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

Enjoy a full Jumpseat flight from Zurich to Nice Airport. Part 1 Cheers, Berni

OK.. as I thought - Our company technique to fly this approach is - gear down flaps 15 on the LOC descend due to the steep descend path. At ABSAM join the published circling pattern, descend to 3700ft, before commencing the base turn configure to final configuration flaps 30 or 40. Thats it..Cheers,Berni

Good evening from N.Y. Actually I´m not a "rated" LOWI Pilot, so all I did in my circletoland 08 video is unconfirmed and probably not 100% correct. I will send an email to a friend who is 737 examiner and our "company - Innsbruck - dude"... He will for sure pass me some information's on the correct way to fly this approach. CallYa back.Cheers,Berni

In case of Go/around the FD is good, just not below the minimum for non precision approach landings because sometimes the vertical path does not lead to the runway but up again to the missed approach path.. so it could lead to a nose up pitch..concerning the medical.. it´s not to bad, just google your country related medical minimum requirements..

Hahaha, come down, everything will be fine... that video was not at all considered as training video... just a demonstration of NGX and Innsbruck by Aerosoft shortly after release.. The training videos have to be produced by the real pros.. ;) the real ops vatsim dudes.. sorry for that.. ;) LOL - No no, you are right. It´s sometimes difficult for me, in my position I have to do everything, every click, every procedure exactly correct.. because guys like you expect me to do so, if not - you have time to watch the video over and over again and find mistakes.. lot´s of mistakes! In reality we are two, we get special training for airports like Innsbruck and we do mistakes, not many because it´s not a one man show and most of the time your mistakes will be corrected by your college and vice versa... In the FS you are alone. You could do one approach again and again until you are doing perfect.. but I just tried to show the fantastic look of the NGX Flightdeck with all those nice MCP and FD modes.. next time I maybe take some more time to do it better ;)

mr simba, can you do a video which is not cutted, just the approach with camera to your flight instruments...? what I´ve seen was anything else but real procedures.. ;) +1 Thanks Fred ;)

Sound like an Innsbruck Pro.. can you do a video for us? ;) It was my first video attempt, I have no official Innsbruck approach training in real world.. it was just a try.. the initial descendrate into the baseleg was to less.. and at final approach the NGX did not act like in reality with flaps 40... Do you fly 737? In real it would "fall out of the sky" with that power setting Flaps 40! So don´t judge me for the landing ;) In real it would have been a go around of course!

;) One of my first videos.

No that´s normal. I don´t really now much about these selectors, you should ask an boeing technician, but I think, you can get the aircraft with so many custom options like 1 FMS, 2 FMS, HGS, whatever... there is space for different systems on these selectors... security is not an issue..Cheers,Berni

Looks fantastic! Is there any chance to paint the silver engine intake part to get this chrome look, which many BBJ´s have?For instance check the registration TT-ABD on airlines.net.. (Why does the administrator does not allow links to airliners.net??)Cheers,Berni