Thursday, July 30, 2009

Khartoum to Amman

This will be my last flight for this month of July. It seems I have managed a flight every 3 days. I could have done better, actually, considering that I'm currently unemployed and have a rather "calm" social life. Still, considering the number of flights, July apparently has been a good month between our 2 blogs with Al.

Before I get on with the details, I want to say that I discovered Vroute. Knowing my taste, Al suggested I give it a try and just like all the other stuff he occasionally recommends to me, Vroute proved to be an excellent tool for realistic planning. I especially loved the flight card feature as you can export it to pdf format, print it and fill in many details during the flight like departures, arrivals, runways, fuel at waypoints, etc...

The Vroute database, however, seems to be concentrated around Europe and didn't have a plan for this route so I submitted one myself. Again, cool feature on the possibility of submitting. Here it is:


Total block time for UPS 702 on this 1050NM route was 2 hours and 39 minutes.

The winds at Khartoum airport were 260/13 with CAVOK conditions so runway 18 was in use. This suited me fine since I was parked really close to it. My take-off weight was 197K lbs, 32K of it consisting of fuel. Once airborne I flew the ALP2 SID to the north to join the UA727 airway at the MRW VOR.

"Rotate!" Take-off rwy 18

Take-off is a real pleasure in the 757 as it's very powerful and reaches the rotation speed easily. Too bad the PSS doesn't have callouts as I have to do them myself...

As I was relatively light I went for derated thrust (TO1).

Climbing over Khartoum

No turbulence here, no returns on the wx radar either. The mild tailwind which appeared at around 20000 feet stayed with me all the way to Amman.

I flew along the Nile upto Egypt, over the holiday resorts of Hurgada and Sharm El Sheikh, crossed the northern tip of the Red Sea and entered Jordan.

Cruising at FL380

Nothing to report for cruise flight, I heard no AI on the net as I don't have any which belong to this region. Traffic and ATC chatter increased once I reached Egypt with lots of EgyptAir and Jordanian.

The Vroute flight card, has spaces (among others for different purposes) where you can note down the fuel at each waypoint. Some might think this is pointless but I personally loved it. It adds to the feel of "playing pilot"

The good old FS ATC started my descent just a couple of miles before my vertical profile and continued correctly with the futher descent instructions.

Weather forecast for OJAI made me plan for a landing on 26L via the OTR2W arrival. FS agreed and cleared me to the ILS approach for 26L around 60 miles out.

On the QTR2W STAR, note the published approach for the ILS 26L on the ND

I wanted to test the HOLD caracteristics of the PSS but never had the opportunity because holds are boring in FS as in real life. I got to try it out here for the ILS 26L approach, though. The aircraft had no problem intercepting and flying it, another plus for this add-on.

I exited the hold and intercepted the localizer for a long 15NM or so final. Luckily, no AI near me. 2 Jordanian flights landed about 10 minutes before me.

Winds at OJAI were 253/13 with visibility 5NM and 32C.

Final approach 26L

You can see in the above shot thay my thrust mode is set to G/A. This time I set it manually by pressing the TOGA thrust mode button just above the flap indicator.

My landing was perfect, a real greaser without any floating, thanks mostly to a steady headwind. After a short taxi I shut down at cargo stand 2.

Offloading at cargo stand 2

I doubt UPS flies this route or even in this region for that matter. In my perfect world of Flight Sim every company and type can fly anywhere regardless of slots, politics, conflicts, load factors, etc...

I like to fly real routes but I would find it to be extremely restraining if I had to stick only to them.

Also, both sceneries here are default and may look somewhat bland. As my interests are mainly centered around the aircraft and SID/STAR procedures, I don't mind it. Hopefully, the new ADE9 program will contribute to the improving of stock airports.

I have no idea where I'll be flying next...

Thanks for viewing

Monday, July 27, 2009

Mediterranean Cruise

The title can be misleading. If you are expecting to read about a trip on a fancy cruise liner, you will be disappointed.

I'm off to Reus, Spain for this one. My last flight ended with an arrival at LIRN, I love this scenery so much I'm going to start this one there too.

I made a silly mistake on my last flight and forgot to install 2 flatten bgls. Therefore, some buildings and vehiculs along with a part of the apron was sunken into the ground. No problems this time though.

Flight NO7253 was bound to LERS. I flew the 630NM over the Mediterranean at 41000 feet, an altitude I rarely ascend to. I usually fly at around 35K. The FMC calculated it as the optimal flight level so I though I might give it a shot, see how the NG performs.

Block time was 2 hours and 3 minutes.

I kept the load factor low on this fligh , my GW was around 128K.

Weather at LIRN was winds 269/10 with clear skies and 30C which called for an Iskia6A departure from runway 24.

[Stand 15, AZ 7910 is pushing back. Alitalia, eat your heart out, the Neos livery looks much cooler]

Traffic was light at Naples, only a couple of evening company flights. The Maddog in the above shot was bound to Linate and got pushed back just as I finished my preflight. Alitalia operates a lot of MDs as does SAS.

After a short taxi to runway 24, I lined up and took off after another AZ MD landed and vacated the active. Among the limitations of FS ATC is one that won't let you line up until the landing aircraft vacates the runway, even if there is no other arrival.

[Cleared to go, rwy 24]

No turbulence this time, the 737 being lightly loaded and TO thrust not derated, climbed out powerfully over the city of Napoli where plenty of tourists were munching on their pizzas as it was dinner time.

LIRN departures include an initial climb procedure which takes you to the SOR VOR. The SIDs start from there. You can find initial climb procedures at most airports in Italy and France. This makes it easier when rewriting the departures.

[Climbing over the city of "Napoli"]

Reaching FL410 took some time, around 30 or so minutes, I had a mild headwind on the way. Nothing much to report, the cruise flight was smooth and uneventful (as most of them are!).

The humble yet firm FS ATC instructed me to descend at the same time as my FMC which was around 120NM from LERS. I got clearance for the ILS approach for runway 25, just as I had initially planned and proceeded with the BCN2Q STAR which takes you over Barcelona airport. Needless to say, the ATC didn't stop over LEBL, plenty of traffic coming and going.

Clouds formed up over LEBL and passing through them I had some mild turbulence.

[Approaching Reus, 10000 feet, spoilers deployed, slowing down]

There is no ATIS frequency at LERS, I could have added one with the AF2 program but realism prevailed and I kept it that way. The metar for LERS on my approach phase showed calm winds with clear skies and 23C. This corresponded perfectly to what I could gather from my instruments on final approach and on the ramp after landing.

On a side note, the SID/STAR file by Manuel Pina and Manuel Perez for LERS was perfect and didn't require any editing.

[Intercepting the localizer 25]

No traffic inbound for LERS, all the better... I don't think Reus gets a lot of traffic in real life anyway.

My approach being stabilized and conditions obviously VMC, I went manual at 1500 feet.

[Very short final, last corrections]

The landing was a bit too hard, you know, one that bounces you back up a little. I could have done better. It's not an excuse, I know, but flaring with flaps 40 is not like flaps 30, the aircraft tends to float more.

I just love these smaller airports with their short taxi distances and simple layouts. Reus kind of reminds me of LCEN and LTFJ where you get off the aircraft and walk to the terminal. This also gives you the opportunity to snap off a couple of close photos of the aircraft.

[Parked at stand 1]

I may head to Africa and the Middle-East for my next flight which will probably be a cargo run with the 757.

Thanks for viewing

Sunday, July 26, 2009

Gdansk to Naples

This flight is from Gdansk, Poland to Naples, Italy. I came up with this route because I love the 2 airport sceneries involved, they are among the best freewares and both are must-haves if you use FS 2004.

The 980NM flight took me over central Europe and the Balkans into Italy from the East. I flew with the very cool Neos 738W. I don't know if Neos operates this route in real life but I love this livery so I decided to take it out of the hanger for this review.

Block time for NO4435 was 2 hours and 20 minutes.

My ZFW was 121K lbs with a fuel load of 25K lbs.

EPGD weather wasn't very pleasant. Winds were 298/15, visibility 6 miles with few clouds at 1300 and 4500. Temperature was 17C. I could hear the thunder on the ramp doing my preflight.

Parked at stand C8, ready for push and start

The Gdansk scenery features service vehiculs which you can activate by selecting certain NAV frequencies.

As I was pushed back, an LH CRJ was heading for Germany and departed just before me. Knowing I had to backtrack the runway, I waited for the CRJ after pushback while taking the opportunity to contemplate this beautiful scenery.

De-icing? No thank you, maybe in a few months...

After the backtrack on runway 29, I took off and headed directly to my initial fix which was the KRT VOR. There are no SIDs for this airport.

I love the runway and taxiway textures here, payware quality yet free.

Rwy 29, ready to go

Strong turbulence hit me as soon as I took off and continued upto 20000 feet. The aircraft had a hard time maintaining climb speed.

Even at higher altitudes the clouds were still pretty dense and contributed generously to the bouncing and shaking of my 737.

Climbing out of Gdansk, plenty of clouds

Cruise flight was uneventful, lots of European callsigns on the net, a couple of Asian heavies too.

Thankfully, I had a nice tailwind which decreased the flight time.

As runway 24 at LIRN was closer to my arrival route, I initially planned my arrival for that one. At 90 or so miles out, FS ATC cleared me to runway 06. No problem, I did the necessary changes in the FMC and tried to set my descent correctly despite the wind direction changes. Another downside was the long downwind leg.

I hesitated between the ILS approach and the VOR one. I decided on the ILS because I wanted to test the offset localizer.
Before my flight I rewrote the procedure file for Naples as I wasn't satisfied with my current one. I flew the SOR 2D arrival for an ILS runway 06 approach.

I think the reason for the slight offset is a hill which sits on the runway course. You fly very close to it on final approach.

Final for 06, note the offset localizer, the hill is on the left side of the aircraft

At 1000 feet, I went manual and flew the glide slope by hand. I will try the VOR approach next time.

LIRN was clear skies, winds 099/7 and 30C, a beautiful summer day in Naples.

Very short final, this scenery is lovely

I touched down a bit late, though smoothly, and vacated the runway at the far end. Flaring with flaps 40 is defintely trickier than with flaps 30.

I'm planning on departing from Capodichino to another secondary European airport on my next flight.

Thank you for viewing

Friday, July 24, 2009

Karachi to Delhi

My last flight with the DHL 752F was from Muscat to Karachi. For this review, I decided to pick it up from OPKC and head east to Delhi, India. FRF Studios released their VIDP version a few months ago. I like FRF airports, they are good quality, manual installation freeware sceneries and are easy on frames, hence the name Frame Rate Friendly.

The only thing I didn't like about this one is that the airport layout is apparently done with AFX instead of Lee Swordy's Afcad2. I would have prefered the latter since I like to play around with my AF2 files as do many other simmers. You can open AFX bgls with Afcad2 but editing them may cause problems, that's what the readme file says anyway.

OPKC - VIDP is a 650NM flight which took 1hour and 51 minutes stand to stand.

The route created by Routefinder for DHL 38 (fictional) was:


"Tiger" is one cool waypoint name, I must say! There are many funny ones around the world and they always make me chuckle when I come across one. There are country specific ones too, like names. The guys who assign them obviously have a sense of humour!

The CDU computed an optimal cruise altitude of 36000 feet for the trip. ZFW was 174K lbs with 25K lbs of fuel.

Weather was a stormy 30C at Karachi with winds 270/10, visibility 2 in light rain, few clouds 2500 and ceiling 9000 broken. A beautiful night to fly!

All set, taxi to runway 25R via Echo and then Golf

Karachi airport was busy at the time of my flight (around 1900 Zulu), especially with a lot of incoming traffic, Air China, Emirates and of course plenty of Pakistan.

Cleared for take-off 25R, I love this angle with the lights

I flew the Badil2A departure. Recently, I rewrote the procedures for OPKC to use with PMDG aircraft because couldn't find any good ones. The PSS one also has a few mistakes which I corrected manually on the CDU. Not being in .txt format, I wonder if there is an easy way to rewrite them...?

Heavy turbulence was on the menu from initial climb upto about 15000 feet, so heavy actually that the aircraft was wildly bouncing around. I hadn't had this since a while in the sim. Very fun in FS, maybe not so much in real life.

Climbing out of Karachi

The weather gradually eased off as I climbed higher. The storm stayed with me, however, all along the way with yellow and magenta returns on the radar. Cruise flight was calm.

It was nice to hear Asian callsigns on the net for a change, Singapore, Air India, Pakistani...

I started my descent around 120NM out of VIDP. FS ATC agreed with my CDU and told me to descend at the exact same spot.

My arrival into Delhi was Avgon2A for a landing on runway 10, just as I had planned before the flight.

ATIS read winds 100 at 12, 2 miles visibility with few clouds at 3900, scattered 9900 and 28C. The approach lights came into view at around the 500 feet callout, pretty exciting. After that I did a manual landing.

Short final, runway 10. Runway 09 on the left

The landing was smooth, a greaser, actually. Autobrakes 2 and reversers slowed me soon and I taxied to the cargo ramp via Lima, Lima1 and Romeo.

American 293 was departing for Chicago as I was taxing to my stand, 15 hours! Ugghhh!


I think I'll be returning to Europe or maybe I'll head to Northern America for my next flight.

Thanks for viewing

Monday, July 20, 2009

Domestic Flight

I usually don't do a lot of flying in my own country, Turkey. I used to in the past, replicating Turkish Airlines' domestic flights but since a while now I like to fly elsewhere. Actually, if you like scenic approaches with mountainous areas close to the airport, Turkey is a good spot. You could try the challenging VOR 19 approach at Dalaman (LTBS), one of my favorites or the VOR 03 with the 12 DME arc at Van (LTCI) which is very exciting in low visibility.

I was inspired by the real world flight, XQ9435, that my mother took on Monday with SunExpress, a Turkish-German low cost operator.

The route was typical of Izmir - Istanbul (Gokcen) flights:


I didn't fly the last segment from the BKZ VOR since runway 06 was in use and after BIG I flew directly to intercept the localizler trying to stay away from LTBA's heavy incoming traffic. This is more or less how they do it in real life.

Cruise altitude was 28000 feet for this short 258NM trip.

Flights between these 2 major Turkish cities are usually very crowded, I made no exception and filled up my 737-800 with a lot of passengers and baggage.

ZFW was around 130K lbs with a fuel load of 12K lbs.

Izmir was typically clear skies, hot with northerly winds at 11 which called for a runway 34R take-off followed by a Bergo1G SID which is pretty much straight out considering the other twisty LTBJ departures. No need to throw the loaded NG into tight turns resulting in the use of barf bags.

Parked at LTBJ, preflight complete

FS online weather can only retrieve hourly updates at Turkish airports so just before I finished my preflight the weather went back to default scheme and since there was no incoming aircraft ATC switched the active runway. I seriously should get AS6...

I ignored the change and took off from 34R anyway.

Ready to go runway 34R

Initial climb was very bumpy with wind direction changes, not anything violent though.

I joined the G80 airway at Bergo and continued my climb while enjoying the beautiful Aegean coast view.

The city of Izmir

Cruise was very short and mildly turbulent. I only had time to wolf down my breakfast (a sandwich) in front of the computer. Top of descent was just over the Biga VOR. I don't know what FS ATC would have been thinking because I was flying VFR.

Initially I planned on flying the full route and flying the whole published circling approach over the SBH VOR. While descending I wanted to simulate the real thing and changed my mind, took a short cut heading directly to intercept the localizer for runway 06. This resulted in a steep descent with the spoilers deployed all the way down to 3000 feet.

Passing over Biga

There were plenty of AI coming and going out of LTBA which is a hive of activity especially in the summer.

Luckily no traffic on my course.

Winds were 149/7 at Sabiha Gokcen with scattered clouds at 3300 and a warm 24C

On final for runway 06

I hand flew the glide slope below 100o feet, no crosswinds, still very fun in the this aircraft.

Just before touchdown

Traffic was sparse at LTFJ in FS as in real life. As I was waiting for my mom at the parking lot doing some spotting I only saw 2 landings and 3 take-offs all in about an hour and a half....I was quite lucky to see a departing 747 though, which is rare for Istanbul. You can't see the runway from the parking lot but I knew it was a heavy from the way it sounded on it's take-off roll.

Taxing to the stand

The scenery is freeware and is quite good in my opinion. Nothing fancy but then the real LTFJ isn't fancy either.

Block time was 1 hour and 4 minutes.

"Thank you, bye bye..."

Thanks for viewing

Thursday, July 16, 2009

Helsinki - Paris with SAS

It's quite hard to pick a route for simming, so many options. This one however was a bit easier. I was browsing the AVSIM screen shot forum and I came across Niclas Andersson's latest photoreal SAS livery for the PMDG 737NG. If you aren't already aware, he has the best repaints you can get for this add-on. You can find them in the AVSIM library once it is back online.

Anyway, seeing the ultra-cool SAS 737-800 in those shots, I decided to fly mine, moreover, I hadn't flown with it since a while so I was really looking forward to it.

SK8360 was from Helsinki, Vantaa (EFHK) to Paris, Charles-De-Gaulle (LFPG). Flight time from start-up to shut down was 3 hours and 7 minutes. I consider this a long flight since I normally fly 1 or 2 hours maximum. This is the route I took at a cruise altitude of 38000 feet:


With the arrivals and departures included, it totaled to approximately 1060NM (Luckily no wide upwind turns or long downwind legs)

Stand 133, "boarding complete", ready for engine start

Prior to preflight, I tuned into the ATIS frequency and got the weather which was winds 167/7, visibility 6, no clouds below 20000 and a mild 20C. It was also a bit hazy.

I went for an Elmut1A departure with a take-off on 22R.

A check for the winds enroute revealed mostly headwinds on the way, strong ones actually so I kept the fuel load a bit high just in case, 22.5K lbs. ZFW was 120K lbs.

After a pleasant taxi looking around at this excellent freeware EFHK with numerous Finnair flights coming and going, I took off from 22R.

Ready to go, 22R

A small note here, I recently started playing around with the Sid/Stars files of the NG. You can find very good and up to date ones on the Navdata website. However, some might have minor mistakes or discrepancies with your own Airac database and unless they are corrected you won't get any ARR/DEP info in the FMC. Once you understand the logic it's fairly easy to edit them. I had to make one from scratch for OPKC as I couldn't find any. All you need are the charts for the airport and Terry Yingling's magnificent tutorial.

Back to the flight. There was strong turbulence on climbout up to 15000, above things calmed down but the ride was quite bumpy (and fun) until then.

Climbing out of Vantaa

In case you haven't noticed, I forgot to turn on the TCAS. I knew something wasn't looking right but I couldn't figure it out until around 15000 feet. No matter how much you fly on the same type, it's always best to use the checklists.

As I was heading west, I was chasing the sunset and the view was beautiful, especially with the clouds. The route took me over Sweden, Denmark and over Munster I entered France.

Cruising at 38000 feet

I flew in occasionnal turbulence zones at cruise altitude, the headwind as you can see in the shot was strong. I hate headwinds! Luckily, it eased off a little over Germany.

I normally set my cruise altitude myself depending on the distance. For longer distances over 600NM I let the FMC decide and go with the computed optimal altitude. FS ATC accepts cruise altitude changes anyway.

The humble FS ATC was too late on the descent this time so I had to ask for it myself, however, it was spot on with the Veler transition to my initially planned ILS 27R approach with the Rensa4P arrival.

At the IAF Veler, approaching Roissy

LFPG is a busy airport and there were a few AI inbound, fortunately they were all spaced and I fell in behind LH 4236 keeping a distance of 5-6 miles. Another AI was inbound for the other landing runway, 26L.

Final approach, 27R, AI on final for 26L

Weather at LFPG was winds 254/7, visibility 6 with clear skies and 23C.

Very short final for 27R, luckily the AI vacated the runway so no go-arounds, I would have landed anyway

One thing I don't like about large airports in FS as in real life (especially if a connecting flight is due shortly!) is the taxi distance after landing. It takes a lifetime to get to the gate. I've been to LFPG a lot of times in real life and as far as airports go, it's not my favorite. It's badly organized and you can't see crap from the terminals, ramp wise.

This is LH 4236 that landed just before me

Large hubs have an advantage here though, you can at least do AI spotting and listen to the departing aircraft on the ground net, if you consider this fun, which I do.

Gate B16, "remain seated please, the aircraft hasn't stopped yet!"

I'm thinking of heading to Jerez, Spain from here, that is unless of course I'm tempted by some other route...

Thanks for viewing

Sunday, July 12, 2009

Pescaito Frito and Bordeaux Wine

DHL flight 1001 took me from Malaga, Spain (LEMG) to the famous wine region of Bordeaux in France (LFBD). I didn't know whether to use an Air Europa NG or the 757F which I flew with before. I chose the 757, well, because I felt like flying the mighty 757 and a reader commented that he (or she) had a penchant for the DHL flights on this blog. I hope you like this one too, buddy.

LEMG and LFBD are both new in my FS destinations so I took a close look at the departures and arrivals as well as the airport layouts for taxing. This is one of the most interesting and fun aspects of FS in my opinion, I take great pleasure in paging through the Jepp charts of unfamiliar airports prior to flying there.

I don't like to use progressive taxi so I study the airport diagrams while doing my preflight, others like to start on the active runway, FS provides for all tastes.

This is the route I entered in the CDU:


For this 550NM route flown at a cruise altitude of 35000, I loaded 25K lbs of fuel. ZFW was 168.6K lbs, a medium load for this aircraft.

LEMG was clear skies, calm winds and 29C, in other words, a lovely spanish summer day.

ATIS read runway 14 was in use, accordingly, I went for a Genni 1A departure.

My Jepp charts have the runway as 13-31 so I guess there has been a runway number change, no problem though, everything looked fine on the ND.

Yup, rwy 14, right turn

I had a nice steady flow of traffic at LEMG consisting mostly of Spanair and Air Europa AI. My 10 minute or so taxi took me past the main terminal area.

Take-off roll, flaps 15 take-off

Initial climbout is very steep in the 757, everything happens very fast, selecting the appropriate modes, turning off the landing lights, contacting the ATC...etc No wonder there are 2 pilots in real life!

Climbing out of Malaga, over the Spanish coast, lots of folks enjoying their afternoon meal of fried seafood down there!

I flew over San Sebastian and Biarritz on the way.

Look at the weather radar. Yikes! Luckily though in FS you don't need to avoid the storms

Despite all that yellow and magenta return there wasn't much turbulence...?

FS ATC once again agreed with my descent planning and gave me an initial descent to FL190 right at the TOD computed by the CDU. I had planned an Ensac 4 arrival, around 70NM out I received clearance for the ILS runway 23. Just a few more entries into the legs page and the arrival route is set.

Turning to intercept the localizer for runway 23

Right before intercepting the localizer I tuned into the ATIS frequency, winds 224/8, visibility 6 miles and 24C at LFBD.

Below 8000 feet, the ride was bumpy and stayed that way all the way down.

Final approach, A/P and A/T disconnect please

My landing was pretty good, I think I touched down with my left main gear first, like I said above though, the final approach was bumpy and required corrections, it was quite fun actually!

On the ramp, unloading the cargo of Chorizo sausages, pilots already preparing for the next leg

Thanks for viewing

Friday, July 10, 2009

Muscat - Karachi

On this flight I will be hauling cargo from Muscat, Oman (OOMS) to Karachi, Pakistan (OPKC) with a DHL 757F.

DHL 201's 500NM route was


The flight took around 1 hour and 20 minutes parking stand to parking stand. Cruise altitude was 32000 feet.

On the ramp at OOMS, loading completed

ZFW was 178K lbs. Fuel load, 20K lbs.

Weather at OOMS was winds 039/5, visibility 4 miles, clear skies and 38C. This brings up a glitch in the online weather engine of FS. The weather generated above is the one from 1500 hours local at OOMS. I bet the temperature is lower at 0300 which was the time on my flight in FS. If you change the time of your flight you should be aware of this small problem.

Mike 08 departure indicates a direct-to to your initial waypoint at 5 DME. I flew directly to intercept the airway at waypoint ITILA.

Before take-off checklist completed, ready to go runway 08

Climbout and cruise in the dark was uneventful, apart from the sunrise which was in front of me since I was heading East.

The route took me over the Gulf of Oman, I had a mild headwind all along the way.

According to the Jepp charts , landings are mainly done on runways 25L and 25R at OPKC. I had set my afcad file accordingly so I had entered my approach route in the CDU while preflight, no chance of any runway changes. Just as planned, FS ATC gave the clearance 85NM out. I selected a Marvi transition as per the LOTAT2B arrival.

Approaching OPKC over the coast of Pakistan, beautiful morning view

Weather at OPKC was winds 240/8, visibility 4 miles, broken clouds at 10000, scattered 2000. Temperature was a hot 35C along with some haze.

Very short final 25L, flaps 30

The PSS 757 is quite stable in manual flight, once again I came in a bit low as you can see in the shot but my landing was perfect, nice and smooth with autobrakes2 and reversers.

Taxing to the cargo ramp

I found a freeware Karachi scenery but it wasn't very good, not to my taste anyway. I would fly alot more around this region but the distances are long and there isn't much in terms of scenery. Still, I enjoy these Middle Eastern and Asian routes alot.

Thanks for viewing.