet. We are flying east under IFR rules. We need this altitude to safely clear the mountain range that divides the Pacific and Atlantic sides of Panama.

On our departure we flew from DAV to EGULA on R-030 (outbound) via Victor Airway 15 following to ETATI. There is a more straighforward route on Victor Airway 17 following ASEGO and ATOBA but that would require clearing much higher mountains in the vicinity of the Barú Volcano which is usually very cloudy, therefore my choice for V15.

Passed ETATI at some 20.6nm outbound DAV, fly over La Estrella dam/lake and we need at least some 7 nm (passed ETATI) more to clear the highest part of the mountain range. We would then pass the western end of the Fortuna lake and continue flying DAV R-029 to OSITO some 13.2nm from ETATI so we must keep an eye on our DME.

Okay, at OSITO we must make a left turn towards URUGA on the Atlantic coast. There are two ways to know when we reached OSITO (remember, we are still on IFR), do you know which? Well, for one thing OSITO is some 33.8 nm outbound DAV. The other is with our VOR2 instrument, do you remember we tuned NAV2 to BDT (our inbound VOR/DME)? OSITO is about 18.2 nm southeast of BDT and remember we set OBS2 to R-352? well, when we see that the CDI of VOR2 aligning it means we are approaching the inbound radial that would take us to URUGA intersection.

At this point both our NAV radios are set to BDT so it doesn’t matter whether our DME is tuned to NAV1 or NAV2. We continue from OSITO to URUGA intersection just at the coast of the Gulf of Bocas del Toro.

Approach
Some point (around 6nm) after OSITO we can safely initiate our descent. We must reach URUGA intersection at or above 6,000 ft.

The picture on the right shows our cockpit when we are at our IAF URUGA. URUGA is 10nm from BDT and is the point where we turn right to start doing our 10nm DME arc on the Bocas del Toro (BDT) VOR/DME. At this point we switch our flight plan to VFR (Visual Flight Rules) but I will be using the instruments for guidance as well (it’s nice).

Well as you can see the Piper Seneca is very nice for IFR but unfortunately (at least for flight simulation) it is not too suitable for Visual Flights. With its large engine cowls it is very difficult to appreciate anything via the side windows.

Now we are tracking our DME arc, you know the drill, we use VOR1 and periodically adjust OBS1 to a new radial until we arrive to our inbound radial for the final approach.

The picture on the left shows our beautiful aircraft above Loma Partida on the mainland near URUGA. For visual references we go almost through the middle of the peninsula of Loma Partida towards the north northeast edge of the adjacent Popa Island.

Then we continue the DME arc towards the eastern point of Bastimentos Island and contine the DME arc until we are 10 nm out and intercept BDT inbound R-262 which is our initial fix. We must be here at around 1,600 feet and turn left straight to runway 26 more or less flying along part of the shores of Bastimentos. At 5 DME we must be at 1,400 feet.
Unfortunately nearly on finals I missed alignment (BTW remember the VOR is not aligned to the runway!) and I had to put the gear up, apply full throttle and climb I declared a missed approach. Sadly I didn’t have my chart at hand so I did not do (shame on me) the proper missed approach procedure. However I will describe it here.

For the missed approach climb heading 271 until 8 nm outbound BDT. For visual reference this point is right at the mainland coast opposite to the runway end. At that point you do a sharp turn right to intercept BDT inbound R-104, overfly BDT and at DME 10nm we do our approach to runway 26 again.

Arrival to Isla Colon, Bocas del Toro
I did my second attempt with waning daylight thus making it more challenging after my sad mistake.
I was using the excellent FSX Bocas del Toro airport scenery by Rhett Browning. Unfortunately this scenery is already old meaning it does not have runway lights for night approaches. The real Bocas del Toro (MPBO / BOC) airport does have runway lights so we must soon do an refresh update to the runway.

On my 2nd attempt I managed to land and taxi to the terminal just in time for sunset.

This virtual flight was flown online but during the whole flight there were no nearby aircrafts and no ATC coverage. Sadly the only airport in Panama that seems to get ATC coverage online is Tocumen (MPTO). Even more unfortunate is that my fellow Panamanians have not made it any easier to organize ourselves to have a more interesting virtual airspace.

My next flight will be the next leg of the tour, from Bocas del Toro to the Enrique Jimenez airport in Colon city, Panama. Until then have safe virtual flights and remember to follow me on Twitter (@aviationweb), the Panamanian scenery development for FSX on the Lord of Wings Flight Simulation Facebook page and of course this blog of Virtual Aviation.

Last but not least if you would like to know a bit more about Panama, our little Central American country then make sure to visit Panama Vibes or the Panama Vibes Articles section.

Panama Air Rally leg #4: Albrook to Pedasí

2013-03-05T21:24:00.001-05:00

It is time for another exciting VFR trip with IFR practice in the virtual airspace of the Republic of Panama! As usual we will be using the Microsoft Flight Simulator X. This article describes the 4th leg of the Panama Air Rally of the Virtual Pilots Association.

Flight Brief

Our flight will be a total of 116nm departing from Marcos A. Gelabert (MPMG/PAC) in Albrook, Panama city, Panama to the old Pedasí airport (MP00 in FSX) in Los Santos, Panama. We will cruise at 6,500 feet. We loaded 60 gallons of fuel but expect to spend 18 gallons.

We will be using our trusted Piper Seneca II (Carenado) with custom livery. Here in this photo we the airport terminal and the Panama Ports’s cranes in the background.

Departure
Now we are at the holding point of runway 18 at MPMG and awaiting permission to enter the runway. We are setup for departure with VOR 1 tuned to the Taboga VOR/DME (TBG 110.00), the ADF to the Taboga NDB (311.00), OBS 1 to 183 and the heading bug to 235 the course of the next leg. Here with the Panamanian flag waving proudly at the top of Ancon Hill with Albrook Mall in the background. Albrook airport and Panama city scenery courtesy of Victor Brumley.

We are airborne, winds 330 degrees 09 knots. As we climb keeping runway heading we see the Panama Canal Administration building on our left at the base of Ancon Hill.

We continue climbing past the hill on our right next to Panama Ports. Flaps up, Cowl flaps open.

OK, we have cleared the hills and we turn left R-183 inbound Taboga (TBG). Still enjoying the scenery of the beautiful but chaotic city with the Bridge of the Americans and the Miraflores Locks of the Panama Canal in the background.

We continue climbing and we should soon be crossing the Taboga VOR (11nm) atop the island of the same name.

En Route
We have crossed Taboga VOR/DME (did you see the instrument?) and we turned right tracking Taboga outbound R-235. This leg will be 15.1nm to the DAMAX intersection.

In the meantime here in the vicinity of Taboga we can see the Howard airport (MPHO) nowadays renamed Panama Pacífico (MPPA). We still keep the ADF and VOR 1 on TBG VOR/DME.

Now we are approaching DAMAX intersection which should be near the base -but over water- of that tip of land called Punta Chame. At that tip there used to be a short dirt landing strip which is closed nowadays.

We passed DAMAX at 6,500 feet and went over the Chame mountain and here we see the Chame airstrip (MP24) below the starboard engine. Here a somewhat enhanced version based on real life from the Panama Lite X preview.

On this leg we keep cruising outbound TBG R-237 for 25.7nm towards UKATI intersection.

At this point we are right at UKATI intersection with the Rio Hato airport (MPRH) in sight. Here showing the Panama Lite X version of the airport.

This airport has always had the Panamerican highway cutting it in half (no tunnel!). Nowadays it is being totally renovated with a tunnel, new runway and a passenger terminal to become the newest international airport in Panama. Past UKATI we turn left heading 218 for 29.7nm. Time to tune the Chitre NDB (CHE 440.00) on the ADF. To help us finding the CHE NDB on the Chitre airfield (MPCE) we tune VOR 2 to the Santiago VOR DME (STG 114.50) and OBS 2 to R-104, the CDI should also center above Chitre if we use TBG R-229.

This is perhaps the longest leg of the trip, we are now flying above the Gulf of Parita with the town of Pocrí and Aguadulce on the far right.

Since we departed late in the afternoon we can observe that the sun is beginning to hide on the horizon. This trip should take us between 50 –60 minutes, enough to arrive with daylight.

Okay we went straight to the CHE NDB and saw both CDI needles center as we approached Chitre airport shown on this picture at 5 o’clock.

Here we are depicting Panama Lite X’s version of Chitre airfield which updates the default FSX airport to current day state.

We passed Chitre at 3,500 feet and turned left heading 137 degrees (use the heading bug) with CHE NDB directly behind us.

This is actually the longest and final leg of the trip with 34.4nm. We should pass several major rivers. Here one of them with the Guararé airfield in sight (Panama Lite X version). In older Microsoft simulators it was MPNU but in FSX it has a different code. This Panama Lite X version updates the Guararé airfield complete with terminal building and surrounding areas.

Further along this last leg we see the mouth of Mensabe river with the La Candelaria dirt airstrip following it prior to the mouth of the Pocri river. All VFR reference points added by Panama Lite X.

La Candelaria airstrip is not found in the default simulator. About a year ago the airstrip was closed but as it goes with airfields in Panama, it may be opened (and closed) as time passes.

Arrival
After we passed Mensabe river, La Candelaria and Pocri river we find ourselves in the vicinity of Pedasi, but first we have to also pass the mouth of the Purio river.

We continue descending, here with the old Pedasi runway in sight at 1,200 feet. Again, this is Panama Lite X depiction of the Pedasi airport. A new airfield with a longer airstrip has been built 1.8nm south west of the old airport because the land had been bought by a foreign real estate developer and because winds were a bit too strong in the area.

Finally we arrived safely to Pedasí (MP00) just before the sun went over the horizon as there are no airport lights.

We used 13 gallons of fuel against the expected 18 gallons with a cruise fuel flow of 6.9 gal/hr. Our Carenado Piper Seneca II proved again to be a wonderful aircraft for practicing IFR navigation. I suppose you have noticed how I hinted the settings of the navigation instruments for a reason but in any case it is left for the reader to grab an interactive chart and verify the information.

Last, remember that this is NOT for real life navigation. I hope you enjoyed our long trip over the Panamanian skies. If you are interested in Panamanian virtual aviation or being up to date in the happenings of the virtual skies of Panama (flight simulation) visit our Facebook group “Aviacion Virtual en Panama” were you can find freeware scenery and references to payware scenery, anything related exclusively to our virtual skies. May the ILS be with you!.

Panama Rally 2013–Punta Cocos to Albrook

2013-02-07T18:02:00.001-05:00

This is the 4th leg of the Panama Virtual Air Rally 2013 I created for Virtual Pilots Association.

We would depart from Punta Cocos, Isla del Rey, Pearls Archipel in Panama (MP0H or MP26) to Marcos A. Gelabert in Panama city (MPMG).

Our virtual flight departed at 18:15 local time (UTC-5) from the southermost tip of El Rey island in my new Carenado Piper Seneca II (PA34-200).

After departure we turned left parallel to the runway climbing to 4,500 feet. Here we would be intercept TBG inbound R-314 to BOMAK intersection, then along UV20 to TBG (110.00). For this I had tuned the Taboga VOR on NAV1, the Taboga NDB on the ADF and set the OBS1 to our radial (314).

Typical of the tropics and due to the late hour of departure (which was my arrival time from the previous leg from Jaque to Punta Cocos). The flight was peaceful without turbulence, at 4,500 ft. a lot of cloud coverage was encountered but visibility was still pretty good.

Though the flight was filed VFR I flew it by instrument as I like to practice that. I kept the CDI centered on the inbound radial. Some miles out of TBG I started descent to 2,500 feet. Just prior to flying over Taboga we turned right heading 005 and continued descending toward the runway, it was already dark but the airport has lights and the runway was in sight. The illuminated Bridge of the Americas was on our left (Victor Brumley’s Panama city 3D scenery). Watch out for the hills flanking the final approach.

Landing was perfect and soft along the centerline at –233 feet per minute, after which taxied to the terminal for a total of 36 minutes of flight. I must say I am pretty much enjoying flying the Carenado Piper Seneca II.

Panama Air Rally 2013

2013-02-02T13:52:00.001-05:00

The Panama Virtual Air Rally 2013 has been submitted to Virtual Pilots Association and activated as an official virtual airline tour. Enjoy it and get acquainted with Panamanian airfields in FSX/FS9.

Carenado Piper Seneca II for FSX

2012-12-30T01:49:00.001-05:00

First of all my development and simulation PC is up again after I performed open case surgery on it to replace its motherboard and CPU.

So for Christmas gift I decided to buy myself the Carenado Piper Seneca II for FSX, I had been waiting the whole year for them to post a discount (they almost never do). I love this plane, I wanted to buy the C172 as well but decided the default one is already enough, especially since it is a small plane, I want to get to my destination fast in a general aviation aircraft.

Piper Seneca II First Impressions

This is by no means a full review, just bits and pieces. I took my new Piper Seneca II for a ride, bought it mainly for IFR regional flights in Central America.

I still have to get the hang of handling it smoothly and getting a better feel of the engine. In FSX you don't feel gravity so it is difficult to judge some things, if you don't watch the vertical speed indicator you may not even notice it!.

I like the plane, it has a very nice and well finished interior and exterior with lots of animations. The cockpit (virtual) seems okay but I have to compare it to a picture of a real Seneca II to see how close it is.

One thing I had to do was to modify the aircraft.cfg because the panel light was just nearly useless. That low redish tone was difficult to read. Now my panel illuminates in white, using the FSX "L" key doesn't do much really. If you want better lighting use the black knob just behind the dome light on the overhead.

Another thing is that like most low wing bimotors, the engines will really get in your way when looking out. So, if you want to appreciate scenery you won't see much, also makes it a bit difficult on finals because the engine won't let you judge the edge of the runway.

Final approach MPBO runway 08

When taxiing it is also difficult to see immediately ahead as it looks kind of upwards but don't dismay! the real Seneca has that nose up attitude, been close to one at Pedasi airport. However, it is not difficult to taxi this aircraft, handles well and gives you a real feeling even though I am not a real life pilot.

I don't know if it is me just getting the feeling of it but it seems kind of "pitchy" but the engines have power. On this final shot I was landing it at Bocas del Toro, Panama (MPBO), was coming a bit high reduced throttles to idle and the plane was descending at nearly 2,000 ft/minute! I think I would have been sick. With some adjustment I got it gliding well to do a good landing on the short airstrip, you can't brake the airplane with the engines so make sure you approach at the correct speed.
I am yet to read the manual but I didn't see where you could set the autopilot altitude. The plane is excellent for IFR training in FSX though I wish Carenado had put more effort in developing better NAV/COMM radios than using the defaults. Will post more Seneca II impressions as I get used to my new toy.

Still down

2012-11-19T00:58:00.000-05:00

Unfortunately my formerly excellent FSX flight simulation PC -also used for software development- suffered irreparable damage and nobody was able to pinpoint the problem.

Yesterday I spent over $540 (US Dollars) in acquiring a new motherboard (ASRock Z77 Extreme 4) and processor (Intel i7-3770) which I hope will resolve the issue and get me back to do what I enjoy the most! This should get me a PC with higher specs:

Faster CPU rated at 3.9 GHz (Turbo) compared to the nominal 2.67 GHz of the i7-920 CPU I had
Built-in HD 4000 Graphics capabilities with a max of 3 displays. Hopefully I can combine this with my nVidia GTX285 and get better performance or better multi-display performance. With my damaged setup I got a lot of flickering and distortions (terrain spikes) when attaching a 2nd monitor to the nVidia card.
USB 3 support though this should make no difference with my flight simulation USB devices
Lower power requirements and less heat dissipation requirements. The former i7-920 was rated at 130W whereas the i7-3770 is rated at around 30W if I remember correctly!
Premium capacitors in the motherboard

I think heat was a major problem as the nVidia card builds up a lot of heat plus the heat of the old CPU, all of that in that confined space (yes I have many fans in the case). To complicate the problem the PC is in a room that usually reaches 31 Celsius with a fan in the room! now imaging that PC working in such condition for at least 8 hours!!! no wonder it stopped working in the tropics after such strenous life!

Now I have to assemble it, let's hope everything goes well and that the PC works again without any problems for many more years!!! so far it had been struggling for 4 months, most of which it had been pretty much useless.

Grounded...

2012-09-15T14:32:00.003-04:00

Unfortunately my flight simulation PC has been suffering a serious illness for the past few months. First the triple channel memories went bad (one of them), then I had to reinstall the whole OS and reconfigure everything.

Then problems started again with sudden blue screen of deaths so I replaced the remaining two memories with a single channel 4GB (instead of the original 6GB) memory.

Unfortunately black screens of death started to happen, it would simply shut down sometimes right during boot, or configuring BIOS or some 15-20 minutes into system start up.

Fearing my expensive nVidia GTX285 was damaged or overloaded I bought a new nVidia GT200 to get by until I get another high-performance video card. But the problem persists. Very frustrating, bad news is I have spent money I am not earning in buying stuff that didn't resolve the problem.

Today I have done another test though. I turned on the air conditioning (my room is usually 29 Celsius with the fan on) and put on a portable fan blowing more cold air right into the CPU (open case).

This open case surgery seems to have shed new light into the issue.... The system has been running for 3 hours without shutdown with my room temperature at 25 Celsius.

I think the actual problem is not the memory or the video card or the motherboard or PSU as I was suspecting but... "thermal epilectic attacks" caused by diminished heat transfer between the CPU and the CPU fan.

Most likely after nearly 3 years, two of which at high temperatures and 10-12 hours of use per day have caused the heat transfer gel/cream to break down and causing the CPU to overheat and shut down.

So, off I go to buy that gel and un-install the CPU fan, apply fresh gel and reinstall the fan. Hopefully that will get rid of this very annoying black screens. I can't access any of my information, let alone fly!!! so I have been grounded for quite a while.

Keep tuned for more exciting flights, just hope I don't have to order components (motherboard, PSU) abroad.

Night Flight: Chame to Panama city

2012-08-06T23:07:00.000-04:00

Today I performed two flights on the Cessna 172 in the livery of MAG Flight Training. This 2nd flight was an IFR practice under night conditions.

My flight plan is shown on the left map. The departure airport was Chame airfield in the town of Chame, province of Panama. Departure time was 18:38 (UTC-5) with just enough light to see the runway. Our runway is at 141 ft of altitude but there are a few mountains in the vicinity.

From Chame I would fly heading 028 degrees towards DABEL intersection (direct) climbing to 3,500 feet. There are some mountains in the area of Lidice near DABEL so we have to make sure to have reached cruise altitude. Do note however, this is flight simulation so the terrain mesh may not be accurate!.

In the darkness I climbed to cruise altitude with the lights of the towns and the Panamerican highway below. Prior to departure I had set the Heading bug to my initial course 028 after performing a turn because I took off from Chame runway 18. Our first leg to DABEL would be around 11 nm.

I had also tuned the NAV1 and NAV2 radios to the Taboga VOR and COM1 to Panama Approach. The OBS1 I set to R-083 in preparation to that turn and OBS2 to 007 degrees. Having flown a straight line heading 028 I would have reached the DABEL intersection when the DME showed 15nm west of Taboga and also because my CDI on VOR1 would indicate I was about to intercept the TBG R-083. At that point I turned right and went straight to Taboga VOR heading into the sea and total darkness. Our next queue would be the VOR1 To/From indicator as well as the DME as this leg would be 15nm.

A few nautical miles from Taboga I initiated a descent o 2,500 feet always keeping an eye on the artificial horizon as to not to disorient myself. Obviously looking outside as well .

Just before reaching Taboga I turned left to fly the Taboga outbound radial 007 towards Marcos A. Gelabert. The initial approach fix being about 5nm from the airport This picture here shows the little dot of the airport approach lights and on our left the Bridge of the Americas. Well, not much can be seen, it was dark.

On our approach further descent was required in order to safely arrive to the airport. The Panama Pacifico (Howard airport) was on the left but on this snapshot you could see the Bridge of The Americas as our virtual Cessna made the approach in between Ancon Hill on the right an the other hill on the left.

In this final approach I maintained about 70 knots approach speed with flaps. Landing was done softly on Marcos A. Gelabert runway 36 with scenery from Victor Brumley who has done an excellent job (work in progress). Then I taxied to the ramp and ended the flight.

This small picture shows the flight analysis done by FSX, the blue line in the middle represents the Taboga (TBG) VOR. It was fun though not much scenery could be appreciated, nothing like practicing some IFR skills even though I am not a (real life) pilot . As always fly safe in the virtual skies and above all do not use this information for real flight planning!.

Testing scenery for Panama (San Blas X)

2012-07-27T14:14:00.001-04:00

I am testing scenery of Panama for FSX made by Lord of Wings Flight Simulation. This is in fact pretty exciting though it is repetitive work but well, it helps sharpening virtual flying skills.

Panama is a country that has long been neglected in Microsoft Flight Simulator by both the scenery makers (freeware) and the payware scenery makers, that is until Lord of Wings Flight Simulation.

They have several parts in progress all under the name “Panama Lite X” and by “lite” they mean you must not expect scenery like ORBX and the like where they have volumetric grass and stuff like that. I myself find that an overkill, you are there to fly either VFR or IFR not to do plane spotting. The Panama Lite X scenery is lightweight:

Corrects coastlines
Uses a better elevation mesh
Corrects the vegetation. If you want to correct the vegetation on parts of Panama not covered by Panama Lite X, I can recommend the XClass South America landclass add-on (payware).
Corrects navaids such as NDBs, VORs and VOR/DMEs.
Adds visual queues such as river mouths and others that are useful for VFR and are totally missing in the default scenery.
Whenever possible even the airport terminal is modelled in 3D.
Corrects regional airfields of Panama (other than MPHO, MPMG and MPTO) that are present in FSX.
Adds a lot of regional airfields that exist in real life but are not present in FSX. This adds a lot of exciting short-runway airfields as well as several (short) island airfields.

The Azuero X component is nearly finished and you can see some videos of it at the Lord of Wings Flight Simulation You Tube channel. As for myself I am currently testing the San Blas X add-on component of Panama Lite X. It has the following airports under test (more to be added):

Puerto Obaldia
Carti
El Porvenir
Rio Sidra
Playón Chico

This of course as time permits because LoW FS is a one-man team. I am pretty sure when it becomes available many people will be excited even if it is not a high-end detail scenery like ORBX.

Jaqué to Guararé (Panama) in a Beech King Air 350

2012-05-24T19:09:00.001-04:00

Ladies & Gents, today we are going to do another IFR practice in FSX, this time during the late hours of the afternoon. I will use my beloved Beechcraft King Air 350 with my call sign and add-on scenery courtesy of Lord of Wings Flight Simulation.
We will depart from Jaqué airfield in the province of Darién, Panama with a runway 800 meters long. Departure time will be 17:22 with 538 gallons of fuel for an estimated travel time of 00:40 minutes.
Cruise altitude will be 12,000 ft and our destination will be Guararé airfield in Los Santos. We will be flying over the water all the time. We will make use of the on-board instruments for our IFR navigation. The flight plan is shown on the figure on your upper left.

Departure from Jaqué

Jaqué (ICAO: MPJE, IATA: JQE) is a small airfield in Darien, flown only by private aircraft and one commercial airline (Air Panama). I will be using add-on scenery by Lord of Wings Flight Simulation which is under development, unlike the horrendous FSX default this airport is updated and contains the VFR references not found on the stock FSX.
As a preparation I tuned NAV1 to Taboga (TBG 110.00) VOR-DME and set OBS to 309º. Also tuned NAV2 to La Palma VOR (PML 113.10) and the ADF to Taboga NDB (TBG 311.00). Prepared (but not armed) the autopilot to the cruise altitude of 12,000 feet.

Departure was from runway 13 with little winds and scattered clouds around 8,000 ft. Upon take-off I turned right to intercept R-309 inbound TBG. Jaqué is 113 nm from Taboga. On this radial we are going to fly on airway V20 towards BOMAK intersection which is about 51 nm from Taboga, do the math, our first leg is 62 nm.

On our initial climb and less than 5 nm northwest of Jaque airfield is the Bahía Piñas (BFQ) airfield and the nearby Tropic Star Lodge. These are not in the stock FSX and the coastline doesn’t even resemble it, but the add-on scenery greatly improves this. At this point we make sure our heading bug is set to 258º for our next leg (BOMAK-MP20)

Climb & Cruise

We continue our climb to FL120 and maintaining our course inbound to Taboga towards BOMAK, we maintain the CDI centered and enjoy the nature of Darien on our right and the Gulf of Panama underneath us. Turned off the autofeather when reached cruise altitude.
We watch the DME coupled to NAV1 (TGB), while being centered on the radial we should be at BOMAK when the DME marks 51nm. BOMAK is less than a mile west of Punta Cocos (MP26) airfield on Isla del Rey which you should see with good visibility. A couple of miles prior to BOMAK we turn left heading 258º (remeber we set our heading bug?). At this point we should be flying on R-258 outbound La Palma VOR (PML 113.10) so we now set NAV1 to PML, our OBS to 258 as well and NAV2 to TBG. Because PML is no DME, we set the DME instrument to NAV2 (TBG) we will need that as a reference in case of low visibility.

Since the TBG VOR is tuned on NAV2 we an now set the ADF to the Chitre NDB which should be slightly to our front right. It doesn’t have much power so it won’t be alive until we are near the coast of the Azuero peninsula. I am cruising slightly above 200 KIAS. On Approach with good visibility we should see on the far left (11 o’clock) Iguana Island near Pedasí (airfield) and the Mensabe river, Then Pocri river and then ahead of us Guararé river.

Arrival to Guararé

Remember we have the DME tracking on NAV2 (TBG)? well, on this course the CHE NDB should become alive when the DME marks about 45 nm. It points to Chitre airport (MPCE) our alternate airport, it also has lights.

When the DME marks about 54nm from TBG (roughly some 30 minutes into our virtual flight) I initiated the descent from 12,000 to 3,500 or even 3,000. Turned on the landing lights when passing 10,000 ft., armed the autofeather. Since I was going to land on runway 16 I set the heading bug to the runway heading, turn right slightly for the base leg and when appropriate turn left for finals. We will have the mouth of Guararé river on short final.
Our virtual flight arrived to Guararé without inconveniences in about 40 minutes flight time and ended up with 452 gallons, so my virtual King Air 350 used up 86 gallons of fuel. The plane was on blocks at 17:56 local time enjoying the add-on scenery courtesy of Lord of Wings Flight Simulation which replaces the horrendous (and terribly simplistic) stock FSX airport.
If you want to see the video summary of this flight you can watch it on You Tube.

Contadora Island to Albrook (Marcos Gelabert)

2012-03-23T18:09:00.000-04:00

I have done this flight every now and then except this time I made a short video (about 4:30 minutes) that I hope to improve upon next time.

It is available in You Tube with some captions. I hope you like it. The Contadora Island is some alpha quality experiment I haven't had time to finish. Then it shows some of my unfinished scenery experiments of Taboga & Taboguilla island and the entrance of the Panama Canal.

Twin Otter adventures: Panama city to Puerto Obaldía

2012-01-07T15:40:00.000-05:00

Has been nearly two months since my last flight with Flight Simulator X so this is my first flight of the year 2012. Naturally and being it an online flight on IVAO, it is flown at 1x rate, why cheat?
Our Aircraft
Our destination is a remote location on the San Blas reserve on the Republic of Panama and it is the short and narrow landing strip of Puerto Obaldía. We will be using the Aerosoft Twin Otter (ICAO: DHC6-300) because we need a plane with STOL capabilities. Also because the Twin Otter is a regular visitor of this location and region. We will be using the beautiful Air Panama livery found on the internet.
On this particular aircraft I have logged officially more than 25 hours of online flight plus many more of offline (test) flights.
Log Book
This flight will be recorded in our master logbook at Virtual Pilots Association as well as on Aero Virtual Panama. We will be flying a commercial schedule flown by Air Panama as flight number PST423.
Flight Plan
On the left there you can appreciate the eastern part of the Republic of Panama. We will be departing Marcos A. Gelabert (ICAO: MPMG) airport in Panama city (Albrook) at 08:30.
Our route will be TUM v16 ISUMA. Up to ISUMA we will flight at 8,000 feet under IFR rules covered by Panama TMA. At ISUMA we will descend to 3,500 feet and change to VFR. Therefore the flight plan is filed as YFR. According to the virtual dispatcher we should be flying around an hour and spend about 60 gallons of fuel.
Our destination is the small airfield of Puerto Obaldía (ICAO: MPOA) in the idyllic region of the San Blas archipelago, an indigenous semi-autonomous area with lots of small and challenging airfields (all but one missing in FSX). Puerto Obaldía is just a few miles from the border with Colombia. Many adventurous travellers cross from there to Colombia and back by boat.
Departure
Unfortunately no live ATC coverage on the IVAO network at the time of the flight. No problem, there is usually an a**hole that doesn’t know much about Panamanian airports controlling in the area.
At 8:10 we begin going through the checklists while boarding is taking place. Our first leg is MPMG to Tocumen, therefore I tune the TUM (ICAO: TUM 117.10) VOR/DME on NAV1 for navigation, and set it as well in NAV2 because our a/c uses that for the DME. The course indicator is set to 66 degrees, our heading to TUM. We also tune the La Palma VOR (ICAO: PML 113.10) on the Standby frequency of both NAV1 and NAV2.
As a helper (you never know when you need it) I have also set the Taboga NDB (ICAO: TBG 311.00) on the ADF at least for the first half of our trip. The METAR said winds were low but variable and we were assigned runway 36. Closed the doors, final checklists done, pushback and taxied to the runway. After being cleared for take-off (sadly no traffic in IVAO) I did the initial climb and turned right to intercept R-096 inbound TUM overflying the beautiful city of Panama, hereby a bit better depicted than the default FSX (my own improvements)
Not surprisingly after a little while we found ourselves arriving to Tocumen. By now I have activated the autopilot to maintain our cruise altitude.
The TUM VOR/DME is used for most SID/STARs of Tocumen International airport. We have to fly with care here because it is a busy airport. I suppose in real life we may have been routed some other way.
Cruise
We passed TUM and there were some clouds at our altitude but we could see the ground. The snapshot on the left shows my kneeboard containing the flight plan and my NAV1/2 radios together with the GPS. In particular I was paying close attention to the waypoints in the GPS and the DME, the TUM-ISUMA leg is 96nm R-096 outbound TUM. That’s why it is on active for both NAV1 (navigation) and NAV2 (DME). The TBG NDB should be pointing nearly backwards.
We are on the clouds as you can see on this snapshot. However on the left there were some ominous black cloud blanket on the sea. On this long leg we should be passing the Pacora and Bayano river mouths on the Pacific coast. You cannot miss the large Bayano lake which is man-made either, if on course we should be bordering the south eastern shores of the lake.
Descent
When around 86nm outbound TUM I placed the heading bug at 135 degrees. I also switched frequencies on NAV1 so that PML was active. According to my planning, ISUMA is at the intersection of TUM R-096 and PML R-039. PML has no DME (sad) so I was hoping that by putting the NAV1 OBS to R-039 I could see the CDI closing in as we neared ISUMA. I did not see that happening, don’t know if it is a bug in the Aerosoft Twin Otter or what. Anyway, there is the small peninsula of Mulatupu, there should be a small island there wit small airstrip (not in FSX). Anyway, this is our visual reference. Having passed the mountains (will have to update that on FSX) I initiated descent to 3500 feet, switched to VFR according to flight plan and turned heading 135.
My flight on Aero Virtual Panama is monitored by an ACARS device so on their page you can see the Live ACARS moving map. There you can appreciate that on heading 135 we should be flying with the coast of San Blas on our right, lots of small beautiful islands in real life, as many as there are days in a year!
On this ISUMA-MPOA leg we could have switched the ADF to the Tupile (ICAO: TPL) NDB. Just prior to arriving to ISUMA Tupile should be on our right but on this final leg along the coast it should be right behind us.
Approach
If the La Palma VOR also had a DME it could have been more helpful. In my virtual flight map, our destination (Puerto Obaldia) should be at the intersection of TUM R-104 (DME 124nm) and PML R-073 (DME 46nm). Unfortunately the Panamanian aeronautical authority hasn’t invested in a DME for La Palma. Anyway, around here things are flown VFR (bush whacking). Along the coast we should see the Puerto Escoses peninsula growing towards us and shortly after the Punta Carreto pointing towards the sea. Many years ago a Twin Otter from AeroPerlas vanished prior to reporting at Punta Carreto. It crashed on the mountains…
It was very hazy even at low altitudes, that complicated with the fact that I had not tuned TPL, PML and TUM were out of range I lost my way for a while (shame on me) and you definitely don’t want to end up in Colombia without permission!. Anyway, finally I had runway in sight. I armed the auto feather. I had a weight of 9,900 pounds so according to the reference card on the virtual kneeboard I should setup for V_ref of 72 knots., set flaps once I had reduced speed I configured flaps accordingly.
Arrival
The Puerto Obaldia (ICAO: MPOA) airfield is a hard surface (unlike some in the area) but it is relatively short. Here you only see STOL aicrafts such as Twin Otters, Britten Normal Islanders and the usual Cessnas. This airfield is not part of the standard FSX but was developed by Lord of Wings Flight Simulation. It is very close to the real one as far as I know and like all the others in the area, a challenge to land. Not having flown for several months I had lost my touch, I was pretty comfortable with the Twin Otter (not to mention I lost the touch on jets too). Sadly I had to declare a missed approach twice but I nailed it on the 3^rd. The virtual passengers were getting a bit scared, many wanted to see their beloved ones and some were eager to try to catch a boat to Colombia.
So there we were, with a proper landing configuration I landed the Twin Otter on MPOA’s runway 17, the speed was low already but because the runway is short I applied reverse thrust anyway.
Taxied to the apron and left the right engine running as usual, getting ready for the return trip. I should have used 60 lbs. of fuel, loaded 140 lbs. but unfortunately used up more than expected due to the turn around. Now I barely have enough to return, that will be the next challenge . For now the passengers offload and pass to the green house crowded by immigration and border police.
In summary, departure was on time and in spite of the two missed approaches arrival was also timely. Fuel usage was a bit excessive , suffered a mild disorientation (even on the simulator you have to keep your skills!) and landed at a rate of –632 feet/minute, definitely not my best landing rate on the Twin Otter, my best so far was –36 feet/minute at Playon Chico, another short runway in San Blas (also developed by Lord of Wings Flight Simulation).
Hopefully this year I get to fly a bit more than last year, I have been busy with several development projects and business ideas so that has priority. Have fun and fly safe!

The future of home cockpits and flight simulation

2012-01-06T14:20:00.001-05:00

While crawling around public forums I see a lot of postings of bitterly disappointed people when it comes to Microsoft Flight, so that has gotten me thinking (wow!).

As most of us know Flight Simulation on the desktop started long ago with FS 1 by Bruce Artwick [see “History of Microsoft Flight Simulator”]. I have been interested in aviation since I was a kid and many years ago when my father installed Flight Simulator 98 on his computer I was thrilled. I soon became disappointed at the graphics to some extent, buy hey back then the masses didn’t have access to anything better. What I was really disappointed at was that the PCs were not fast enough to properly “play” flight simulator, especially with the keyboard. One spent more time pushing keyboard buttons to correct the over-shootings than actually flying. I stopped playing FS98.

That is until one day in 2006 or so, I bough Flight Simulator 2004 (FS9) and I discovered a whole new world where one could actually kind of fly a plane in a more realistic manner. The technology of PCs and graphic cards was mature enough and soon enough I found myself buying extra hardware such as rudder pedals and flight simulation yokes (CH Products), a throttle quadrant (Saitek) and a B737 autopilot module (Go Flight, Inc.). I also started flying online for more realistic ATC and joined a serious community where actually learning about aviation and navigation was more important than the game aspect.

Nowadays I would say there are two major groups of Flight Simulator users. The first group being gamers, people that aren’t really interested in aviation, they just want to hop on the virtual aircraft and take off without even knowing much about aerodynamics or what the instruments tell you. The other group is hard-core flight simmers, people that use Flight Simulator as a learning tool to learn about aviation. I belong to that last group.

Invariably, hard core flight simmers have spent considerable amounts of hard-earned money in buying software add-ons (more realistic aircrafts, weather engines, scenery) as well as high-tech hardware to build (some to a greater extent) their own home cockpits.

My Share of the Pie

I don’t have any other than enjoying learning more and more about aviation using FSX without suffering any physical or financial damage

A terrible day for Serious Flight Simmers

And then back in 2009 most of us heard the shocking news! for some strange reason Microsoft had decided to crash and burn the Aces Studio, the team that had been in charge of post-Bruce Artwick versions of Flight Simulator for so many years.

Yes, the world came to and end for most serious flight simulator enthusiasts, Microsoft was stopping the FS franchise with Flight Simulator X. Sure, there is X-Plane and Flight Gear but FSX is FSX, period (even with its shortcomings!).

There were talks by some companies such as Aerosoft about developing a new flight simulator but a couple of years after, little about that is known so I presume that went nowhere.

Gathering my thoughts

So, where am I going to? Last year Microsoft announced Microsoft Flight which promises a lot. However, by reading posts in public forums and seeing the web episodes on the official site, I have come to believe what everyone fears: Flight might become a game rather than a simulation but we may still have to wait for the final outcome.

Anyway, the actual purpose of this post is to put this nagging question out there.

What is the consequence of the demise of Flight Simulator for all the home cockpit builders out there in the world? Many of whom have spent thousands of dollars buying specialized hardware to emulate the cockpit to nearly absolute perfection.

For now everybody is safe I think, but we all know that every time Microsoft brings out a new Operating System version, old ones are phased out and no longer supported, many “legacy” applications (MS FS falls in that category) simply stop working on the newer OS versions. The day will come that a new OS is brought and Flight Simulator X will simply stop working for good. What a huge disappointment that would be for those that spent a lot of money emulating cockpits like real life!

There appears to be one viable alternative, it is Lockheed Martin’s Prepare3D. It is based on the Microsoft ESP (not extra sensorial perception) which is the base of Microsoft FSX. Lockheed Martin’s bought its rights (as far as I know) back in 2009. But with a price tag of $499 I think many would think not twice but 15 times!

Panama Lite X: Azuero Peninsula add-on for FSX

2011-11-10T22:42:00.000-05:00

Lord of Wings Flight Simulation (see their page on Facebook) is bringing out the first of several add-ons for FSX.

The product is called Panama Lite X and the first of the line of packages is called "Azuero Peninsula". The Panama Lite X: Azuero Peninsula contains a much improved version of 3 airports of the Azuero Peninsula (Herrera, Los Santos) plus another airfield that exists in real life but is not present in the default FSX.

The following airfields are included:

Chitré (MPCE but wrongly named PX06 in FSX)
Pedasí (wrongly named "Los Asientos" in FSX)
Guararé
La Candelaria (new)

It basically redesigns the entire coastal area to add all the missing VFR reference points and enhancing the default scenery to more closely match reality. It includes custom 3D buildings to match the real airfields.

On their Facebook page there are several videos posted featuring each of the above named airfields.

Twin Otter X : Pavas to Nosara, Costa Rica

2011-06-14T17:20:00.002-04:00

The ACARS application used by Aerovirtual Panama was fixed so I could do some VA flying again in my beloved Twin Otter. I used Plan-G for the flight planning.

Departure	MRPV – SYQ
Destination	MRNS
Total distance	99 nm
Departure time	09:30 (UTC-6)
Arrival time	10:20 (UTC-6)
Est. Fuel consumption	41 gallons
Aircraft	Twin Otter DHC6-300
Airline Schedule	Nature Air
Flight Rules	IFR / VFR

This flight was done online on the IVAO network. Though lately there have been some Tower control at Pavas, today there wasn’t anybody manning the virtual station so I didn’t have ATC coverage. The flight will be IFR then VFR. Flown for both Virtual Pilots Association and AeroVirtual Panama.
Departure
This flight is emulating Nature Air’s NRR316 so I am using the Twin Otter livery of Nature Air. So, as in real life this flight would depart from Pavas airfield near San Jose, Costa Rica on the skirts of Irazú volcano.
Winds were 91 degrees at 11 knots with 50 miles visibility and virtually no clouds (real weather selected on simulator).
According to the estimates we would use about 41 gallons of fuel and to account for other things let’s make it 70 gallons. Now, there is no fuel station at our destination so I loaded twice (140 gals.) to allow for a return flight. We depart under Instrument Flight Rules (IFR) within the Cocos control area.
In the first half of our flight we will make use of the TIO VOR/DME located at Juan Santamaría Intl. (San Jose, Costa Rica). No NDB to have as reference for this flight.
At 09:30 local time (15:30 UTC) our virtual flight departed with 14 passengers out of Pavas out of runway 09. Climb runway heading and then turned right to then intercept TIO R-289. Our first waypoint in the TIO VOR/DME which is about 5nm from Pavas. In the picture above we see our bird about to overfly MROC.
Climb & Cruise
We will climb straight up to FL140 (14000 feet). After passing TIO,I continued on the same R-289 outbound towards RAMON and CANAS intersection on airway G440.
Afterwards we continue another 25nm towards a user waypoint I defined in Plan-G along the same path. This user waypoint is 50nm NW outbound TIO. I had TIO (115.70) tuned on VOR 1 for guidance along the radial as well as in VOR 2 for the DME. Unfortunately the Twin Otter doesn’t have a double VOR display.
When I noticed I was approaching my user waypoint already at cruise altitude, I initiated a left turn heading 239 and descended to 10,000 ft. now that we were clear of high terrain. This would take us to BANGA intersection just 5nm ahead on the mainland. On this leg I tuned both NAV radios to the Liberia (LIB 112.80) VOR/DME some 34nm NW of us. The VOR 1 OBS was set to R-189. Why? because according to my planned route on this leg I had no direct guidance (follow a radial) and by tuning this particular one the CDI should align to 189 degrees and by then the DME should indicate about 40nm (SSW of Liberia) and we should be above our destination.
In the picture above we have already passed BANGA and have the Golfo Colorado behind us and the Tempisque river should be on our right but behind.
Descent and Approach
On this final leg I kept monitoring the DME and the CDI every now and then while continuing flight on the same heading (not much cross winds). Descended further to 8000 feet. At some point we should have the Nicoya (ICAO: MRNC) airfield on our right, it makes as a nice alternate in case things go wrong.
We continue heading 239 towards the coast which is visible and while monitoring the instruments, watch out for the airport which is a few miles inland. Also, we setup our aircraft for an approach configuration, lowering the speed below 120 knots, a bit difficult sometimes trying to reduce speed and point the nose down for descent. Though I am using the instruments for partial guidance, I am now under Visual Flight Rules (VFR).
In this picture we are already on initial approach at around 4000 ft. with the Nosara airport runway 21 in sight slightly on our left.
Arrival
The Nosara airport is near the Nosara beach but a few miles inland. This is a small uncontrolled airport so we use VFR. It has runway 03/21 which is about 1000 meters long and 18 meters wide.
With the runway in sight I continued towards the airport but continued further until I was above water. Then a rate one left turn was made without losing orientation in order to head straight to runway 03. A few miles to our right should be the Carrillo (MRCR) dirt airstrip in case things turn sour .
As a visual reference see the location of the runway in the forest clearance and how the road circles around it some miles towards the coast. I should remember this as I will be making this virtual flight for the VA every now and then under various weather conditions.
Arrival was uneventful with clear skies. Instead of the estimated 41 gals of fuel I used up 55 gallons (), haven’t figured out how to spare some gas on this Twin Otter. I arrived just 5 minutes later than scheduled so that is ok. Still have enough fuel to make the return trip on another installments. Happy flying!

Twin Otter : Carepa to Medellín

2011-03-03T16:56:00.000-05:00

Sorry I have not published my last trips here. Today I we will do the flight from the Roldan Betancourt airport (ICAO: SKLC) in Carepa, Colombia to the Olaya Herrera (ICAO: SKMD, IATA: MDE) airport right in the city of Medellín. Don’t confuse it with the Jose María Cordova international airport in Rio Negro which also serves Medellin.

The flight will be performed in FSX with custom scenery (by me) for both airports. This will be an IFR flight for the most part, then switching to VFR at Medellin. We would fly at 13,000 ft and our route will be “LCE B689 REMUK B689 PEQUE”

Departure

At the moment I was requesting my clearance to Bogotá Center it decided to go offline. The metar at SKLC indicated winds of 6 knots at 30 degrees meaning we would have to depart from runway 33 and use a normalized departure according to the charts. There was another fellow from IVAO “flying” a Dash 8 Q200 in the colors of AIRES (another Colombian airline). Mine was the trusted Twin Otter in the colors of ADA (Aerolíneas de Antioquía) because this is a route they cover.

Jhon the other fellow from IVAO was not ready to depart so I taxied first, he indicated he was going to use runway 15 (tail winds!) for a direct departure. I went through the pre-departure checklist run up the engines and took off. I used the normalized SID which meant flying to the LCE (112.60) terminal VOR then turning left and then downwind with the airport on our left. Then I intercepted R-145 of Rio Negro VOR (RNG 115.10) towards REMUK. On the downwind leg I saw the other fellow take off from SKLC and climb fast. Take-off at 17:21 (UTC) or 12:21 local time (UTC-5), about 21 minutes late due to waiting for ATC.

En Route
After the initial climb to 4,000 feet I set the autopilot to our cruise altitude (FL130) with a vertical speed of 1,200 ft/min. This would be a straight flight along radial 145 of the Rio Negro VOR. We had to gain sufficient altitude because our first waypoint (REMUK) is on the mountains but not too high. After REMUK the mountains keep getting higher. PEQUE intersection was among high mountains and it signalled we were near Medellin. Top of Climb (TOC) reached at 17:35 UTC.

Approach
At some point having passed PEQUE intersection we would see the beautiful Cauca river on our right as it winds down the mountains into the valleys below.

Time to prepare for descent, I was having some lengthy conversations about the approach with the other fellow that was flying some 15nm ahead of me.The Olaya Herrera airport is only operational during the day and in VFR, something you can understand if you have been to Medellín. Top of Descent at 17:54 UTC.

For our initial approach we will set the heading bug to our present course (145) towards RNG VOR. We could tune the Marinilla VOR (MRN 116.90) and use its R-296 as reference (see chart on your right). So, having switched to VFR there was no ATC covering Olaya Herrera (IVAO).

So when we see we are about to intercept MAR R-296 and are some 21nm inbound Marinilla we can enter the Medellin circuit. We are just past the mountains with Bello on our left so we can descend to 9500 ft. and turn slightly left.

You can see on our map (see just above) that we head first towards the mountains on the other side of Medellin. When we have crossed the Medellin river (opposite to the airport) and before we crash into the mountains we turn right into the downwind leg. The picture on the right shows we have Olaya Herrera on our right (the river should too!).

Then we head towards Envigado overflying the beautiful city of Medellin (and the apartment of my ex-girlfriend). You can use the Rio Negro inner marker if you wish to draw an imaginary line of the edge of the no-flight area near Sabaneta. Then before we run into the hills ahead we turn right again to the base leg.

Arrival

This is a visual approach (no IFR in Medellin) so we keep the airport in sight and making sure we don’t run aground.

We initiate the final turn in time to align to runway 02, overfly the El Rodeo golf club on finals and as we land we would have one of Medellin’s stadiums on our left along the runway.

We landed safely and with good weather. During finals the descent rate was around 1000 ft/min with flaps set, as we got close to the touch down I nosed up a little to start reducing vertical speed. We landed with a V/S of –162 ft./min (pleasant). We used up 83 gallons of fuel on this 117 nm trip in 01:25 hours. Gross revenue according to the virtual airline was $1,200 (US Dollars).