In order to run the Majestic Q400 under Windows 10, you will need to download the 20150804_MJC84_1016.zip patch that is available for download from the usual Majestic Software User Area here.
FSX-SE & FS Host Client: Changing Other Players Aircraft but No List?
The Flight1 FSX registry fix is a really useful tool that can be used to reinsert the full MS FSX path into the Windows registry, as often the FSX path became "lost".
I implemented this fix yesterday to see what effect it would have on FS Host Client, as I was not seeing a list of installed aircraft from which I could choose to change other players aircarft.
Suddenly, FSHC "saw" my other FSX-SE installed aircraft types, and low and behold, I could change other players aeroplanes - fantastic!
However, Rikooo, a very good French flight simulator resource site, has available another similar download, though I haven't as yet tried it. This utility does much the same as the Flight1 Registry Fix, but instead of putting in the MS FSX.EXE path, it puts in the FSX-SE FSX.EXE path, and thus installers that were expressly written for FSX can now find the FSX-SE FSX.EXE, and thus these installers can run normally.
Here's the text from Rikooo:
Here is a small program created by Rikoooo that make FSX Steam Edition detectable by the oldest auto-installers of Rikoooo.
Rikoooo's Auto-installers will believe that FSX Steam Edition is in fact FSX.
It will simply copy the contents of the registry key named "HKCUSoftwareMicrosoftMicrosoft GamesFlight Simulator - Steam Edition10.0" AppPath in "HKCUSoftwareMicrosoftMicrosoft GamesFlight Simulator10.0". Giving the installer the path to FSX Steam Edition and fixing the issue.
FSX Steam Edition is not modified in anyway. Do not use this fix for FSX.
If you want to give it a shot, you can find the Rikooo fix here.
Channel 4: Flying to the Ends of the Earth
Pilots - this is definitely a TV programme to watch!
Flying to the Ends of the Earth - Channel 4 Monday's 20:00 (series of 3)
Arthur Williams is a wheelchair bound ex-Royal Marine who has learnt to fly, and in so doing, has regained his enthusiasm for life.
In the first of the three programmes, he flies to Nepal, where he flies a microlight, and then flies to Lukla VNLK as well as other smaller entirely unpaved and mountainous strips. Next week, he visits Australia and Papua, and the week after that he's in the Himalayas.
The first programme aired last night, but it can still be seen on Channel 4's catch-up service, as well as iOS and Android devices.
Paro VQPR Bhutan RW33 Approach: Challenge Accepted
Paro airport, Bhutan, has a deservedly fearsome reputation, for not only is it at a lung-aching elevation of 7,300', but it is also surrounded on all sides by the highest mountain range in the world, the Himalayas. Getting in and getting out of Paro is such a highly skilled operation, and there are but eight qualified pilots in the world trained for this approach.
Drukair of Bhutan operates a fleet of aircraft, including Airbus A319's, having chosen Airbus over Boeing some years ago when they replaced their ageing fleet of BAe RJ100's.
Anyway, to cut a long story short, having already notched up a victory against the ever so slightly easier RW15 approach, I now wanted to try out the manually flown approach to RW33. I just flew this approach, but not before a few knocks and bruises on the way.
No template or procedural documentation exists addressing how to fly this approach, so I created my own based upon a standard VQPR VFR situational chart, upon which, to the best of my YouTube derivation abilities, I added the approximate route and spot-heights flown by Drukair; yes, I have watched nearly all VQPR RW15 approach video's in existence!
I have attached my template for you, plus a few screenies of my short-finals onto RW33. I'm pleased with the outcome, not just because it's another approach to be chalked up, but also because patience makes perfect. I hope that you might also give this testing approach a go too (download the VQPR chart here).
The easiest and shortest route to follow from Kathmandu Tribuvan VNKT to Paro VQPR is "VNKT BBD TAKTI VQPR", and you will need to be at TAKTI at 16,000' (Bhutan transition altitude is 18,000'), and you should be at 160kts with flaps and gear down as required as you don't want to speed up during the downhill segment of the approach.
Just to the East of TAKTI you will see a valley, and you must follow this valley northwards whilst descending to the spot-altitudes specified in green (these are my own derivations, though as a guide they should work well enough).
I may endeavour to complete the series with a chart for the RW15 approach, as well as some take-off charts too.
In case you are wondering why, I would just like to remind you that Ernst K. Gann wrote in "Fate is the Hunter" the sentiment that he began to relish the more difficult and testing approaches and conditions, as he felt that this was conditioning him to be a more accomplished pilot. OK, so his Captain was a Svengali figure, but all-in-all, Gann was right.
Go on, push yourself!
Screenies from X-Plane 10 using the JAR Design A320 Neo at VQPR.
The Importance of Skyvector: Do Not Miss This Video!
I have said it before, and I'll say it again, SkyVector.com is one of the most important flight related web sites you will ever bookmark, be it for flight simulation or real world flight. It is jammed packed with flight planning features because pilots and flyers use it in earnest for this very reason.
Do not miss the following video, as it runs through the most recent update made to SkyVector, and in this brief presentation, Dave, SkyVector's developer, will unearth some very important flight planning functionality that you will find immensely useful.
In the days before GPS, and in the days before FS Commander, maps took the centre stage of flight planning, not to mention the accompanying bundle of weather briefings and notams.
For me, flying solely with SkyVector for company on my browser is all I need to maintain situational awareness, and I will go as far as saying that in using SkyVector, your own situational awareness will improve because you will no longer be reliant on moving maps with aeroplane icons showing your precise location.
The drawback is that SkyVector's map of the USA is as detailed as the FAA's official maps, and that is because the are one and the same, so in the USA, you can fly "VFR" and trust that SkyVector's planning, whereas SkyVector's coverage of Europe and the rest of the world is considerably more limited, and detailed features may not be present. On the other hand, for IFR, it is already flight ready, and on a worldwide basis too.
Look out of your aeroplane window, look for three features, then transfer your attentions to your map in order to find those features, or use two VOR's to pinpoint your location, unless DME can give you the distance FROM your radial of interest. You can do this with SkyVector, but why should you?
Simply, in so doing, your will become wiser, and a wise pilot carries airmanship, and airmanship is everything; indeed, airmanship trumps your personalised seat of the pants instincts.