Incredible pictures, incredible story, incredible post.

 

Very nice Aleksi!

WOW! What a great story. Felt like i was reading a real pilot trip report!

Thank you! I really appreciate your comments.

 

When it comes to the navlog - it's all handmade. I once saw a picture of the real one, and now I've got a basic form made myself which I fill up with a data coming from a different softwares, such as FSBuild. It's a LOT of work, but it's worth it.

 

My graphical settings.... Do you mind if I post some screenies a little later today.

 

Regards,

Oh and guys, I have another pictures ready for you if you want to have another one of these stories. The problem is - the pictures are only 800px wide, so they're a little small. Story would be as completed. What do you think?

Go for it!

 

Rich

Hi Aleksi,

 

Great flight! Just a quick question. What weather settings do you stick to?

 

Regards,

 

Frits

Hey Frits,

 

It's a basic settings in Active Sky 2012. I have lowered the visibility a bit, though. Thanks for your comment!

 

Regards,

Very nice! Where did you get the Nav log from? And are the datas provided in it accurate?

Thank you Emanuel! As stated a comment before, the form is handmade, it's not 100% accurate but almost (as seen in over a year old picture). The flight times and fuel burn match up pretty well, but it needs a lot of work to maintain.

 

Regards,

I like the story very much. Awesome screens!

 

Btw, do you creating EFHK for fisd.fsnordic? I used old scenery for FS9 from there and i really like approach lighting and taxiway lights especially in snowstorms.

 

I've noticed some mistakes, Vref=143, and Vapp with this wind must be 148kt. If I remember correctly, use of APU in Vantaa shall be restricted only to unavoidable situations. You can start both engines using ground start cart, or start one engine (preferably first) and start other with crossbleed start.

Hello Rostyslav and thank you for your comment!

 

I will try to answer. The Helsinki scenery you can see is not FISD (Finnish scenery designers). It's made by a new company called A-Flight, and it's not released yet. We are looking for release it during this summer: http://a-flight.com

 

I'm sorry about the mistake here. The VAPP and VREF speeds are in wrong order. In reality the VAPP is 154 and the VREF is 143. Please mind that the VAPP includes wind correction as well, not only +5.

When it comes to the APU restrictions, that is wrong information. In real life we are able to use the APU normally. It is recommended, though, that the APU can be turned on only 10 minutes before the estimated time of departure.

 

Regards,

Thank you. I didn't know about this company. Nice scenery.

 

But the wind from atis was 10kt, and you've got about 6kt headwind component in this case. 11 is too much additive for this approach.

So is this incorrect? Don't look on expiry date, this charts were released in march 2012.

 

 

Yes, the VAPP in this case is VREF+5 (+ 6 knots of head component). So in the end it results as 11 knots more. Of course it's not necessary to fly that speed if you feel it's too much!

 

And , yes... that's a weird text to read. Though, everyone still uses APU in our airport for startup at least, the air conditioning is done with external cart. :)

 

Regards,

No Vapp=Vref+1/2 steady wind+full gust. Minimum is 5kt, and maximum is 20 or flap limit-5kt.

Eg. runway 36, Vref=140, headwind 8. 8/2=4kt, minimum adittive 5kt, so Vapp=145. You do not have to add 5 again.

headwind 12, Vapp=146.

When using AT additive is always 5kt. FCTM 1.12.

 

Thank for information about APU.

Okay, you're right. The results came straight from the landing calculator. Anyways, too much of speed won't kill in this case, but too little would!

 

Thanks Rostylav :)