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Aspen ExtendedPublisher: AerosoftReview Author: Gregory A. GoodwinSuggested Price: $25.99/images/fsc/wbicons/store-buy-now-button.pngIntroductionAerosoft's Aspen Extended (an updateof their 2007 Aspen X scenery) was released in 2016. That updateincluded the runway and taxiways that had been extended in 2011 at thereal world airport, along with a complete overhaul of virtually allairport structures, 5m elevation mesh, high resolution photoscenery,etc. (see the full list of features below). Version 1.10 was releasedlater in 2016 which included some extensive fixes and improvementsincluding the addition of static private jets, improved seasonalblending of the photoscenery and optimization of model rendering. In2017, version 1.20 was released adding P3D v4 compatibility. Althoughsome parts of this scenery originated in 2007, is it is still anairport worth owning in 2020? FeaturesUp-to-date rendering of Aspen Pitkin County Airport (KASE), including extended runway and new taxiways, Fire Station (with Oshkosh Striker 1500), Fixed-Base Operator, terminal and hangars.Fully baked high resolution textures with ambient occlusion shadows and light maps for all airport and town models.100 square kilometers of high resolution photo scenery (30cm, LOD17) covering the Aspen Valley, with full seasonal and night variations.5 meter (LOD13) mesh covering 2400 square kilometers of the Rocky Mountains around Aspen.Tarmac and runway markings with realistic wet weather and specular effects.All current VFR and IFR approaches.Detailed rendering of the Aspen Valley Hospital and emergency helipad (CO50).Dozens of custom local landmarks, including Aspen High School, Aspen Chapel, Aspen Recreation Center, Hotel Jerome and Benedict Music Tent.Animated 'Silver Queen' gondola to Ajax.Extremely dense custom Aspen-style autogen houses and mansions.Static CRJ-700s in United Express and Delta liveries.Realistic new runway and street lighting system.Animated windsocks.Compatible with Vero-FS 'Heart of Colorado' photo scenery.InstallationAerosoft's installer makes installation quite easy. The downloadsize is 2.7 GB and it requires 3.7 GB of disk space once installed. Ireviewed version 1.2 which, as noted, includes an option to install toP3D v4. /images/reviews/aspenext/t/aerosoft-aspen-extended-03.jpgMy evaluation of the scenery is based on use in Prepar3D v4.5hotfix. My system specs are: Intel Core i5 4440 @ 3.10 GHz, 16 GB DDR3@ 665 MHz, GeForce GTX 1050 with 2 GB memory, running Windows 10Professional 64-bit. I consider my computer to be an average systemthese days. There are already a couple of online reviews on this scenery thatwere done right after it was released in 2016. What I would like todo talk about how the scenery still holds up compared to morecontemporary scenery and to talk about how it performs in P3D v4. I'malso going to talk a bit more about some of the challenges of flyinginto this airport as that is a reason you might be considering addingit to your collection. In fact, the tagline in the product manual is:"Only one usable runway direction, Located at nearly 8,000 feet,surrounded by mountains, often prone to bad weather. Are you pilotenough to handle this airport?" CoverageWhen you purchase airport scenery you expect to get a decent chunkof the surrounding world with the airport and Aspen Extendeddefinitely delivers on this front. The scenery area includes theentire valley surrounding the airport along with three major skislopes and the city of Aspen. The photoscenery extends further souththan north of the airport for this reason, but it also provides youwith appealing views when flying into the airport since you willalways be approaching from the north. There are three seasonal changes in the photoscenery. Winter andspring are the same snowy scenery and summer and fall are the othertwo variations. There is also night lighting for the airport andsurrounding city. The scenery is designed to blend in with thedefault landclasses but it also blends well with Orbx's global baseshown in the images below. As you can see, the scenery uses naturalbreakpoints to define the edges of the photoscenery so that blends inand doesn't look like an unnatural rectangular swatch. /images/reviews/aspenext/t/aerosoft-aspen-extended-08.jpgThe scenery includes three major ski areas: Aspen Mountain, AspenHighland, and Buttermilk. It leaves out the largest ski area nearAspen called Aspen Snow Mass, but including that ski area would haverequired the total scenery area to more than double in size. Whilethat was probably too much to do back in 2016, it wouldn't beunreasonable today. Who knows, maybe in the next release? /images/reviews/aspenext/t/aerosoft-aspen-extended-11.jpgThere is plenty of high-quality scenery surrounding theairport. There are many custom scenery objects around Aspen includingski lodges, the Aspen Valley Hospital and helipad, the Harris ConcertHall complex, the Aspen chapel, and the elementary and high schools toname a few. The other residential and commercial buildings are alltypical of what is found in Aspen, a generally upscale resort townfrequented by the rich and famous. Though you will not want to flyinto or depart from Aspen at night, the night lighting of the town andairport is excellent. Aerosoft provides you with instructions on how to disable certainfeatures including the animated Silver Queen gondola, the night lightsin town and at the airport, and the static aircraft at the airport toimprove performance. I didn't find any performance issues on mysystem with all of those enabled. In fact, the manual calls theanimated Silver Queen gondola a "high resource" bit of scenery, butgiven how little effect it seemed to have on my system, I wish therewere animated ski lifts on all the slopes - or at least static ones.A smattering of downhill skiers would also be fun to see. This leads me to one of the only minor complaints I have (and haveseen from others) about the scenery - it is a bit of a ghost town.Except for AI aircraft, there is no life at the airport. There are noAI ground vehicles or people to be seen anywhere and the road trafficin town is very slim. I expect this is one case where the age of thescenery shows. Given the concern about performance described in themanual, these extras may have been seen as untenable at the time thescenery was first released. The flip side of this minor issue is thatthe scenery currently has very little impact on system performance, ona system like mine. The AirportThe attention to detail at the airport is the biggest selling pointof this scenery. Buildings, vehicles, and other objects lookfantastic even when held up against airport scenery created today. /images/reviews/aspenext/t/aerosoft-aspen-extended-02.jpgThe modelers didn't cut any corners when creating the airportstructures. For example, the logo on the side of the West Staraviation maintenance building is made of 3D raised letters. The sameis true for signs for the Atlantic Aviation FBO building. Securitycameras, antennas, and even the golf carts are modeled in detail andlook realistic even up close. /images/reviews/aspenext/t/aerosoft-aspen-extended-12.jpgAirport vehicles and static aircraft are all modeled in detail.Text on various signs is legible up close and the 3D models haveenough complexity that they don't seem blocky as you taxi right pastthem. The surfaces are detailed and show weathering and lookprofessionally done. /images/reviews/aspenext/t/aerosoft-aspen-extended-09.jpgThe terminal building is realistically modeled with tremendousattention to detail. Although the large glass windows don't look intoa 3D interior, they are done well and have a dynamic reflection thatcreates a good impression of glass. /images/reviews/aspenext/t/aerosoft-aspen-extended-14.jpgPaved surfaces all have a custom, seasonal textures and all linesand markings are custom made to match the real-world airport.Three-dimensional runway and taxiway lights and taxi signs arepresent. I was a little surprised not to see 3D grasses in any season.This may be another one of those tradeoffs that the authors decided toleave out for better performance. The airport looks good in all seasons. Below are images fromwinter/spring, summer, and fall. /images/reviews/aspenext/t/aerosoft-aspen-extended-07.jpg /images/reviews/aspenext/t/aerosoft-aspen-extended-06.jpg /images/reviews/aspenext/t/aerosoft-aspen-extended-15.jpg Flying KASEAlmost half of the manual for this airport scenery discusses thechallenges of flying into and out of Aspen-Pitkin County Airport.This is because much of the appeal of this location is the flyingchallenge. Instrument approaches are particularly intense. Flyingthem is a little like trying to land your plane at the bottom of abucket. They are so difficult that real world pilots are required tohave a certification check flight before attempting them on their own. /images/reviews/aspenext/t/aerosoft-aspen-extended-13.jpgThis is the weather you want the first time you land at KASE. Aspen has three non-precision instrument approaches, all consideredcircling approaches. In case it has been a while since yourinstrument check ride, a circling approach is one where either thefinal approach is more than 30° off the centerline or the descentexceeds 450 ft/nm. In the case of Aspen, the high descent rate neededto get into the airport is what makes them circling approaches.Circling approaches require a higher minimum descent altitude (MDA)because the idea is that the instrument approach only gets you to agood enough position where you will be able, with some maneuvering, toline up with the runway. Because you will need to have the runway insight while maneuvering, the minimums are higher (in the case ofAspen, around 2,000 feet above the runway). /images/reviews/aspenext/t/aerosoft-aspen-extended-04.jpgThe top of the bucket: Take a deep breath and start your descent to runway 15. The first approach is the VOR/DME-C approach that brings you downon a heading of 163° which means that when you reach your MDA, theairport is at about 11 o'clock and you'll be heading straight for aridge west of the runway. This requires you to make a 10° left turnto line up on the runway. To make life even more difficult, thedescent angle is 9.61°! If the clouds are all the way down to theminimums, you'll find yourself popping out at about 2,400 feet abovethe runway on a three-mile final, so you'll have to make one finaldiving turn to the runway threshold. Add in your high true airspeedat that altitude and this a landing that requires nerves of steel. Asyou can imagine, getting fully configured for landing at the top ofthe descent is critical: full flaps, gear down, and speed brakes ifyou have them. The RNAV (GPS)-F approach follows the same azimuthinto the airport with the same MDA, but the approach is stretched outa little so the descent angle is only 6.49°. /images/reviews/aspenext/t/aerosoft-aspen-extended-05.jpgThe view from MDA, 3 miles out, LOC/DME-E approach. You're almost there! On March 29, 2001 a Gulfstream III crashed at the end of runway 15while flying the VOR/DME-C approach into Aspen. After that accident,Aspen added a slightly less difficult localizer approach (LOC/DME-E)which aligns with the runway. This approach is localizer only sovertical guidance depends on following the waypoint altitudes on theapproach plate. The descent angle for this one is 6.59°, still morethan twice the typical 3°. On this approach, class A aircraft candescend to 2,003 feet above the runway and they will reach that MDA 3miles out, but at least the runway will be straight ahead. These approaches take some practice, but if you are fullyconfigured for landing and you haven't let your airspeed get away fromyou, you should be in a good position to bring your plane in for asmooth landing. That's assuming you haven't made some other baddecisions like deciding to see if it's really that hard to land with a30 knot tailwind! /images/reviews/aspenext/t/aerosoft-aspen-extended-01.jpgWith practice, you'll be greasing your landings with ease. Because of the high mountains to the south of the airport, missedapproaches can't be flown straight out. Instead, all three instrumentapproaches require you to make a hard, right, climbing turn to aheading of 303° to line up with the I-PKN localizer. Making thatdecision at the missed approach point or MAP is a low risk propositionbecause you'll be above any nearby terrain. Waiting until you havefloated halfway down the length of the runway due to a strong tailwindbefore realizing you're not going to make it doesn't leave you withany good options. By that point you will have some sharply risingmountains to your right and you will have to turn right towards themwhile wishing your airplane was a helicopter. /images/reviews/aspenext/t/aerosoft-aspen-extended-10.jpgThe bottom of the bucket. Here is your view on short final. This is the last possible moment for a missed approach. The altitude of the airport is yet another challenge of flying intoand out of Aspen. Not only are you dealing with a true airspeed thatis about 20% higher than indicated, you are dealing with thinner airand therefore lower compression in an internal combustion engine thatlacks a turbocharger. Prepar3D simulates the impact of altitude andair temperature on engine performance and it is fun to experiment withtakeoffs and landings to test the limits of various aircraft you mayhave. For example, trying to takeoff in the Alabeo Cessna 172 RGCutlass II when fully loaded on a hot day takes most of the 8,000 feetof runway. Once airborne however, it is then unable to maintain therequired 460 ft/min climb rate without losing airspeed even at fullthrottle. On a cold day it is a whole different story; the coolerdenser air has more oxygen and the Cutlass II accelerates faster andmaintains the needed climb rate, though not with a big margin.Turbocharged aircraft are much better at handling the altitude, aswould be expected, and manage the climb out even on warm days. Afterexperimenting around with different aircraft, I can say that having aturbine engine or two at your disposal is a huge benefit when flyingin and out of KASE. They have the climb rate that allows you tocomfortably ascend up and over the mountains that surround you withrelative ease. Aspen airport is closed to all flight operations between 2300 and0700 local. Furthermore, all departures are prohibited after 2230.This restriction is both for safety and to limit noise levels atnight. IFR flight after sunset is prohibited. If flying VFR from30 minutes after sunset until 2300, pilots must have an instrument ratingand be IFR equipped and have completed at least one takeoff or landingat KASE within the prior 12 months. Since flying at night in themountains is a really good way to shorten your lifespan, it's nosurprise that there is very little traffic after sunset. If you prefer to fly big jets, Aspen is probably not the airportfor you. Jets with wingspans over 95 feet are not allowed but thatdoesn't close the door on early model 737s. In fact, all 737 100s -500s just make the cutoff and can land and takeoff from its 8006 footrunway if not heavily loaded. Commercial operations in and out ofKASE are all done with regional jets (CRJ-700s mostly). AmericanEagle, United Express, and Delta Connection all service Aspen. ConclusionAerosoft's Aspen Extended airport scenery has held up surprisinglywell over the years. Its price point is on par with comparableairports. The design of the scenery results in excellent performancein the current generation of P3D on average hardware by today'sstandards. The small price you'll pay is the cost of giving up a fewbits of eye candy like moving people and vehicles in and around theairport. Overall, I wouldn't hesitate to recommend this scenery toanyone. /images/reviews/aspenext/aspen-extended.jpgGregory A. Goodwin Purchase Aerosoft - Aspen Extended for P3D v4 Check out other Aerosoft products for Prepar3D
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Dicing With The Devil -- Landing A 747 At Aspen By Mike McCarthy Don't try anything like this in real life. I mean it. Owing to a variety of issues too numerous to mention here, for flatland pilots with no experience in mountain flying, approaches like the one described below are dangerous even in summer. In winter such an approach is dangerous for everyone, no matter how experienced and no matter what the equipment. (If anyone ever offers you a ride to Aspen by air in winter, politely decline. And if the ride is to be after sunset, decline impolitely. In winter, always stop at DIA and rent a car. And if I-70 is closed up in the mountains so you can't get there by car, instead take the train from Denver to Winter Park and go skiing there.) Aspen is one of the airports in the IALPA "World's Most Dangerous Airports" list. Having lived in the Front Range area of Colorado for the past 23 years I am aware of the frequency with which the airport features in regional news stories. (As in "An airplane from New Jersey with three people aboard disappeared last night while enroute to Aspen on a filed flight plan. Eagle County Search And Rescue was alerted at two a.m., five hours after the aircraft had been expected to land. Searchers expect to begin operations this afternoon. In other news for this day of September 20th, the National Weather Service has declared a surprise Winter Storm Watch for the Denver Front Range area from Fort Collins to Colorado Springs, with temperatures dropping into the twenties and accumulations expected to exceed 18 inches in the some parts of the Denver metro area foothills...") And when crashes occur with loss of lives at the airport (as opposed to in the mountains), the airport makes the national news as it did last winter. As I recall, Aspen also made the national news perhaps thirty years ago when some clown landed a corporate 727 there just to prove it could be done. He got in and he got out again, without crashing. Had there been a crash, and had there been passengers aboard, in my mind such a stunt would have amounted to negligent homicide, no matter what the actual cause of the accident. (Which could turn out to be anything from a frozen pitot tube to wind shear, not to speak of on-approach cockpit error.) I think that 727 pilot was nuts. But we're talking FS2000 here. Our engines won't fail unless we want them to. We can make the winds zero, the visibility unlimited. We can inhibit the summer afternoon thunderstorms, and we can inhibit their winter counterpart, the any-time-of-day snow showers (such as the crew of last winter's crash probably encountered on short final at night)...And if we crash we walk away unscathed, as do our imaginary passengers. Nobody gets hurt, and everybody has fun. So let's Dice With The Devil and try to put the Phoenix 747-400 into Aspen, VFR, on a windless clear summer day. Why VFR? Because the surrounding mountains make the approach incredibly dangerous under the best of circumstances. You might elect the published instrument approach, but if the conditions aren't VFR you'd be a fool to try it. So VFR conditions are the norm for flying into Aspen - and since that's what's realistic, that's what we're going to try. Again, don't try this on your own in real life. I have no idea what the actual published approach is like and the method discussed below is one I worked out for myself, for FS2000 only, after three scouting flights in the Wilco 767, the PJD 747-200 and the PJD 747-400. (All three scouting flights ended with crashes, the first into a mountainside while I was maneuvering to get lined up with the runway, the second on a mountain down slope a half mile short of the runway threshold, and the third on the grass field alongside the runway.) Having given all the requisite legal caveats (whatever happened to personal responsibility?), let's do some initial planning for making the trip in the PSS 747-400: The scouting flights showed that the runway at Aspen is really short even for a bizjet. I didn't look it up, but when I got there it appeared to be maybe 5,000 feet in length. Given that the airport elevation is at least 7,000 feet (again, I didn't look it up, and I was too busy to look at the altimeter), the effective runway length is even less because of the way-lower-than-sea-level air density. [Editor's note: the real Aspen runway is 7004 feet long by 100 wide, elevation 7815 feet.] So we're going to want to plant the wheels on the first inch of runway while flying as slowly as possible, with autobrake at the maximum setting, and using full reverse thrust. The operative phrase is "as slowly as possible", meaning that we should make the flight with a minimal fuel load. (Ten thousand gallons should be OK.) Flight tests with the PJD 747-200 and 747-400 showed that when lightly loaded, with full flaps and the gear down, the stall speed when below the Aspen area ridge tops was on the order of 110 knots. (Was I at 8,000 feet? 10,000? I was too busy to notice, it being necessary to put the nose down right now even though I was probably about to crash, which I didn't, at least not just then.) This low stall speed surprised me so I reran the tests with the PSS 747-400 and got a stall speed of 120 knots. (With a near-full fuel load, the PSS 747-400 stalls at about 150 knots when "dirty", i.e. with full flaps and the gear down. So the effect of off-loading fuel is substantial, much greater than I would have guessed. I will also observe that at both the PJD and PSS simulations handle superbly at these ridiculously low weights/airspeeds. I don't know whether the real aircraft actually perform like this, but knowing something of the research that went into both product offerings I will guess that they do, a real tribute to the Boeing design engineers, and to the simulation authors.) Add 10 or 15 knots safety margin and we should plan to fly the approach at 130-135 knots. But in fact, if we do everything right, we can hope to cross the runway threshold at 125 knots, or maybe even at 115-120 while just a little bit stalled (!!!). And if we're really doing well we will be at maybe 5-10 feet AGL when we do stall out as we cross the threshold (!!!). If so we can consider applying reverse thrust while still in the air since the resulting vertical speed impact with the runway should be modest. (No, I don't fly that well, but those are the considerations, the ideals to be striven for -- the opportunities to be taken when and if they present themselves.) So much for theory, now let's go flying... There is only one navaid we will use, the DBL VOR (Diablo, a/k/a Red Table Mesa), about 100 miles southwest of Denver and about 10 miles northeast of the Aspen runway. In the PSS 747-400 it is a pleasure (even for a purist like me) to simply call up the FMC, hit the NAV/RAD page key and then enter DBL for both VOR1 and VOR2 -- so we don't get confused by the HSI's VOR2 needle, which visually overwhelms the needle for VOR1. (If you are going to try this FS2000 flight but don't have an FMC, the DBL frequency is 113.00.) As a courtesy to my simulated fellow citizens, for reasons of noise abatement I tend to use DIA runway 35R for departures. With a full load of fuel, on a summer afternoon any of my 747's will use up every inch of that runway while performing a conventional takeoff, so I often do a short-field takeoff, popping the flaps from 10 degrees to 25 just before rotating at around 140 knots or so. But with negligible fuel this won't be necessary. Indeed, to my surprise, with just 10 degrees of flaps the lightly loaded PSS 747-400 takes off by itself while I am waiting for the expected Vr of 140 knots to happen... I reduce the deck angle immediately after we lift off, being careful not to overdo it, and then I raise the gear as soon as we're somewhat stable in the climb. Then, as the aircraft accelerates I start raising the flaps, reaching a fully clean configuration at about 210 knots. I then start a climbing turn to the left, to a heading of 220 degrees, set the HSI range knob to 160 miles, and wait for DBL to appear. While waiting for the DBL signal to come in, I nail the airspeed at 220 knots and continue a full-power climb to 20,000 feet, at which point I pull the power back to around 65% N1 (I think; I wasn't making notes). Maintaining 220 knots, I play with the power till I'm cruising in level flight, heading direct to DBL. Now... When we cross DBL we're going to turn left toward the airport, which will be 10 miles away, but while our current altitude of 20,000 feet is safely above the enroute mountain tops, it is much too high for a safe approach into Aspen. Accordingly, when maybe 70 miles from DBL I lower the flaps to 25 degrees and put the gear down, pulling the power back to maybe 30% N1 and controlling the airspeed down to 170 knots. At that point I go to full flaps while continuing to control the airspeed, this time all the way down to 135 knots. I also engage the autobrake now, so I can't forget, setting it to maximum. My goal is a descent rate of 1,000 feet per minute, down to 15,000 feet, which is the altitude I plan for crossing DBL. While descending I play with the controls, getting a feel for how the aircraft is behaving. At 15,000 feet I play with the power till a nice, slow, level cruise is established... ...and I sail over the mountains, admiring the scenery, getting an occasional "Don't Sink! Don't Sink!" from the GPWS as various "fourteener" peaks are crossed. As I cross DBL the RMI stills read 1.5 miles DME from the VOR (because it is perhaps 8,000 feet below us). I immediately start a moderately steep left turn to a heading of 135 degrees (20 degrees of bank should do it). I pull the power back to flight idle, maybe 25% N1, and keep the all-important airspeed nailed at 135 knots during the turn. (We must not let the aircraft get away from us - there will be no time, and not much altitude, for recovering from screw-ups.) Using the W key I keep flipping back and forth between outside view and the instrument panel. From the panel, all I want is the airspeed reading. Everything else I want to know is best obtained from the outside view using the Mark I Eyeball, plus listening to the engine sounds. I roll out of the turn when the airport is in sight. I'm not exactly sure how far out I am, or how high I am, but I know from one of the scouting flights that the prominent white dot off to the right of the town of Aspen is the runway we want, Pitkin County Airport runway 15. I begin a final right turn to align the flight path with the runway... ... And from this point on the entire approach is flown visually, except for constantly checking the airspeed on the instrument panel. My method is to use power so as to keep the end of the runway from either rising or descending in the view. (I can't tell you exactly what moves I made at this point because I was much too busy to notice.) Think about it: The spot on the screen that is not moving is the spot the aircraft will hit if the flight path doesn't change. All other spots will appear to move on the screen, to be streaming toward the edges of the screen. So at constant airspeed, you just play with the power, and with the ailerons, so as to make the end of the runway not move on the screen. (I won't say "center of the screen" because the position of the no-motion spot depends on the FS2000 zoom setting. For a variety of reasons I use 70% zoom but quite frankly I have no idea whether this puts the no-motion spot in the center - I'm usually much too busy to notice.) There! The white dot has blossomed into the visual depiction of the runway, and oh my is it ever short! Now we start to sweat - because we're very high and a little fast - but we come back on the power all the way, being careful not to engage reverse thrust. And even though every instinct says to dive for the runway, we feed in immediate up elevator so as to slow way down, all the way to 125 knots, at which point we begin to drop like a rock... ...till we're happy with the altitude, at which point we feed in a bunch of throttle and lower the nose a bit... ...and approach the end of the runway, which is about 100 feet to our left, but who cares? -- 747's are built like tanks and we're going to land on the grass... ...which we do by applying reverse thrust when the GPWS callout says "10 feet"... ...and then we're down, and slowing, and we stop well before the end of the runway! Whew! I can get almost as scared by the simulator as when I used to fly for real. (110 hours in Cherokees and Citabrias out of Princeton Airport, a long time ago.) I made another flight after the one described above, with a much better approach, but I screwed up on short final and crashed on the runway when I again pulled the "reverse-thrust-while-still-airborne" trick... And having proven my manhood, now I will learn the FMC, backwards and forwards, and I won't hesitate to make full use of it, because I know that my skills are now at the point where I can cancel the FMC at any time and fly manually like God intended. By the way, I do this kind of macho flying with the keyboard alone, using the elevator control and never the elevator trim. (Because it's too hard to remember the trim position, and therefore too easy to get into a drag-producing configuration involving up-elevator with down-trim, or vice-versa. Not every aircraft features a minicontrols display, and when they do it often doesn't display everything you need.) Sure, I have a joystick, but I save it for military combat simulations. For FS2000 the joystick makes life too easy: It commands absolute deck angle, and its throttle commands absolute engine RPMs. (But when using the joystick I do use elevator trim.) I have a CHS yoke, too, but pride won't let me use it until I have more fully mastered the art of fly-by-keyboard, like Bruce Artwick intended. Cheers, Mike McCarthy mikemcc@earthnet.net -
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