Circletoland

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That´s funny, ten thousands of flights are flexing and assuming every day but hey, yes maybe you are right!! It´s dangerous!!! We should all think about your words man! ;) No serious, lots of certification tests have proven, a birdstrike for instance with an engine running in full rated setting for takeoff has a much higher percentage of leading to serious engine failure, broken fans, uncontained engine troubles etc.. besides that, if you have an engine failure with full thrust, the aircraft is a lot harder to control... so many more reasons to assume and derate... than "just" economic reasons... (millions of dollars a year!!) Absolutely right, there are several serious incidents with short runway´s, light weight - full thrust and LOW INITIAL ALTITUDES on the T7... for instance level off at 800ft AGL, CM2 flying, A/P engaged at minimum altitude, due to running into ALT ACQ. the aircraft rapidly reached the flap speed, so CM1 disengaged the A/P retarded the thrust to idle while they got a continues climb clearance by ATC... The PF selected the higher ALT and continued climb with V/S (!) and both forgot about the disengaged A/T letting the speed drop into the shaker... pretty dangerous! Anyway, we use assumed and derated thrust in about 19 of 20 cases. Usually on long runway´s you still have plenty of runway left even in the stop case.. but if not, just shorten the runway in you calc tool and you´ll be fine! Of course a triple cross check of the takeoff data is important! But that´s our job! We have procedures, checklists and IT-solutions which check the correct performance setting to ensure safety for us and our passengers! Cheers, Berni

Hi Nick, they are called energy management circles and indicate the point at which you are able to meet a altitude constraint in clean or drag (speedbrake) configuration. Cheers Berni

This flight takes us from Vienna to Innsbruck on IVAO By Skysurfer007 The final approach starts at Whatch the entire Video here https://www.youtube.com/watch?v=l-BV0bvegCI Cheers, Andreas Heckmair

Hi Andreas, did you do a fuel check? = comparing the fuel used to the fuel remaining? The capacity measuring error I see in reality is a missing fuel amount of up to 300-400kg after more than 4 hours of flight due to the fuel temperature change. Berni

April april.

I´lm will try to get this as real footage.. The correct flight detend position: Cheers, Berni

That´s exactly what I´m talking about. The "little block on the inboard base of the lever IS NOT the indicator". That was modeled wrong. Its the arrow just like in the down detend position! If you pull the speedbrake as in your first picture, the real aircraft starts shaking pretty bad! The arrow is the indicator! In the real aircraft you feel a smooth lock with the arrow aligned to the flight detend marking. It´s possible to override this position, but it´s forbidden during flight! I´ll be able to take some pictures on sunday and upload them.. Cheers, Berni

Hey, just found, that the speedbrake lever is pulled beyond the flight detend position by pressing # key. The correct position of the flight detend is, when the black arrow of the speedbrake lever matches with the white flight detend marking. Chers, Berni ----------------------------------------- Check my latest NGX Video on youtube http://www.youtube.com/skysurfer007

I did the video editing with sony vegas 12. Music, inside/outside cuts, checklists all that is was done during the postproduction in sony vegas..

Hey Adam, Boeing published following Bulletin Even with correct barometric setting it happens, just like you can see with the NGX, that during the very final approach IAN leads you too high. Cheers, Berni

Hi, Christmas time... NGX production time Last winter I had the chance to fly in Canada, or better from Canada. St. Maarten was one of our main destinations. So what - there is a cool FSX scenery available, and of yourse St. Maarten - I had to produce a video! Enjoy! Berni Lamberts (alias Skysurfer007)

I tried to show a typical charter flight, Early morning departure out of Frankfurt to the Canaries. Part 1 Part 2 Enjoy!

Hi Christian, it´s usually 800ft AGL with no specific terrain in ISA conditions. In lower than standard temperatures and QNH the MFRA rises. It´s calculated by our company performance tool.

Yes, Skysurfer007 likes to Circletoland.. ;) samesame