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About RockOla

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    Lyon, France

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  1. Thanks for your comments At this altitude, the Legacy is only limited by its oxygen tank (~3 hours @FL200). This is when you select the "medium tank" in the RealAir config panel After miles and miles of flight above Europe and North America, surrounded by Aibus, Boeing and Western GA, I feel quite out of place in the middle of Russian traffic
  2. It's a strange coincidence, during my world tour I arrived in Holy Russia yesterday, election day. A rather short flight: less than 580 nm, I already did 2x more in one flight. Not being restricted by the fuel, I just tried to beat speed records. At the departure (PASY), bad weather, 3°C, but already 20 knots of tailwind Above the clouds at FL120 climbing to FL200. Love the way ASP4 renders a plain, soft cloud blanket Somewhere above the Bering Sea, I officially fly over Russian territorial waters Ground speed of 335-340 kts, helped by quite strong tailwinds The view is impressive while approcahing the TOD. I will circle around the Koriakski and Avatchinski volcanoes by the left, to align on the assigned runway 36R (ILS approach) Intercepting the ILS over Mokhovaya Bay. An IL-76 Aeroflot is holding while I am in short final Military traffic in Petropavlovsk-Kamchatski. A huge Mi-26 on the right, and Mi-8s aligned on the left Reaching the taxiway seems never ending: RWY 36R is 3400m long which takes 5 mn to run at 20 kts. An Il-76 from Irkutsk is forced to a go-around, I can almost hear the Russian insults... Finally... Heading left, for a rather specific taxi which crosses a forest to join the terminals The only signs of Western liveries are freight: Fedex, UPS period. Appart from that, Il76, An74, Aeroflot, Gazprom, Zitotrans... No doubt, we are now in Russia ! Now I'm planning the next flight to the West.
  3. Auto Gear Control

    I've just watched an episode of Ice Pilots last weekend : 2 unfortunate Turkish pilots would have loved such a gauge...
  4. Filou, we all know your interest for Xplane, which you often showcase in a spectacular way. But I have to say that I find your screens, especially when viewed in full resolution, over saturated, over contrasted and over sharpened. I do not know if this a MaxxFx setting or a post processing that you apply afterwards to your screens, but I wanted to let you know. I'm more into subtle and natural colors, and Xplane does a very good job in this field.
  5. Thank you ! I'll take a look at the random failures... if things go wrong, I'll hold you responsible.
  6. I recently decided to plan a Transatlantic flight between France and Alaska, on a simple Lancair Legacy. This is the story of my first flight from Valence (Rone valley, France) to Stornoway (Scotland) I will take off with a calculated reserve of almost 10 Gal at destination, which represents almost 250nm of margin in economic cruising speed. The expected flight time is close to 4 hours, and the fuel consumption is relatively high throughout the flight, due to a highly negative wind component along the route (30-40 kts) Note 2 particularly long legs: TLA => ERSON above Glasgow (66 nm) and most importantly NEVIS => STN just before the approach, 105 nm including a good part above the North Sea. TLA and NEVIS will therefore be important points for fuel surveys to ensure that they are in line with the flight plan. On the oxygen front, I should activate the system over FL120. Considering the rate of ascent and descent of the Legacy, I won't have fun deducting time spent without oxygen. I will simply consider the oxygen tank will be enough for the ETE. According to the information I have, the tank allows us to hold 5 hours at FL150 but not more than 2.7 hours at FL200. Finally the most important data to monitor will not be FOB, but OOB (oxygen on board). At departure from LFLU the weather conditions are quite bad: heavy, cold rain, low ceiling, coverage 8/8. On the other hand the 25 kts of wind from front will help me to climb fast. As announced we enter the clouds at 4500-5000 ft, it shakes quite a bit but with this rate of climb, we should break through pretty quickly. Indeed, after barely a minute of rock' n roll, it's calm and tranquility. 9000 ft, we only have 5 minutes left to reach FL180. I cross ROMAM, end of our SID, with 64.20 Gal of fuel where I expected 64.17. Cruising at FL180 I suddenly hear a "imminent end of life" breathing noise (RealAir has really implemented the sound). Ooops, what if I turn on the oxygen? At least I've saved a few precious minutes of oxygen that may be useful in a few hours... The rest of the flight goes without a hitch, over a cloud blanket that seems so comfortable that I'm fighting against falling asleep. The only falls I encounter are severe FPS falls above the Paris area, and above London. I'm reading timings and fuel every 3-4 wpts. At RIBEL, at 2/3 of the flight, I read 24.80 Gal in the tanks, where my estimate was 24.73 Gal. On the chronometer side we are also in surgical precision, with 168 minutes of flight time, barely 1 minute behind the planned passage time. A flight without surprises, I'd almost be disappointed. Fortunately arrived at TLA, 200 nm from the destination, my radar shows me that things will get worse at 80nm. Scanning down quickly, I realize that there's no point in anticipating the descent, it's dirty down to the ground. However, on the horizontal plane at my cruising altitude, there will be less than 10 nm of sport. So I opt for the offensive solution: straight into the sh*** (it's also my motto in life), at a 250 kts ground speed it should be less than 3 minutes of high speed washing cycle. As I get closer, what I took for 2-3 minutes of fun seems to be getting stronger. It's finally 10 good minutes of intense turbulences and fuselage creaking noise. It shakes so hard I cannot read the fuel gauge when passing NEVIS. I come out exhausted but happy, with probably a little vomit stuck in the hair but ... The GTN which announces me a vertical speed required of 4800 ft/min to reach STN at 2000 ft. Spoilers out, gas to zero, time to dive. By maintaining a VS of 4000 ft/mn and slowing down, I reach 2,000 feet just before STN. The approach is relatively simple,yet non precision. A good old NDB. No vertical guidance, ILS or GPS. We pass STN, then EGPO, which is also our IAF. 10nm from EGPO, we reach our virtual FAF start the descent. With a solid 25 kts wind blowing from the front, slightly straight 15°. At the time of debriefing, I am quite happy with the way the flight went. For this kind of flight, planning, timing and fuel records are essential. 10 minutes and just over a gallon difference from the calculations. It's almost perfect, and explained by the approach circuit that took us 30 nm beyond the initial flight plan.
  7. Mine too :) This is Orbx Vector + OpenLC NA, with FreeMeshX. The house and cabin scenery are my "creation". Took me 15mn to place them and generate the bgl with P3D Simdirector If my journey brings back that kind of memories, then I'm the happier simmer here ! For me, posting pictures here is to exchange, rather than to show off. Did you know that the Luscombe you are talking about was converted to FSX/P3D ? It's the model from Bill and Lynn Lyons. It's a bit rough around the edges, but it works. Hey, after all the original model is... 13 years old.
  8. The aircraft itself perfectly behaves with P3D4. But I think it was first released at least 8 years ago, and it is starting to show its age.
  9. This is like a 95 kts-P47 Thunderbolt The gun may be for bears, but past the end of November, they are mostly hibernating. You still have to deal with wolves, and when trapping, you may need a gun to shorten the suffering of a trapped animal.
  10. I'm using P3DV4. This is the Flight Replicas Super Cub. I hope some dev would start working on a new one. Thank you. I was wondering if in real life, you have to compensate for the added drag or if it is negligible. Thank you all for your kind comments!
  11. I leave this morning for a 4 month hunting season in the Aleutian Range south of Denali. I just got my good old 1957 Super Cub out of the hangar. Engine preheated because in this morning of mid-November, the temperature is below -10°C. Loaded to its maximum with dried meat, rice, hunting bait, some tools and a rifle on the wing strut. According to my calculation we will take off just 2 lbs below MTOW. And no front wind to give us a bit of lift. This should be a long run. The skis almost grazed the treetops, but here we are. A few wing waves to greet the house where we'll be back in Spring. Somewhere south of Fairbanks, enroute to Healy, our entry door to the Denali National Park Clouds are getting thicker, but not enough to lose track of the George Park hwy The sky temporarily clears just above Otto Lake after Healy. Approaching the bridge over Nenana River, we'll have to find our way below the clouds to head to McKinley Park I guess this is our chance... Still following George Park hwy, we now fly over the Hurricane Gulch Bridge (this default bridge does not come close to the impressive real one) As we pass North of Talkeetna, before entering Rainy Pass, large cumulus show up on the horizon. I'm not sure I'll be able to make it to the camp today... Indeed, only 50 miles from the camp, snow, degraded visibility and cloud cover forces me to land. After 3 hours of waiting on the ground I have to see the evidence. I'll have to camp here while waiting for the sky to clear out. The temperature drops rapidly after sunset. You just have to look up to the sky to understand why. Clouds slowly dissipate and from cloudy, the sky becomes starry. The night was short but the early morning is full of hope. Sky is perfectly clear and calm. It should barely take 30 minutes to fly to my hunting cabin. 20 minutes later, I'm above the Stony River valley, a few miles North of Lake Clark Preserve & Wilderness. My destination is here, somewhere. GPS makes searching almost too easy, and I arrive directly downwind. It's an expression, because at that moment there is not even a breeze in the valley. A last left turn, the flaps extended, and a landing as if on cotton. The Super Cub glides smoothly to the foot of the spruce trees that surround the cabin. Going back to your cabin after months is also risking finding surprises. Bears in particular tend to be overly curious, especially before hibernating. After a careful inspection, nothing to report. The wood cut in the previous season quickly heats the cabin. Everything is quickly ready for a successful hunting season. But here in the wild, you always have to adapt to the unexpected.
  12. I sincerely thank you for taking the time to post a comment here LESO is a beautiful freeware scenery. I think Simzaleak is woring on a V2 version of many of their sceneries. Hopefully, it will bring full P3D V4 compatibility.
  13. Hello fellow simmers Just a short 1h flight between San Juan (Spain, LESO) and Valence Chabeuil (France, LFLU) As I wanted a bit of Rock'n Roll during approach, I found a breezy METAR : LFLU 061430Z AUTO 35025G40KT 9999 FEW062 17/03 Q1019 LESO, the cute scenery by Simzaleak (but really heavy FPS-wise) Very short take-off with those 2 powerful PT6 and one notch of flaps The BTZ SID is basically a slow right turn above the ocean which ends when crossing BTZ above the coast End of the SID above Biarritz Fast cruise above Southern France with 30-40 kts of tailwind for an average of 300 kts GS. The GTN750 indicates a 2000 ft descent to reach our SID entry point MTL at 5 000 ft. Throttle back, nose down, we gently go down following the Vallée de l'Ardèche, to reach the Vallée du Rhône near Montélimar. Heading North having crossed the Rhône, right above MTL The approach to Valence is beautiful between the Massif Central on the Left (West) and the Vercors and Alps on the right (East). FreemeshX provides a great amount of details. I did the whole approach with this Hawker 800 in my 6 coming from Saudi Arabia. With a ~30 kts front wind I was able to take the first left exit and avoid this jet a go-around.
  14. Royal go around above Juneau

    Yeah I dont recall the exact figures but about 30 kts front wind. I think I stopped within 150 ft. But the approach itself wasn't an issue with the GTN following the glide to MAP. Just had to take control to align on the RWY and land at a groundspeed of about 70 kts.
  15. Royal go around above Juneau

    It is limited to ASN users. If you have ASN : - download the weather radar gauge from the library - setup your Royal Turbine for 2 GTN units (Realair Tool), but do not enable the 2nd GTN to save performance (F1 tool) - modify your panel.cfg as below, where xx is the number following your last gauge (it should be 20 if you did not modify your panel.cfg previously) This integration perfectly fits and works, but you have to click on the radar screen as there is no button. Upper right tunes the radar range, upper left the angle of scan, and left middle cycles between power off / test mode / normal mode.