Note ; I am aware of the existence of the screenshot forums, and I agree that there is a suitable place to put this topic, however, I am requesting dispensation therefore allowing this topic to be continued on this section of the forums. If my requests are denied then I will gladly continue the post on the Screenshot forum, thanks guys!

 

Okay so, hi all, today I came to the conclusion that I am growing bored of my normal routine of flights. I think we all reach that stage in time where we we get at least a bit tired of doing the same flight over and over again, no matter how much of an enthusiast you are. Some time last week, I was browsing videos on our almighty YouTube and I came across this particular video of a 757 leaving Manchester Intl, it was very peculiar, as it was painted in United colours, you know, the white that reflects sunlight so well sitting on the fuselage, and the dilapidated tires as they are compressed on the tarmac.

 

Now, the first thing that clicked, in my head, was that this is a 757, belonging to an American Carrier, in the UK, a 757, in the UK, 3,000 miles from home. So I left a comment on that video, because I wanted to know how did this 757 reach there. Whilst waiting for a reply, I took off to Google, [oh yes, you never fail me] and I searched "757 Transatlantic," and I was surprised when results yielded that 757 do transatlantic flights all the time. My mouth dropped, literally.

 

I was now in a position of motivation and was determined to do my first VATSIM transatlantic flight in a Narrow Body Airliner. See what's so wrong with that sentence? Here's a hint ; 'First' 'Transatlantic' 'Narrow Body.'

I had no clue what I was doing, actually I was quite scared. I'm not the wealthiest person ever, nor am I the poorest, [so I must still give thanks], but it struck me when I realized I wasn't in the possession of a quality 757. I had a 767 [from the guys working ever so long on a 777 that will have 43 Service packs], but who wants to use that? I mean come on.

 

It must have been a slip of the finger, but somehow when I was looking for '757 Transatlantic' yesterday I ended up searching for '737 Transatlantic' and met up on an interesting topic over at the Airliners.net Forums. I don't own a 737 700ER, but I do own a 737 900, I thought that was suffice. But, come on Jamalje, MAN THE MAN UP, I said you know what? I'll hit this flight with a 737 800 (My favorite variant by the way). I spent the whole of last night reading up on the requirements of transatlantic flights, practiced conversing with imaginary Shanwick, I revised the North Atlantic Tracks, YouTube played a huge role in helping me, the site has never failed me yet.

 

Show time, and after my fair share of CTDs, I was now ready to begin.

 

Now using TOPCAT, I took a half load of passengers [57], 3/8 [Roughly 15000lb] load of cargo. Should have gone with a lighter load.

This would require a full Fuel load, roughly 46,000 lb of Fuel to carry me to Boston, from the Airport of Manchester.

Things were already looking bad at the start, but eventually cleared this message with some modifications to my flight plan. Still no guarantees of me reaching Boston in one piece.

Here we are parked at the gate, you can see the GPU, AC Unit, and Air Start Units connected, I really wasn't in favor of spending extra resources on powering the APU, since I was going to need every litre of fuel possible for this flight. I also had fun seeing the duct pressure rise and fall as I disconnected and reconnected the Air Start unit prior to start up.

You can barely see the TE Flaps being angled downwards here, that's because I decided to T/O Flaps 1. You can however see the LE flaps deflected downwards. I had a handy map of EGCC onboard [on my table] to aid with my taxiing. I used Flaps 1, so that the parasitic drag during and after takeoff would be minimal thus reducing fuel spent to overcome the drag, while holding the same speed, I am not sure if this logic was correct, please share your views.

I also opted in for a shallower climb rate, and with N1 reaching a maximum of 89.6% on takeoff roll all in efforts of saving fuel.

Not sure if Delta brings a 747 to Manchester, but this is what the aircraft was portrayed as via SQUAWKBOX.

We are all lined up to go, advancing N1 to 40% before activating TO/GA.

On the speed tape flaps up is 210Knots, we are to hold 250Knots below 10,000ft, and direct to the WAL VOR, FREQ 114.10 would be a right handed turn to 275 Degrees to intercept it, but I tuned 280 in the course box because I may have started my initial turn late.

This is me rotating with 200m of Runway left, due to the low N1, high fuel weight, and low flap config. Accurately measured by TOPCAT.

This is me on my initial turn to intercept WAL, still hand flying, watching the FD.

Took us a while but here is 4000ft. I retracted the Retractable landing lights, as we were getting up to 250Knots.

 

Well we are now sitting comfortably at FL300, which was the MAX FL, and cruising along at Mach.81.

Pretty exciting.

Track my flight;

http://www.vataware....cfm?id=10807058

 

You can I skipped MALOT, I resent my flightplan but it hasn't been updated.

I also do not fly for United Virtual, I am a proud pilot of American Virtual Airlines, I wish to wrap this up as fast as I can so the rightful owner of UAL431 can resume their flights.

 

Well guys that's it for now, if I make it or not, I will update you on this topic, not with pictures however per AVSIM rules.

Thanks so much! Wish me luck.

Now, the first thing that clicked, in my head, was that this is a 757, belonging to an American Carrier, in the UK, a 757, in the UK, 3,000 miles from home.

 

One of the more common simisms:

Aircraft size != length of route.

Amount of fuel and endurance = aircraft route

 

By the way:

What's going on in pic #6?

You have a config error on your tanks (you only turn the center pumps off on takeoff when the fuel is less than 5000lbs), and you're well below the speed you should be going (don't clean up until your speed warrants cleaning up).

 

 

One of the more common simisms:

Aircraft size != length of route.

Amount of fuel and endurance = aircraft route

 

By the way:

What's going on in pic #6?

You have a config error on your tanks (you only turn the center pumps off on takeoff when the fuel is less than 5000lbs), and you're well below the speed you should be going (don't clean up until your speed warrants cleaning up).

As to the fuel config error, I agree, it became much of a habit turning off those pumps, since my centre tank is barely ever full,

I wasn't cleaning up in that picture either, as you can see I'm still up and about, almost still in takeoff config, didn't even reach to set the AUTOBRAKE to off.

That's only a couple minutes into takeoff.

 

Additionally cut me some slack! Haha, first transatlantic on Vatsim.

 

Thanks so much

Pond hopping in the NGX is fun. A few months ago I did a KBOS-EGLL in the 738, and like you I had to first do a refresher course on NATs and Oceanic ATC reporting. Just reviewed my pre-flight for the trip and see that I took along 38800lbs of fuel. I had the same problem you did with the "Insufficient Fuel" warning, but I knew my calculations were correct, made no modifications in my plan, and with a 60-80 kt tail most of the way I arrived London with about 7500lbs in the tanks. My cruise level was 380 most of the way because this was optimal for fuel usage and I had the most favorable winds at that level.

 

As I recall I had about a half load of pax, so with your full load plus fighting headwinds, it's good you topped off the tanks It'll be interesting to know your fuel level on arrival.

 

Enjoy the flight!

 

About mid-point in the flight.

 

As to the fuel config error, I agree, it became much of a habit turning off those pumps, since my centre tank is barely ever full,

 

For sure. I normally don't have much in the center either. Sometimes, it's odd to see fuel in there at all since I fly shorter routes more often.

 

I wasn't cleaning up in that picture either, as you can see I'm still up and about, almost still in takeoff config, didn't even reach to set the AUTOBRAKE to off.

That's only a couple minutes into takeoff.

 

Not trying to be argumentative, but if you look above the Autobrake selector, you can see you're at Flap1. The F1 speed on the tape is about 210. Flap 1 shouldn't have been selected until closer to then.

It isn't a "okay, I'm off the ground, raise the flaps and gear and get out." Less than 2000' AGL (just by looking at the pic), you're still in the departure profile where it's okay to leave some feathers out. Not being able to see your TAKEOFF page (PUSHBACK is still up), I can only assume TOPCAT gave you V1/R/2 all at the same value (there's a green blob in your takeoff pic that I'm assuming is all three of those speed), it looks like you set your MCP speed right on V2 (which I'm guessing was 155). Try V2+10 next time, and leave the feathers out. Above 3000' AGL, bug the UP speed and follow the flap retraction schedule on the speed tape. That should have you sorted.

 

Alex made a decent tutorial here:

http://forum.avsim.n...x/#entry2529368

 

EDIT:

Just realized that you were FLAPS1 prior to leaving the ground.

Being in the red band after takeoff like that means something's wrong. Improper weight entry, improper takeoff flap config...not sure.

Pond hopping in the NGX is fun. A few months ago I did a KBOS-EGLL in the 738, and like you I had to first do a refresher course on NATs and Oceanic ATC reporting. Just reviewed my pre-flight for the trip and see that I took along 38800lbs of fuel. I had the same problem you did with the "Insufficient Fuel" warning, but I knew my calculations were correct, made no modifications in my plan, and with a 60-80 kt tail most of the way I arrived London with about 7500lbs in the tanks. My cruise level was 380 most of the way because this was optimal for fuel usage and I had the most favorable winds at that level.

 

As I recall I had about a half load of pax, so with your full load plus fighting headwinds, it's good you topped off the tanks It'll be interesting to know your fuel level on arrival.

 

Enjoy the flight!

 

 

Thanks so much, really appreciated, great to hear this coming from someone who has already pushed over the pond!

Thanks for sharing in such detail as well,

Ad great capture!

 

 

 

For sure. I normally don't have much in the center either. Sometimes, it's odd to see fuel in there at all since I fly shorter routes more often.

 

 

 

Not trying to be argumentative, but if you look above the Autobrake selector, you can see you're at Flap 1. The F1 speed on the tape is about 210. Flap 1 shouldn't have been selected until then.

It isn't a "okay, I'm off the ground, raise the flaps and gear and get out." Less than 2000' AGL, you're still in the departure profile where it's okay to leave some feathers out. Not being able to see your TAKEOFF page (PUSHBACK is still up), I can only assume TOPCAT gave you V1/R/2 all at the same value (there's a green blob in your takeoff pic that I'm assuming is all three of those speed), it looks like you set your MCP speed right on V2 (which I'm guessing was 155). Try V2+10 next time, and leave the feathers out. Above 3000' AGL, bug the UP speed and follow the flap retraction schedule on the speed tape. That should have you sorted.

 

Alex made a decent tutorial here:

http://forum.avsim.net/topic/392312-a-departure-tutorial-nadp1-ngx/#entry2529368

Hi Kyle, I actually departed @Flaps 1 and didn't retract flaps to up until I intersected it on speed tape, I actually discussed that on image 4, thanks for the suggestion though.

I reported why on picture number 3. As for the V2+10 thanks for the suggestion! I read about this a while back. The speed box has 165 not 155 which was actually V2 + 10.

Hi Kyle, I actually departed @Flaps 1 and didn't retract flaps to up until I intersected it on speed tape, I actually discussed that on image 4, thanks for the suggestion though.

I reported why on picture number 3. As for the V2+10 thanks for the suggestion! I read about this a while back. The speed box has 165 not 155 which was actually V2 + 10.

 

Yeah, noticed that after I posted. The logic makes sense initially, but I think your weight would necessitate a higher flap setting. I could be wrong. What was TOPCAT showing you when you calculated?

 

 

Yeah, noticed that after I posted. The logic makes sense initially, but I think your weight would necessitate a higher flap setting. I could be wrong. What was TOPCAT showing you when you calculated?

Well, thanks for your interest Kyle, definitely keeping me away from boredom.

TOPCAT stated that, the regular flaps 5 or flaps 15 would yield a VR only 3 Knots less, which was almost neglegeable, but I was wondering if I could sacrifice the extra lift and handling after takeoff for speed, and decreased fuel consumption from the parasitic drag of extra flaps.

It's funny because TOPCAT actually suggested flaps 1 as optimum, I wonder if it was based off of the same reasoning I had.

Whatever way it is... I better get to Boston!

I'm Back over land now, over some uninhabited areas of Canada just about an hour more to go guys.

 

Don't forget you can track here;

 

http://www.vataware.com/flight.cfm?id=10807058

Was there something wrong with regard to the weight of the aircraft? Looking at image 1, the FMC mentions a GW of 340.0 and a ZFW of 294.0 lbs. For a typical B738, the Maximum Takeoff Weight according to FCOM1 is 155.500 lbs and the Maximum Zero Fuel Weight is 136.000 lbs.

Was there something wrong with regard to the weight of the aircraft? Looking at image 1, the FMC mentions a GW of 340.0 and a ZFW of 294.0 lbs. For a typical B738, the Maximum Takeoff Weight according to FCOM1 is 155.500 lbs and the Maximum Zero Fuel Weight is 136.000 lbs.

Hey Marc, great find, I believe it's a consequence of setting a load out by TOPCAT, I just imported the payload and fuel, and you know the NGX has it's own method doing it, so it may have interfered.

It hasn't caused any issues with the flight thus far however, and the information displayed by TOPCAT and the NGX are in sync.

 

Obviously I wouldn't make it very far with a Gross weight of 340! :Whistle:

My loadsheet suggests a GW of 144.18 and a ZFW of 119.08

 

Once again great find, and I'll look into the sync issues, maybe that's why I'm getting the insufficient fuel error all this time, however with adequate fuel.

The wrong weight entry in the FMC is probably why your speed was in the red band on image 4.

The wrong weight entry in the FMC is probably why your speed was in the red band on image 4.

I did the lazy way, I didn't manually check the loadsheet and enter GW, I double tapped the Line Select Key and it automatically inputs the GW of the aircraft.

And yes I received a Buffet alert for a good amount of the climb, never occurred to me to back check the GW. Either way it's still at 300 and I'm about to land :American Flag:

 

Problem solved, same weight, just that changed the NGX weight and all errors and warnings are gone.

Thanks for the heads up Marc!

Based on message transmitted on Unicom looks like the area is kind of busy B)

ILS 27 :American Flag:

 

 

I've had enough for a while guys, peace, take care of yourselves, I'll be back for T7 release.

Next time use auto save from FSUIPC