December 20, 2012 / admin / 0 Comments
A few weeks ago I shared with you all the choices you have available in the form of flight simulation software. I take it you’ve settled on one and have successfully installed the software onto your computer. Unfortunately, most of what I will blog about will directly relate to Microsoft Flight Simulator. As I have stated in previous articles, both FSX (released in 2006) and even FS9 (Flight Simulator 2004 released in 2003) are used by many flight simulator enthusiasts today. Add-ons in the form of both software (scenery, aircraft etc.) are still developed and hardware developers for the most part still support both the old FS9 and FSX platforms. Regardless of the decision you made on flight simulation software, once you get it installed the next step is to take that first flight.
While it may be tempting to load up the default Boeing 747 and depart from KJFK in New York and fly to London Heathrow. If this is your first time in a computer flight simulator, please allow me to provide some advice and encourage you to wait a little while before you jump into the big jets.
Remember, a normal aircraft flight includes several parts of flight including taxi, takeoff, climb, cruise, descent and landing. Each of these parts do require a certain amount of practice and they are the same regardless of aircraft type. Practice really does make perfect.
Tip – You may have read previous articles on my blog about flying for virtual airlines and flying online with other pilots and controllers on the VATSIM or IVAO Networks. These are both fun aspects which can and will add additional layers of realism to your flight simulation experience. However, please wait until you have sufficient experience before pursuing as VA’s and the online networks require you to have the necessary skills to operate aircraft in all aspects of flight (taxi, takeoff, climb, cruise, descent and landing).
In addition to the Microsoft Flight Simulator flight tutorials which will help you tremendously, load up a flight in the default Cessna 172 Skyhawk from KEDW (Andrews Air Force Base, California). I suggest this location as the runways are wide and long. Consider turning off the options for other traffic and set the weather to imitate a clear, calm day and just spend time practicing and maneuvering your Cessna 172 both on the ground and in the air.
Depart the active runway and practice hand-flying the aircraft at first. Practice maintaining your speed, altitude and direction. Don’t worry about landing the aircraft at this time. Remember this is just a simulator and nothing bad will happen if you crash a few times. As you spend more time practicing your take-off maneuvers, you’ll get the hang of properly trimming out the aircraft where it will fly straight and level with minimum input from the controls.
Tip – While the aircrafts autopilot functionality can certainly assist in controlling the aircrafts direction, altitude, etc…these tasks should also be understood and practiced without the need of relying on the aircraft autopilot.
Once you can successfully taxi to the active runway, takeoff, climb and cruise you really only have two elements of flight to master and that is descent and landing. Again, using your default Cessna 172 at KEDW, practice landing maneuvers using the diagram below. Depart KEDW and fly a runway heading while climbing a few hundred feet. Practice turning on the crosswind leg, then again on the downwind leg (parallel to the active runway), then the base leg and then final approach. Don’t worry about descending and landing. Just practice this important maneuver and make sure you can correctly line up with the runway each time.
After you can demonstrate flying this pattern and being successful at lining up to the runway on final approach, then introduce descent and practice “touch-and-go” landing maneuvers. Again, KEDW is a perfect facility to practice this with runway 04R/22L being a long 15,024 feet in length (2.84 miles).
As you complete one after another successful “touch-and-go” landings, try to eventually land in the touchdown zone and centered on the runway. Practice will make this become perfect in time.
I can’t tell you how many hours it will take to master the maneuvers I’ve discussed here today. You should spend adequate time practicing until you feel comfortable. But I can tell you that in time it will eventually become second nature. As you get better and better controlling the Cessna then work your way up. Before you know it, you’ll be the PIC (Pilot In Command) of a Boeing 747 headed from KJFK to EGLL.
Until next time…
Happy Flying!!!
JT
Fine Print: Unfortunately I feel the need to state for the record that my “How To” articles and tips are for flight simulation purposes only and should not be used for real world aviation.
December 13, 2012 / admin / 0 Comments
I’ve blogged about my experience with VA’s or Virtual Airlines. When I setup my sim gear and eased back into the hobby I really had plans just to fly and not get involved with any VA. Well, this lasted about two weeks. I recently joined British Airways Virtual (BAv).
I’ve known about BAv for over a decade. Back when I was involved with American Virtual Airlines (AvA), we setup a partnership with BAv and I could tell even back then that this was one finely operated virtual airline. While I’ll always be proud of the time spent with AvA, and I may even one day go back to AvA. I can also say that BAv is perhaps the premier VA in all of the internet based flight sim virtual airlines. Why do I say this? Well…even back in 2001 when I was first introduced to the world of virtual airlines, BAv was the only VA (I was aware of) which actually had a relationship with their real world counterpart and this is HUGE.
If you’ve been around the virtual airline world long, you have probably heard about VA’s being shut down by their real world counterparts. I know it has been “virtually” impossible to keep a Fedex virtual airline running for any length of time as the real Fedex Company attorneys will send the management of the Fedex VA a Cease and Desist letter and insist they cease all operation due to copyright infringement. Fedex is just one example of many I’ve heard about over the years. Why do some real world airlines take issues with VA’s simulating their operation? Perhaps I’ll leave this discussion to another article.
Anyway, wanting to spend some time exploring Europe…I decided there was no better airline (and VA for that matter) than to fly British Airways. I figured if I’m going to do this, I might as well have more purpose to my explorations. So I pointed my web browser to the British Airways Virtual website and decided to fill out an application. Now I’ll admit that I have thought about joining BAv before. However, each time I visited their website they were not hiring. BAv has a policy to not have any more than 1,250 members. Luckily, when I checked this time around, they had an opening for 75 pilots and I was able to get my application in ahead of the quota filling up.
Within approx. 24-48 hours I received an email from their HR department with instructions on how to complete their online exam process. An exam??? Yep, and one of the reasons why I believe this is a First Class VA. I spent time reviewing the BAv policy documents, their website and sat down at my PC to take the exam. All the answers to the questions could be found if you had taken the time to read the information. Within minutes of successfully completing the exam I received my pilot number and temporary credentials to access the BAv website.
While I have thousands of hours logged flying computer flight simulators (and over 1000 hours on VATSIM) I opted to start at the low rank of First Office at BAv and work my way up. Even with not transferring any hours over to BAv and starting out as First Officer, I can still fly the 737, A319, A320 and A321. I’ll receive my first promotion to Sr. First Office at 50 hours and to Captain at 100. I’m having a blast flying routes out of Gatwick and Heathrow in the Boeing 737 and Airbus A3xx. Once I reach 50 hours I’ll have access to the 767 for European routes and at 100 hours will have access to 747 and 777 and can do long-haul routes should I want.
While VA flying isn’t for everyone. I can tell you that you’ll find no better VA than BAv when it comes to their requirements of maintaining active membership. With only one required flight per month and BAv allows for both online (VATSIM and IVAO) along with offline flights to be flown. It’s easy peasy to not only be an active member, but also remain an active member.
In addition to accumulating flight hours, another element to BAv which I’ve not experienced with other VA’s is the way they award experience points and conformance percentages. Flight hours are accumulated like any other VA. However, BAv awards experience points for each flight you make along with nice bonus points for complete flight rotation (EGLL-EBAW-EGLL). Pilots are also awarded for schedule conformance. BAv uses actual real world British Airways flight schedules and conformance to these schedules are tracked.
Finally, BAv uses a small software client called Phoenix to track your flight. No this isn’t like having Big Brother watching over you (although I can see where some will think this), but more like a flight data recorder. You simply book your flight on the BAv website, launch Phoenix and retrieve the flight. Setup your flight and just before you are ready to start engines and push-back, you start the Phoenix client tracking. Each hour the Phoenix client asks for a position report each hour of flight time. You simply dial a COM 2 frequency when requested. Phoenix also handles your PIREP reporting at the end of the flight. While other VA’s have similar ACARS software, I’ve not seen anything as robust as the BAv Phoenix client.
Again, VA participation isn’t for everyone. However, in all the years I’ve been flying computer sims and participating in virtual airlines, BAv truly is for those who are serious about flight simulation. If you would like to experience a first class virtual airline, then look no further to British Airways virtual. As of this blog posting, BAv has 41 pilot vacancies, with 33 applications in queue. Get those applications in today before all slots have been filled.
Until next time…
Happy Flying!!!
JT
December 6, 2012 / admin / 0 Comments
Back in the early days, we didn’t have much choice when it came to selecting flight simulator software. When I was a teen back in the early 80’s, I had a Commodore 64 computer. I had a version of flight simulator which ran on the Commodore 64 computer. In those days you only had a small selection of airports to fly to and from and typically only one type of aircraft. I spent many, many hours flying the Cessna around Meig’s Field in Chicago.
As time passed, the sophistication of the various flight simulator software titles evolved from just one aircraft and a few airports to any aircraft one could imagine and an entire globe full of airports with tons of eye candy to look at while flying from point A to point B. Today, flight simulator enthusiasts have many different software platforms to choose from when it comes to setting up their flight simulator.
Microsoft Flight Simulator
Perhaps some will argue this point, but I believe Microsoft Flight Simulator leads the popularity contest when it comes to flight simulator software. From Microsoft Flight Simulator 1.0 released in 1982 all the way to Microsoft Flight Simulator X released in 2006, Microsoft has certainly done its part to create the industry behind the flight sim hobby.
Tip – Microsoft released a new ‘simulator’ titled Microsoft Flight in February 2012. While Microsoft referred to MS Flight as a simulator, the flight sim community does not. Unlike all other versions of Microsoft Flight Simulator, Flight is geared to be more of a ‘game’ versus simulator. On July 26, 2012, Microsoft cancelled any further development plans for Flight.
If you are looking into purchasing a version of Microsoft Flight Simulator, you’ll find Flight Simulator 2004 (AKA FS9) and Flight Simulator X as the most common versions used among Microsoft enthusiasts. You’ll also find software add-on options (including scenery, aircraft and other accessories) widely available for both FS9 and FSX versions of Microsoft Flight Simulator. I wouldn’t advise purchasing any version prior to FS9.
FSX will function (as well as just about every add-on) without issue on the Microsoft Windows 7 OS (32 bit and 64 bit). I’ve also read in various forums where users have installed FSX on the new Microsoft Windows 8 OS. However, I can’t confirm Windows 8 will handle all the other add-on options available.
X-Plane
X-Plane, developed by Laminar Research is another popular flight sim platform which has been around for a number of years. Designed for Mac, but also available for 32/64-Bit Windows and Linux OS systems, it has become a solid alternative to the Microsoft brand. Most 3rd party developers designing the various add-on options include X-Plane versions. Unlike Microsoft, the developers of X-Plane continue to develop the software and as of the present time the most current version is 10.10.
Prepar3D
Prepar3D or P3D is the new kid on the block with regards to payware flight simulation software. Announced in 2009, Lockheed Martin negotiated the purchase of the intellectual property including source code of Microsoft Flight Simulator X along with the hiring of many of the MS developers which were part of ACES Studios to develop what would become Prepar3D. From what I understand, most add-ons as well as the default FSX aircraft work in Prepar3D without any adjustment since Prepar3D is kept backward compatible to FSX. However, there are some small technical changes that must be made if you want to fly online via either the IVAO or VATSIM networks.
There is some debate whether or not Prepar3D is designed to be used in the flight sim hobby community. I don’t believe Lockheed Martin plans to develop a public version, but the Prepar3D website does state that the academic license version is available for students from kindergarten through undergraduate and is suitable for home use. You can learn more about the licensing of P3D here.
Freeware/Open-Source Alternatives and a warning
There is an open-source alternative to flight simulation software available from FlightGear. While I’ve never spent any time testing or flying using the FlightGear flight simulation software, I know others do use it and there are methods of importing planes from Microsoft Flight Simulator into FlightGear. In addition, there is also an on-line client for the VATSIM network called SquawkGearthat will allow you to use FlightGear to fly on-line. It is extremely encouraging to see developers like FlightGear contribute to the flight sim community with their open-source program.
Unfortunately, there are some individuals who have taken the open-source code from FlightGear, made a few minor modifications and are attempting to market the product under various names such as Flight Pro Sim, Pro Flight Simulator etc. I first learned about this back in 2010 and blogged about it here and here. But please….don’t take my word for it. Read the official statement released by FlightGear and judge for yourself.
Final Thoughts
I base much of my decision around what flight simulator platform I continue to use around the fact that I have a large investment of money and time in the Microsoft platform. I built a custom PCback in 2010 which would handle the demands of Microsoft FSX. I have hundreds of dollars tied up in add-on software and hardware to enhance my flight sim experience. If I woke up tomorrow and could no longer run Microsoft FSX, I would probably further investigate Prepar3D as a solution. However, if you are just starting out….the sky truly is the limit in the direction you proceed.
While there are many reasons to select Microsoft Flight Simulator as your software of choice, the fact that Microsoft discontinued development and in my opinion will never develop flight simulation software again is perhaps a reason to steer away from this as an option. But for now, FSX continues to be my platform of choice and it works well for me.
Until next time…
Happy Flying!!!
JT
December 2, 2012 / admin / 0 Comments
After returning back to London from Cape Town, South Africa, (see my around the world adventure posts) I wanted to spend some time flying in and around Europe in some “Big Iron”. While I’ve flown to and from Europe in jets (mainly from the US), I haven’t done much route flying within the UK/Europe. I figure after spending the better part of my 25+ year virtual aviation career flying US domestic routes, it is time to add the UK/Europe region to my experience.
So I spent a little bit of time re-familiarizing myself with the iFly 737NG and slapped on the BA livery and began my pre-flight planning to fly from London Gatwick (EGKK) to Rome’s Leonardo da Vinci-Fiumicino (LIRF). I do like British Airways and perhaps consider them my second real world favorite of airlines I enjoy simulating. This is emulating the real world British Airways flight BA2540. The real world flight uses a B734, but I’m going to use the B738 in my simulation.
BA2540 at the gate London Gatwick. Gatwick is especially busy today. Lots of company traffic as well as Alitalia, Air France, EasyJet, Portugalia and others all waiting to depart. Preparing to push back and taxi to runway 26L. Our flying time today will be 2 hours and 30 minutes. Note: I’m currently using the default FSX London Gatwick scenery. However, I really love the UK2000 Heathrow scenery I’ve owned for a few years that I believe I’ll pickup their Gatwick version soon.
The initial climb was a bit choppy.
Crossing the English Channel and climbing to FL360.
Intercepting the localizer runway 16R LIRF.
Down below the clouds the runway is in sight.
An uneventful and fun flight in the iFly 737NG. My passengers were pleased to arrive eight minutes early and I’m sure looking forward to their time in Rome. I’ll stretch my legs, grab a cup of coffee and prepare to head back to Gatwick tonight. I’m told to expect a packed flight with worsening weather conditions.
Until next time…
Happy Flying!!!
JT
November 29, 2012 / admin / 0 Comments
To some individuals, a computer based flight simulator is just a game and to many others it is much more, it’s an important hobby. I’ve even known many younger individuals who were inspired to pursue aviation careers and became pilots and air traffic controllers as a result. Regardless of your motive, one can learn and experience many different aspects of aviation and even learn something about geography through a computer based flight simulator program.
For me, flight simulation changed from being “Just a Game” around the year 2000. As it was around this timeframe when I was first introduced to the world of internet based virtual airlines or VA’s. I’ll discuss VA’s in more depth in a future article. Before 2000, I would load up a flight in my simulator, pick a destination, take off and come back in a hour or two and land the plane. I was happy if I could land within a hundred miles or so of the airport. However, with a little practice (practice does make perfect after all), I could navigate my aircraft and found it was actually interesting to fly the aircraft versus letting the autopilot do it.
Tip – It is easy to get caught up in wanting to fly “Big Iron” aircraft like the Boeing 747. However, you’ll learn more about flying and navigating when spending time in the default Cessna type aircraft which are featured in all versions of the popular flight simulator programs. Work your way up from the single engine prop models just like real pilots.
While I have no desire to take flying lessons or earn my private pilots license, the flight simulation hobby has taught me much about aviation, about the world we live in and I’ve met some really wonderful people as a result.
Next time I’ll discuss what flight simulator software is right for you (there are many to choose from) and some tips on setting it up. Thank you for reading my blog.
Until next time…
Happy Flying!!!
JT
November 27, 2012 / admin / 0 Comments
Continuing our southerly path towards Cape Town, days five and six were pretty much uneventful. I departed N’Dola airport in the city of Kinshasa, DRC for Huambo, Angola and the Albano Machado airport (FNHU). The town of Huambo sits at an elevation of 5,584 feet.
Lined up on the active at FZAB. Slightly improved weather conditions from yesterday.
I love these shots looking back. FZAB in the background.
On the ground at the Albano Machado Airport (FNHU) in Huambo, Angola for a fuel/food stop.
Back in the air after a brief fuel stop. We’ll make Windhoek Airport in Windhoek, Namibia by nightfall.
On final for the second time into Windhoek FYWE. Had to go around due to aircraft on the runway. We’ll spend the night here and resume our journey towards Cape Town, South Africa tomorrow (day six).
Day Six begins late morning as we depart Windhoek, Namibia for Cape Town, South Africa.
It’s been an amazing week of flying through Africa. To break things up just a bit, I’m going to place the King Air in storage at the Cape Town airport while my wealthy passengers spend a few weeks vacationing in Cape Town. I’ve warned them about the great white sharks and will catch a flight from Cape Town back to London to run some “big iron” flights in and around Europe. I’ll resume my adventure in a few weeks.
Until next time…
Happy Flying!!!
JT
November 26, 2012 / admin / 0 Comments
As I mentioned in an earlier blog post, I packed away my flight sim computer and other gear (yoke, pedals, GoFlight hardware modules) in early January 2012. Prior to this timeframe, I hadn’t spent much time flying since July/August 2011. However, at this time (and even in January 2012) my FSX machine ran just fine.
Since my FXS machine had been packed away between January and September of this year, I had a number of Microsoft updates to apply to the machine, along with updates to my antivirus programs. Also, specific to FSX I had several updates to apply for various scenery and other add-ons.
From almost minute one, FSX was unstable and I experienced many CTD’s or crash to desktop issues. Many of these were experienced when clicking menus within FSX. But FSX would also crash when starting up as well as when going to an airport (FSX default or otherwise) via the menu. The odd part of this was I new I had applied the fix to resolve CTD’s when clicking menus just after I built the new machine two years ago. Of course I’m talking about the uiautomationcore.dll fix. This impacts users running FSX on Windows 7 64 bit machines. If you want more information on this fix, please read this.
Anyway, I was pulling my hair out trying to figure out what was wrong. I was very close to just biting the bullet and performing a full system rebuild on my machine. Then on one of my Africa flights I experienced a CTD and decided to do a little more research on the specific error. The error pointed to g3d.dll. I used Google to search and found a blog post on the Avsim Forums which pointed to the fault being with FSUIPC. I hadn’t thought about checking to see if an update to FSUIPC was available since my long hiatus.
I applied the most recent version of FSUIPC and ran some tests. Since applying the update, I’ve spent another 4-6 hours on the machine flying, clicking menus and just about anything else I can think of. The machine is stable and I’ve experienced no CTD’s.
I hope this information might help someone else.
Until next time…
Happy Flying!!!
JT
November 24, 2012 / admin / 0 Comments
This update will serve as the update for day three and four as our journey continues into Africa. Day three began in Niamey, Niger (DRRN) under clear skies. The decision was made to push on to the coastal city of Douala, Cameroon (FKKD) which is a three hour journey from Niamey.
The weather was clear and warm (actually hot) in Niamey. We fueled and prepared to taxi to the active runway.
Taxi from the fuel station to the active runway at DRRN.
Our departure clearance was granted quickly and we were airborne and turning towards the south enroute to Douala.
As our route carried us closer to the coast, thick dark clouds began to develop with reports of strong turbulence between 15,000 and 18,000. I descended below 12,000 and continued to make my way towards Douala.
At about 10 miles out, we had one more storm cell to route ourselves around. This extended our flight time by about 15 minutes, but would ensure a safe arrival.
As we crossed the river we were instructed to follow the King Air ahead of us. We resumed our position as number two and made it safely to the ground.
On Friday morning I double-checked weather conditions and discovered we would need to carefully plot our departure out of Douala much the way we approached. The coastal storms were back. We departed Douala for Kinshasa, Democratic Republic of the Congo (FZAB).
Departing runway 30 in Douala, Cameroon.
Note the addition of the winglets for the Carenado B200 King Air.
Circling the Douala airport for a patch of clear sky.
Headed for smooth air and clear skies as we fly in-land from the Gulf of Guinea. Our journey today will carry us south of the Equator for the first time on our long journey.
Just managed to land and taxi off the active before the clouds opened up.
I did experience a CTD (Crash to Desktop) on this flight, but thankfully FSUIPC and the “save” feature helped me get back on track. I did in fact learn something about a resolution to this CTD and will write about the solution soon.
Until next time…
Happy Flying!!!
JT
November 22, 2012 / admin / 0 Comments
In over 25 years of flight simming, my only time to fly in or around Africa was in 2010 when I flew along the northern coast of Algeria and briefly in Libya before heading across the Mediterranean Sea towards Palermo, then on to Athens. This adventure is allowing me to journey into the deepest portions of Africa and I couldn’t resist the opportunity to fly to Timbuktu.
My rich passenger travelers are tired from shopping and sightseeing around Casablanca. We depart Casablanca early as we’ll travel most all day in order to reach Timbuktu. However, I was given strict instructions to limit the flight segments to under 3 hours as best as possible. I plotted the second travel day to depart Casablanca (GMMN) to Tindouf, Algeria (DAOF). We’ll refuel, stretch the legs, grab lunch and then it’s off to Timbuktu, Mali (GATB).
I did learn what I needed to know about the flight characteristics of the King Air 200. Under normal weather conditions, I have a range of just slightly over 1200 miles when fully loaded with 548 gallons of fuel (3671 lbs.). The King Air 200 is also speedy in comparison to the single engine Mooney I used last time. My passengers also enjoy all the amenities they expect including full drink and refreshment center (with flight attendant) and that fully enclosed aft lavatory.
Bright and early in Casablanca. Time to load’em up and move’em out.
Ready to go 35R GMMN
A little bumpy on the climb from Casablanca.
The western Sahara
On final to Tindouf, Algeria DAOF
Not much here but tarmac. Topping off the fuel tanks and back in the air. Thankfully we have that on-board enclosed lavatory. 
Climbing out over the western Sahara enroute to Timbuktu.
On final into Timbuktu.
On the ground at Timbuktu. The rich family wants to push on to Niamey, Niger (DRRN). After re-fueling we resume our trip.
Departing Timbuktu and turning south towards Niamey. The Beechcraft King Air 200 is getting a workout today.
On final approach into Niamey (DRRN).
On the ground, parked and engines off at Niamey, Niger.
We are 2620 nm into our journey. Our route will continue soon carrying us further south into Africa towards Kinshasa, DRC with planned fuel stops at Kaduna, Nigeria (DNKA) and Doula, Cameroon (FKKD). I’ve also plotted my course to Cape Town. I’ll have the Beechcraft checked out fully before resuming the journey. From Cape Town our course will carry us up the eastern coast of South Africa, across to Madagascar.
Until next time…
Happy Flying!!!
JT
November 21, 2012 / admin / 0 Comments
As stated in my most recent blog post in almost a year, I’m gearing up to start a new flight simulator adventure that will take me around the world as I zig-zag between northern and southern hemispheres in the Carenado B200 Beechcraft King Air twin-turboprop. This aircraft is a brand new addition to my virtual hangar. While I’ve spent some time in the virtual cockpit of this awesome aircraft, I’ve only managed to spend a few minutes at a time. So the first leg of this adventure is truly important and one I’ll pay close attention to how the aircraft performs based on general specifications of the aircraft.
In 2010, my Mooney had a range of less than 900nm. This meant my average leg flying time was approx. 3-4 hours. The King Air range is about double that of the Mooney, but that doesn’t mean I’ll have 6-8 hours to spend in a single sitting. But of course, with the aircraft upgrade I’ll also have additional airspeed available which I didn’t have with the Mooney. It should all balance out.
The first planned leg will be a long one taking us from the departure airport in Antwerp, Belgium all the way to Casablanca, Morocco. I have plenty of re-fueling options along the way should the need arise. But I want to challenge the suggested performance characteristics of the aircraft while I’m over heavily populated areas versus a large body of water or the Sahara.
I’ve plotted the route for the long journey to carry us over Paris, Madrid, Seville (refuel), Gibraltar then Casablanca with estimated travel time of just under 6 hours.
My new Beechcraft B200 King Air twin-turboprop parked at Antwerp airport EBAW.
Holding short, runway 29 EBAW.
Position and Hold (OK, Line up and Wait) RW 29
Turning southwest towards Paris. The river Scheldt just below.
The port side Pratt & Whitney doing its job.
Sunset over northern Africa
Short final runway 35R Mohammed V International Airport GMMN.
Parked with engines off as the sun sets and a Royal Air Maroc departs.
My passengers are thrilled to make it to Casablanca and will spend a few days sightseeing. Our journey will resume soon as we continue to fly south into the heart of Africa.
Until next time…
Happy Flying!
JT
