Combat Flight Simulator 3 12 Months On

By Derek “Baron” Davis

W
hen it was first released, it so good. CFS 3 also included a dynamic When it came to the patch, improvements
would be fair to say that campaign, which was a welcome and were made in a few areas. For example,
Microsoft’s Combat Flight relatively unusual inclusion with the improvements were made to the bomber A.I.
Simulator 3 was met with a mixed scripted route being the favored method. and the Mustang’s cockpit. Other areas also
reception; in some instances, a pretty On balance however, it seemed as if received attention, but the most welcome
hostile one! CFS 3 had been rushed out the door enhancement from Microsoft themselves was
Some were unhappy with the way the prematurely. To many, CFS 3 had not the release of the Mission Builder. Using the
simulation ran, or in many cases, didn’t fulfilled its full potential. same interface as its predecessor CFS 2, this
run. That frustrating s-t-u-t-t-e-r was a powerful tool simplified mission building
particular problem. Some were unhappy The Patch and opened up endless possibilities for those
with the terrain graphics engine, while These criticisms did not fall on deaf ears, who had the desire, time and patience to
others criticized the flight modeling because, uncharacteristically, Microsoft create their own scenarios.
for being too forgiving. On the other released a help file, followed by a patch,
hand, some liked the terrain and many which tried to address some, if not all, of CFS 3 Add-ons
applauded the rendition of the clouds the issues highlighted by users. Amongst As welcomed as these improvements
within the simulation. In addition, the improvements, the major breakthrough were, CFS 3 still had much more potential,
externally, CFS 3’s aircraft rendition was was the reduction of the dreaded s-t-u-t-t- however, any further improvement of the
generally of a high standard. Internally, e-r. With smoother and faster frame rates, product would have to come from third-
on the other hand, the aircraft cockpits flight sim fans could now begin to fully party developers. Unfortunately, it seemed
were a mixed bag of inconsistency; appreciate the work that had been put into that those developers that had embraced
some were good, while others were not the landscape. CFS 2 with enthusiasm were generally more

58 Computer
Computer Pilot
Pilot Magazine
Magazine V8I1
V8I1
cautious where CFS 3 was concerned. So Firepower features An interview with Shockwave
CFS 3 add-ons have been slow in coming. Productions Inc.
Flight modeling
After an initial ‘trickle’, the appearance Computer Pilot: Can you tell our readers a
of CFS 3 add-ons is on the increase. These The one characteristic that makes little about yourselves and how FirePower
include Just Flight’s/Lago’s Tornado, Just came about?
Firepower aircraft stand out from
Flight’s B-17 Memphis Belle and Lago’s the crowd is their approach to flight
FS Falcon. These are dual installation Shockwave Productions: Shockwave
modeling. Shockwave have developed
Productions Inc. has worked in the professional
products that can be installed in FS2002/ a system that they call the ‘Firepower
audio and visual effects for commercial
2004 as well as CFS 3. Although of a good Certification Process’. The flight models applications for over a decade. We’ve been
standard, I could not help thinking that for the simulated aircraft were developed passionate about air combat simulations since
the CFS 3 versions of these add-ons were through an exhaustive series of individual the first ones were created, and have owned
more of a ‘poor cousin’ when it came to research and tests. “The most critical and operated our own aircraft for eight years.
the interior cockpit detailing and flight part of the research was the time spent The FirePower project began because we knew,
modeling. This I presumed was a limitation with actual World War II aircrew.” So with the CFS 3 engine, we could take the entire
of the host software. However, two recent the Firepower aircraft not only take into air combat experience to new heights. Our
CFS 3-dedicated add-ons have lead me to account authentic flight test reports, but aircraft construction, flying qualities, systems
think otherwise. The first is Just Flight’s/ also reflect, wherever possible, the accounts damage, visual effects, and sound are the most
Aeroplane Heaven’s Battle of Britain and of the men who actually flew these kinds advanced available.
the second is Shockwave Production’s of aircraft. According to the developers,
Firepower. Both of these products take CFS every Firepower aircraft is tested to such an CP: What would you consider was the most
3 to a new level of sophistication and help it extent, that they ‘will match its real-world’ difficult aspect of designing FirePower?
move closer to achieving its full potential. counterpart’s performance numbers exactly
if flown with precision.’ SP: Everything. Just staying on course,
Firepower keeping your eye on the ball, and getting past
Battle of Britain is reviewed elsewhere Having sampled the flight modeling of all the countless hurdles thrown in your way.
in this issue, but of the two products, the 14 included aircraft, it is apparent that the FirePower is what it is because every member
Shockwave’s Firepower, is the most dramatic of our team is passionate about what they
Firepower aircraft are more challenging to fly
enhancement of CFS 3 to date. Firepower has do. We work efficiently, we all know what
than the default CFS 3 aircraft. If you are a
turned CFS 3 into the product many hoped we’re supposed to do, and just go do it every
seasoned CFS 3 flyer, then you may find that
day. When someone hits a roadblock, several
it would always be. Firepower makes great the Firepower aircraft will take some getting others step right in to help. We all knew, right
strides forward in the areas of both graphic as used to, especially at the edge of the flight from the beginning, something magical was
well as flight modeling. This add-on is a fine envelope, while seasoned IL-2 flyers will happening. Everyone cooperated, and just
example of what can be achieved with CFS 3 probably feel more at home. kept feeding off each other’s determination to
given the talent, time and tenacity. do better.
Graphics modeling
Firepower, initially began life as a CP: What differences can our readers expect
weapons and effects pack, which was This thorough approach has been extended from flying a Firepower aircraft in comparison
to include a small number of aircraft. to the graphical representation of both the to the stock aircraft that come with CFS 3? In
However, the project grew into a product interior and exterior details of the included short, what are the main differences between a
containing 14 new aircraft, 50 missions aircraft. When it comes to the cockpit areas, Firepower aircraft and a stock CFS 3 aircraft?
and a host of new explosive effects and the Firepower offerings possess more detail
damage modeling. The emphasis of this and refinement than the cockpits of the stock SP: The FirePower aircraft are integrated
product is to “create the most realistic aircraft of CFS 3. For me the star of the show into the whole FirePower environment
air combat experience possible, [within in this area is their B-17. This one aircraft is (weapons, vehicles, buildings, ships, etc). The
the constraints of the host software].” a showcase of what can be achieved within aircraft themselves fly realistically, launch
“The people behind Firepower all share the host software of CFS 3. It’s simply weapons that look and behave realistically,
a passion for WWII-era aircraft and stunning! When compared to Just Flight’s B- and have more detailed visual models in and
have a rare combination of artistry and 17 “Memphis Belle”, Firepower’s ‘Fortress’ out. FirePower began life as a weapons and
knowledge for this type of work.” is superior in both detail and quality. Exterior explosion pack, so the detail you see goes
beneath the surface, and right to the core of the
modeling is of a similar quality, with each
The aircraft actually modeled are of the program. Our primary goal was to make the
aircraft exhibiting fine but restrained surface
battlefield come to life, and be able to fly and
more ‘exotic’ variety and many have never detail, while accurately capturing the look
fight in that environment.
been simulated before. So we have German and feel of each aircraft.
aircraft that include the: Arado 234, Dornier
CP: It is apparent that a lot of effort was put
Do 217M and Do 217N, Heinkel 162, Conclusion into producing each aircraft’s 3D cockpit. How
Messerschmitt 410, Focke-Wulf Ta 152, Ta It is apparent that Combat Flight Simulator difficult were these to produce and how limited
154 and Ta 183. The U.S.A. is represented 3.0, though having a very troubled beginning, were the designers by the constraints of the
by the Boeing B-17 Flying Fortress, B-29 could, through third-party development, host software?
Superfortress and the Curtis P-40. The begin to win the respect that other sims like
British make an appearance in the form of IL-2 Forgotten Battles have held among the SP: Creating a highly realistic aircraft
the Avro Lancaster, and the French fly in more ‘hardcore’ combat flight sim fans. Time begins with your source. In the first month
with their Dewoitine D.250. will tell. we spent many hours inside aircraft, taking

59
The detailed cockpit of the Messerschmitt Me 410. The Messerschmitt Me 410. The Arado Ar 234.

The Dornier Do 217 N Nightfighter. The superb cockpit and panel of Firepower’s B-17F. The exterior view of the B-17G Flying Fortress.

The Avro Lancaster. THe P-40’s cockpit detail. The Curtis P-40.

The exterior view of the Dewoitine D.520. The Dornier 217 M Medium bomber. The Heinkel He 162.

The Focke-Wulf Ta 152 - a high-altitude fighter. The Focke-Wulf Ta 154. The unusual-looking Focke-Wulf Ta 183.
35mm slides, digital pictures close in, and and allow you to see what would have
movies. All of this material allows a designer happened if the war took a slightly, or even a
to work efficiently and at their best. But radically different path. This required us to
there are no shortcuts to build a 3D model. model the projected nucleus of the Luftwaffe’s
Simply everything you see is the result of offensive and defensive capabilities for 1945
hard work, patience, and the ability to see the and beyond. This includes the lightweight
whole process before you begin. Few have He162 “People’s fighter,” Focke-Wulf Ta152
the qualities it takes to sit down and see the interceptor, and the Ar234 “Blitz bomber.”
aircraft through from beginning to the end. The Allies have the Lancaster (can carry the
The cockpit of the Arado Ar 234.
22,000lb Grand Slam), the B17F / G, and the
In terms of 3D modeling, CFS 3 pretty much B29a. The thinking is, if the war in Europe
allows you to do what you need to do. The turned against the Allies, the B-29 would have
Microsoft team did a good job in this area, and been quickly deployed there. You can intercept
made some important, bold steps with CFS 3 the B-29 with the Ta-152H high altitude
- it is a sophisticated engine. advanced prop interceptor, and later with the
Ta183 jet (which all later Korean War fighters
CP: When it comes to the flight models used in were based on).
Firepower, what in general are the differences
between yours and the stock aircraft of CFS Lastly, both the Allies and the Axis have
3? Does the host software restrict how realistically nuclear weapon capability. The US B-29 can
you can make each aircraft’s flight model? carry the FatMan and the LittleBoy atomic
bombs, and the Ar234 Blitz can carry an atomic
SP: Out of the box, CFS 3’s flight models lean bomb based on the actual German “Virus
towards the casual flyer, which was a smart House” nuclear project.
B-29 Superfortress. thing to do. Microsoft’s is well aware that 3rd
party developers would build on their powerful CP: Which aircraft was the most challenging
flight engine to cater to the experienced flyers. to model?
In the end, you have a flight simulation that
reaches all audiences. SP: The B17F and B17G, primarily because
it was our Flagship, and therefore needed to
Pilots designed Firepower aircraft without be built to the most uncompromising level of
compromise. An IL-2 flyer recently told me, detail. The thing that still amazes me is how
“FirePower aircraft fly more like IL-2 than this level of detail was obtained, and can still
CFS 3.” After months of flying FirePower, I not require the latest generation computers to
flew IL-2 and found they were mostly right. see it in its full glory. The B17 in FirePower
Similar planes on either platform snap roll in allows you to sit in all the turrets, navigator’s
a similar way, stall, etc. I was using the same station, and pilot stations, look around, and
technique to fly the IL-2 aircraft too. It gave just literally “be there.” I spent 8 straight
me more respect for the IL-2 developers to hours in a B17 recently, and every time I sit in
The gunsight of the Dewoitine D.520. push this standard when they did. There is a the FirePower B17, I am back in the real one.
difference, in terms of limitations between the We’ve had B29 pilots and Lancaster pilots
two though. This is why, for the first time, we email us and say the same thing about these
were able to model these airplanes, to have bombers too. It is a wonderful thing to hear.
not just the flying characteristics of the real We’re listening, and still improving things
ones, but the same performance under so many where we can.
different circumstances too.
CP: Have you any future projects for CFS 3 in
Our flight dynamics specialist, Jay McDaniel, the pipeline?
did an amazing job wading through pilot
opinions and all the available flight test data SP: We are working on four new campaigns,
to come up with, what we believe for all which we are excited about, which will be
fourteen of our aircraft, are highly accurate released as a free update for FirePower. First,
aircraft statistics. That was a feat in itself, and we’ve enhanced the included European
taking these numbers and re-creating them in campaign that encompasses the entire conflict,
a simulation was quite another. If you pick a so we’re not re-creating specific areas, close
The cockpit of the Heinkel He 162. specific power setting, and speed, FirePower in. This includes the “Battle of the Bulge,”
aircraft will climb exactly in step with the “Battle for Berlin,” “The Early Years
real statistics we published. You will see one (invasion of France),” and “The Final Hour.”
set of statistics for FirePower aircraft, which The Final Hour starts after Germany defeats
represent both their real world and certified in- Russia, and now concentrates their entire, high
game performance. tech military on the invasion of Britain. This
is a modern WWII prop and jet aircraft-based
CP: How did you decide on which aircraft to airwar. There is no place for early war aircraft
model? in this battle. We’re talking B29’s, 1st and
2nd generation jets battling over the English
SP: We wanted to simulate late war Europe, Channel for air superiority. 4

61
The pusher Messerschmitt Me 334.
Multi-Engine FLYING High Altitude Operations

es
...Peter Jam
Ins tructor.
ediate
nterm
Skill Level: I

A
s we have the entire world at our fingertips on our simulating mountain flying. There the airport is perched above 9200
computers, most of us cannot stand to stagnate in feet MSL and the 6300 foot runway gets used all the way to the end.
one geographical place in the world for too long. The Even in the crisp summer air up that high, I witnessed a Cherokee
excitement of flight simming is not just actually flying, but the Six using up more than 5000 feet to get airborne! That’s a plane that
feeling of “being there” and going to faraway places in real time. normally takes 2000 feet to fly. I wondered, what would happen if it
As I am writing this another PC-12 pilot I fly with, whom is also a was a little warmer?
flight simmer, showed me some amazing places in South America
that simply stunned me - that region of the world may just have At Altitude…
some of the most dangerous and exciting mountain airports on As we have discussed before, flying a multi-engine airplane has its
Earth! The experience almost made the US Rockies and the Swiss challenges, especially when one engine quits. Let’s discover what it
Alps look benign. is like to fly up high - not in the sense that you’ll climb up there after
takeoff, but what it’s like to start there in the first place. Everyone
Another place to explore is the region around Mt. Everest in can fly the Baron at 10,000 feet. It’s made to do so very easily. But
Tibet. No other place on Earth has higher elevations, and there are when you start on the ground at 10,000 feet, there are things you
a few mountainous strips that will beat almost every aircraft on should know.
Earth to complete exhaustion. Wings and engines just don’t like
the atmosphere above 10,000 feet - not for takeoff anyway. Ever So let’s take the Baron, King Air and maybe some other aircraft
since I visited Telluride, Colorado in real life, I have been a fan of through the paces and see how long it takes to get airborne and climb

64 Computer Pilot Magazine V8I1

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out of some pretty tricky places, at different weights and different So where can we experience Rocky Mountain-type flying within
weather conditions. And you’ll find out, sometimes, we just aren’t only a 15 minute journey from a low-land airport situated on the east
going to be able to do what we do at sea level, especially when one coast? How about in the state of Virginia where we find one of the
engine packs it in. This may be an expensive article. I have a feeling I most scenic and unusual mountain airports I have ever seen. It’s called
am going to bring along my crash suit and will have to present Dean at Ingalls, Hot Springs (KHSP) and it lies in the Great Smoky Mountains
Computer Pilot a bill for a few million dollars! Let’s go get into some at an elevation of over 3700 feet MSL. In fact, the airport is perched
trouble okay? on the top of a mountain ridge. Unlike most mountain strips that are
buried between peaks and ridges, this one sits right on top of one! You
Let’s first try our experiment by discovering what it is like to fly have to climb up over the mountains to get to the airport. And on the
from a high altitude airport without spending the time and effort eastern side of the airport, the elevation drops more than 3000 feet back
getting there, which in the long term would diminish the initial down to a relatively flat region of the east coast.
excitement. What do I mean by this? Well, if you were to start on the
east coast and fly your general aviation twin (like the Beech 58 Baron) Let’s Go Flying!
to Colorado, it would take 15 hours, and along the way chances are So let’s fly up to Ingalls after departing a nearby airport. We’ll use the
that you’d be stopping somewhere in between like Iowa or Kansas. Baron and climb to a cruise altitude of 6500. Heading westbound, 4500
There, the ground has already risen from 1500 to 2500 feet, and sure would not really work too well, considering the mountains and
even at that altitude you’ll notice subtle changes in performance and our destination elevation. At 6500 you naturally lean out the mixtures
operating procedures. But, if you’re new to this stuff you may be able for the best fuel flow as well as peak EGT. This usually results in the
to get by just fine using “sea level” procedures for takeoff and landing. normal 75% power setting for most reciprocating aircraft. Once we find
However, in Colorado where the lowest places are 5000 feet, that the airport on top of the mountain, we’ll enter the pattern and make a
won’t work. normal landing, eyeing the spectacular scenery all the way.

Base at Hot Springs

65
The Baron at Ingalls.

Once we park, enjoy the cold clean air and grab some snacks,
let’s think about what to do next. Climbing back into the airplane
you might see the mixtures are not full forward. We had them
leaned out for cruise and had never put them all the way rich. In
fact, we actually landed at an elevation we often cruise at! Next
time you’re flying at 4500, you would not push the mixtures all the
way forward unless you wanted an emergency to occur. Same thing
here, you can not take off or land with the mixtures full forward.
But since you just flew up from around sea level and now are
perched at 4000 feet, it might not occur to keep them leaned out
from the beginning.

Mixing with the Mixture

Let’s say you pushed them rich and went to start the left engine. Lower Air Density = Lower Mixture Setting
What would happen? As long as you have your realism settings set to keep the engine from being flooded.
to full, you’ll soon find out. Hitting Ctrl+E or manually starting,
you will find the engine crank over, and it roar to life… for about
10 seconds. Then it will quit. Try again, at it will do the same thing. The higher you climb, the more you must lean the mixture in
The mixtures control the amount of fuel sent to the engine. In the stages to match the thinning air. Ignore that and eventually the
thinner air found above 3000 feet MSL, you can no longer send that engine will be running too rich and choke to a stop. So now, in order
much fuel up there without flooding. When you flood the engine to keep the engine running after it starts, you must immediately pull
out, it quits. Simple as that! the mixtures back slightly. How much depends on your altitude. At

66 Computer Pilot Magazine V8I1

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Ingalls, 3700 feet is not all that high, so only a slight amount will
be needed. But it does have to be done. So here, you can fly up in
just minutes to a place where you can experience problems if you
are not accustomed to it. As I mentioned earlier however, landing
somewhere between 1500 and 2500 feet won’t really cause too
many problems. The leaning of mixtures really seems to need to be
done above that line, similar to private pilot training where you’re
instructed to lean anytime you’re cruising above 3000 MSL. So the
same holds true here.

Heading Out
Once you get the engines started and have found the position
where the mixtures work the best, taxi out and take a few minutes
to make sure the engines like the setting, and keep running! It is a
good time to find a spot and do an engine run-up. At sea level we
usually run-up to around 1700 - 2000 rpm. Here however, make sure
your brakes are holding well and go full power. Lean the mixture
slightly during the run-up until the engine starts to run rough. Then
push it forward again slightly just until the roughness goes away.
Now, you’re leaned properly for your altitude. After enough time
has passed where you’re convinced things are okay, depart and see
how long it takes to get airborne in this thinner mountain air.

Weather
The weather for our demonstrations will be manually selected.
Clearly, this has a major impact on performance. Our first test will be
on an early Winter’s day. Set the surface temperature to 40F, but at
this elevation, it should be near 25F or so, maybe colder. Winds calm,
with some slight turbulence layers to simulate normal amounts of
thermals and bumps you get when the sun is out. Line up on Runway
25 at Hot Springs with the Baron loaded with full fuel and a default
passenger load of three…

The time interval from the moment I released the brakes to

the moment I broke ground after rotating at about 90 kts (flaps A Boeing BBJ lands at Jackson Hole.
up), was around 31 seconds. Runway distance was guesstimated
at 2800 feet or so. Once climbing I decided I’d see how single-
engine climb performance would be. So I shut down the right My first test was based on cold, crisp Wintertime weather that
engine at the 5000 foot mark, 1000 above the field elevation. comes in October. Set in clear skies, temperatures in the upper 20s
After securing the dead engine, climb rates at blue line (120) were with no winds. Visibility unlimited of course. From brake release
minimal, but a few hundred feet per minute - enough to stay alive in the Baron, it took 31 seconds to rotate and break ground after
and clear the peaks. rotation. That was going from 0 to 90 kts. Approximately 2500 feet
of pavement was used to get in the air. The next day it was snowing!
Looking back to a “previous test” I performed last July, the Visibility remained great as usual, even in the snow and ceilings
same test had been conducted. With temperatures in the 90s on the were high enough to allow me to make a single-engine climb test.
surface (so at 4000 feet it would be high 70s), and dew points set First of all climb rates with both engines running were about 1000
in the 70s, performance was noticeably worse. It took about 42 fpm. I had full tanks of fuel, and must remember that “just after
seconds to get in the air this time and I used up over 3500 feet of takeoff” was over 8000 feet MSL, so that fairly weak climb rate
runway to get airborne! Climb rates with both engines running were would be typical at these altitudes. Once up high enough, I cut an
poor at only some 600 to 800 fpm. Single-engine climb rates were engine, and found the climb rates were actually in the negative
not climb rates. The best I could do was about 300 feet per minute range. Near -200 fpm! Similar tests in “Indian Summer” heat a
downward! This single-engine performance only helps you get to few days later (boy that snow melted quickly) yielded about 10
the crash scene a little “softer”. seconds and 1000 feet being added to the takeoff roll. Single-engine
performance was approaching -500fpm.
A Change of Pace, But Not Altitude!
Now that we have experienced the east coast’s version of high The King Air 350 demonstrated how effortless takeoffs are
altitude flying, let’s step it up a bit more and take you to one of my conducted in turbine powered equipment. It took 21 seconds in the
favorite places in the world, where I was lucky enough to spend cold weather scenario to get to a Vr of 100kts at takeoff flaps. The
a couple of weeks once - Jackson Hole, Wyoming. Higher than climb rate with both engines running at max continuous power (not
Denver, the “mile high city”, Jackson Hole is a haven of outdoor enroute climb power) was a whopping 4700 fpm! After failing an
enthusiasts at an elevation of 6447 feet MSL. The runway is just as engine, climb rates were cut in half, but still very strong at over
long, allowing the use of many 737s and 757 type airliners bringing 2200 fpm. This was all at a medium weight, about half fuel and half
in skiers from all over the USA. useful load.

67
The King Air climbs well, even on one engine.

“From One Extreme to the Other”

Finally, let’s check out my favorite place in the USA for high
altitude takeoffs - Telluride, Colorado. We’ll go from one extreme
to the other. From a roasting hot 90F day to a frigid Wintertime day
of -20F. Whew! Let’s see what happens, first with our Baron again.
In all honesty, the trip to Telluride was a nightmare. I crashed. I
set the weather to an unstable autumn day, partly cloudy and cold,
with gusty west winds and some heavy wind shear. Thunderstorms
were scattered about, some in the form of rain showers, and others
producing snow. I actually programmed in the weather myself and
had two different temperature layers to produce an incredibly realistic
phenomenon. Rain was falling from the thunderstorms between the
surface and about 12000’. Above that, between 12,000 and 20,000
I had snow with icing. I flew the Lear 45 on what was to be a quick
hop, from nearby Montrose. However, I encountered a 100 kt low
level jet stream at only 12,000 feet. The winds at KTEX airport
were west-northwest, gusting to near 40kts. But going down from
12,000 to the 9000 foot Telluride, I hit the violent wind shear and
turbulence great enough to cause partial loss of control. Then upon
landing, once clear of the shear line, I was trying too hard to land
instead of going around and smashed into the runway in a heavy A clear weather view of Telluride.
down draft! I impacted the runway severely, much to my surprise
and went skidding to a stop with a destroyed wing, small fire and
lots of explaining to do. See, I told you this article was going to cost After recovering in the local hospital, it was time to get back in the
millions! Even before trying out the high altitude performance, I air. Thin air I guess. The weather at the time of my flight here was
learned once again how careful you must be when operating to and clear and breezy, 300 at 12 kts at a temperature of -15C. After getting
from high elevation airports. In this case the weather was certainly the Baron lined up on the active, and setting a full power mixture ratio,
cold enough, but the thin air, wind shears of nearly 100kts and the I went for takeoff. It took approximately 40 seconds and about 70% of
up and down drafts are enough to plow you into the rocks. Recovery the runway to get to a rotation speed of 95 kts. Wow. Even in Winter,
time from wind shear as well as a botched up landing attempt may it’s still going to be a long roll before getting airborne. Climb rates
not be what you’re used to at sea level. with some wind shear were still terrible, a few hundred feet per minute

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until reaching about 120 kts where then it went up to about 800
fpm. What on Earth would this all be like if it were a hot Summer’s
day? Well, I’ll tell you what it was like… 62 seconds to rotation and
almost 90% of the runway... 6000 feet just to get the Baron off the
ground! Climb rates were less than in the Winter, around 500 fpm on
average perhaps.

Winters day climbout from KTEX.

Go Exploring!
There are so many exciting places to experience mountain flying
worldwide. An entire year could be devoted to just this subject. All
I can say is to spend lots of time discovering the US and Canadian
Rockies, South America (has the world’s highest airports - nearing
15,000 feet!) and parts of the Far East, like the region around Nepal.
If you have some exciting experiences to tell, write me here at
Computer Pilot! 4

69
FLYING THE HEAVIES

INTRODUCTION the area to the right by looking through the right-side-windows (but
cannot see much out to the left). If one of the pilots sees something

Y
our Flight Simulator allows you to see the forward-view out significant, he/she should alert the other pilot (by using good voice-
of the front windows. It also allows you to see the views out communications as discussed in an earlier article). In large aircraft
of both the Captain’s left-side-window & the Co-Pilot’s right- with passengers or freight, it is difficult to visually see what is behind
side-window. Even if you are a novice and just starting to fly your you, or directly above or below. In a single-pilot operation, the single-
Flight Simulator, you can use it to develop good habits right from the pilot has to visually-scan alone.
start of your training, e.g. always keep a good LOOK-OUT – both
when on the Ground, and when flying in Visual Conditions. In
Visual Conditions, you should see what is around the aircraft. Even GROUND OPERATION
on a dark night, you may see the lighting on other aircraft. In cloud, The two pilots should scan left and right before (and during) Taxi.
however, you may not see much – Day or Night. Scanning for obstacles in visual conditions in flight is important;
scanning for obstacles in visual conditions when taxiing on the
ground is just as important (maybe even more important, because
there may be something nearby - other aircraft, fuel tankers, tugs,
other obstacles, people etc.

WHEN ABOUT TO LEAVE THE

PARKING POSITION
Before you even start taxiing the Captain should confirm that the
Ground Engineer has removed the blocks (so the aircraft can now
move more freely on the ground when the brakes are released), has
removed his/her headset and moved away from the aircraft, and
has giving the Captain the ‘thumbs-up’ signal. At many airports, a
Clearance to Taxi is required from the Control Tower. The Captain
should then scan to the left, and call out ‘CLEAR LEFT’; and the Co-
Pilot should scan to the right, and call out ‘CLEAR RIGHT’. If all is
indeed clear, the aircraft should be able to be taxied safely – provided
both pilots maintain a good scan for nearby aircraft and obstacles.

TAXIING FOR TAKEOFF

When leaving the Tarmac and taxiing along the taxiways towards
the Takeoff Runway, the Pilot(s) must ensure that the aircraft will
taxi on the correct taxiway, and in the right direction. Also, do not
Russian Aircraft seen through the left-side-window enter or cross any runway without the appropriate clearance from the
(Sharjah, Arab Emirates)
Control Tower.

Even if you are an Instrument-Rated-Pilot, therefore rated to fly

in cloud, you will spend a lot of your flight-time out of cloud and
in visual conditions where you may be able to see the ground, any
nearby obstacles, and other nearby aircraft. Of course, you will not
see these things unless you are looking out of your windows.

Using your eyes to scan the nearby area under visual conditions
normally becomes more critical when you are flying under the clouds
and near an airport where there may be other aircraft – and these
may be flying in different directions. A visual-scan in these Visual
Conditions is important. Some aircraft may be flying under the
Instruments-Flight-Rules (IFR), and others may be flying under
the Visual-Flight-Rules (VFR). Some aircraft might be flying at
high airspeeds (like passenger and freight jet aircraft); others might
be flying at much slower airspeeds (e.g. small training aircraft or
helicopters). Collisions must be avoided at all cost! In your Flight
Simulator, you can scan using all of the available windows - as a
preventative measure against collisions.

In a multi-crew-cockpit, the Captain can scan the area ahead by

looking through the main forward windows, and can scan the area
to the left by looking through the left-side-windows (but the Captain
cannot see much out to the right-side-window); while the Co-Pilot
Taxiing towards the Takeoff Runway (Sharjah, Arab Emirates)
can scan ahead through the main forward windows, and can scan

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ENTERING THE RUNWAY
Over the years, there have been many accidents involving taxiing
aircraft, parked aircraft, and aircraft moving on the runway during
takeoff or landing. One of the biggest aircraft accidents in history
(which caused a large loss-of-life) involved two passenger jets on
the runway at Tenerife, Canary Islands. One was taking off; the other
was taxiing and they collided. Vigilance (for good communications
between the pilots, Air Traffic Control in the Tower, and the other
aircraft) was not sufficient. Hundreds of people died on the runway!
Ground Operations are just as important as Flight Operations!

EN-ROUTE
Even when you are cruising at high levels in visual conditions, it
is good airmanship to scan the sky. Often, you can only see cloud
above or below or out to the side, but sometimes you might also have
a good view of the ground even from a high level.
Both Pilots Looking-Out for Crossing-Traffic (Iran)

Mountains in Iran seen from above

Sometimes, Air Traffic Control will warn you that there is some Normally, you cruise using the Auto-Pilot and, if you want to
‘crossing traffic’, so you should (in Visual Conditions) scan the sky change your flightpath, you can do this by using the autopilot. The
in a logical manner. Sometimes, you might spot traffic that has NOT autopilot has limits which keeps motions of pitch & roll within
been advised (and this could happen in Africa, in South America, in comfortable limits – therefore, steep-turns are not possible when
Asia, in Europe, in Australia, in North America, in Fiji, in Russia – in using the autopilot. In an Emergency situation where, to avoid a
fact, this can happen anywhere!). Keep your eyes open and, when you collision, big changes in pitch or roll or both are required, you
spot significant traffic, you should advise your partner! should disengage the autopilot and fly the aircraft manually.

72 Computer Pilot Magazine V8I1

FLYING THE HEAVIES

APPROACHING FOR A LANDING

Often you descend from cruising level through cloud, and then
move out of cloud into visual conditions – where, as well as other
instrument aircraft operating under the Instrument Flight Rules (IFR),
there may be increasing aircraft operating under the Visual Flight
Rules (VFR). Visual vigilance is very important! When descending
into a tourist area (e.g. the Rocky Mountains, the Grand Canyon, the
European Alps, the Great Barrier Reef, Niagara Falls, scenic rivers,
etc.), there may be increased low-level-flights for visitors to improve
their view of the area. This increases the risk of a collision.

View through the forward windows on approach

(Cologne, Germany)

The Rhein River

(seen through the right window on approach to Cologne, Germany)

Captain PF using the Thrust-Levers; Co-Pilot

selecting the Landing Gear DOWN

The Forest in Fall (Autumn)

(View through the left window on approach to Cologne, Germany)

Of course, from the pilot’s point-of-view, to view the scenery is

secondary, compared with to concentrating on operational matters
- like maintaining the correct flightpath to the touch-down point on
the runway centerline, and completing the BEFORE-LANDING-
CHECKLIST before actually landing. It is true, however, that some
aircraft have been landed in good weather conditions, with the aircraft
in a perfect engineering condition, with a clearance-to-land from the
Control Tower – but the pilot(s) have forgotten to extend the Landing
Gear! Do not join this unhappy group of ex-pilots – instead, concentrate
Captain PF using the Thrust-Levers; Co-Pilot selecting Landing Flaps
on operational matters, e.g. complete Checklists in a timely manner!

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TAXIING TO THE PARKING POSITION CONCLUSION
After landing, you should keep a Good Look-Out left and right, Even if you have completed a flight successfully, which the engines
and forward and make sure that you are taxiing on the correct stopped, the Checklists completed, you should always keep a good
taxiway and in the correct direction. When comfortable, you can then look-out as you leave the aircraft (or simulator). I have seen pilots slip
complete the AFTER-LANDING-CHECKLIST. down the stairs (aircraft or simulator), be hit by a tug, or come close to
a taxiing aircraft with engines running – which can be deadly! There
Normally when you are about to taxi a large aircraft into the Parking is much more to flying than just making good takeoffs & landings.
Position, there is a Marshaller to guide you, and to advise you when Operate safely. You can learn this using your Flight Simulator.
to stop, and apply the Parking Brakes. A Marshaller normally uses
two red-flags or lights, which can be seen Day or Night. Until next Flight
Charlie Victoria 4

Approaching the Parking Position (Cologne, Germany)

Parking the Aircraft (Cologne, Germany)

74 Computer Pilot Magazine V8I1