RockOla

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About RockOla

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  1. RockOla

    How do you fly the Legacy? (perf numbers)

    I missed this topic. I created a kind of "performance spreadsheet" for the turbo version of the Legacy Here it is. Fuel flow may vary according to external conditions, but usually TAS is quite precise. I like to fly @FL200, 2400 RPM and 30" which gives an impressive 300 KTAS. I also reported the medium tank oxygen autonomy for each flight level. This is only a sheet which is used in a "flight planning" spreadsheet that I created for my Legacy world tour.
  2. RockOla

    Small, weak and lonely ... but bold

    As always, beautiful shots And also, I forgot to thank you for the informations you gave me in a previous post I followed them and you can see the result in my last topic here (part 12 of my world tour)
  3. Hello fellow simmers 12th part of my world tour, 1 035 nm between Yeniseysk and Chelyabinsk. Last stop officially in Asia, because Chelyabinsk is located right in the East of the Urals Mountains It's almost routine: parking brake check, battery on, strobe and nav lights on, fuel pump on which makes a pretty irritating noise. Mixture and propeller maximum, and turn the key. Almost as simple as starting your car. We are allowed to taxi to runway 17, the opportunity to greet 2 Mi-8 (whose company I do not identify, perhaps Tyva Avia) Shortly after take-off, nice view on the Yenissei river While reaching FL200, I am surrounded by two IL76 which cruise thousand feets above my little Legacy. A military on his way to Bratsk, a civilian freighter Royal Flight Airlines (former Abakan Avia) going to Orenburg Further on, a Lufthansa aircraft whose type and destination I cannot remember About halfway, the weather radar shows big red spots : things are getting rock n' roll 80-100 nm ahead. At Muromtsevo, I request vectors. to get around the storms The brave little Legacy gently sneaks around massive, threatening Cumulus with incredible number of lightning flashes. Too busy finding my way, I don't even notice the kind of plane that taunts me up there, well above the storm By the time I go back to my route, I did between 50 and 100 nm of deviations that cost me a lot of fuel. But in the end, that's not the problem: by reducing the throttle, I could have caught up with the planned fuel. The real concern at this point is the red OXYGEN QTY light that came on, indicating that my reserves have dropped below 20%. That is about 30 minutes of oxygen at FL200. I decide to wait 15 minutes before descending to FL120 at 2000 ft/min. At that level, no more need for oxygen. I choose an economic cruising profile to catch up the planned fuel. Direct ILS approach on RWY 27 after a straight STAR. I begin the approach almost 40 minutes late, but with fuel reserves in line with what I had calculated (a little more than 6 gallons) The debriefing shows the fuel consumption stall, caught up as soon as a more reasonable cruising speed was adopted at FL120.
  4. RockOla

    Moon size still too large

    Assuming your are a P3D V4 user, are you editing this file : C:\ProgramData\Lockheed Martin\Prepar3D v4\suneffect.cfg ? If you are editing a suneffect.cfg that is in your main P3D directory (which may have been installed by an addon) it won't have any effect I share the settings I am using : [general] SunSize=800 MoonSize=800
  5. RockOla

    Morning of a new day

    Thank you kiwi. Inspired by your work I started working on sun textures but after hours of work, I just came back to yours and started flying. I'll try your suggestions, thank you again
  6. RockOla

    Morning of a new day

    Incredible colors. I take the opportunity to thank you for your sun textures and effects which are top notch. Could you please share the mods you use to get these vibrant colors and dark ground shadows ? I only use reshade and find my sunset / sunrise quite dull Thanks in advance
  7. It's the one from dalcontrol.ru http://dalcontrol.ru/airports/ueee.html They host many quality airports, but some of them are not fully compatible with P3D V4.
  8. Thanks to all for you for your kind comments Flagstaff... This brings back memories, during my honeymoon, while we were heading to the Grand Canyon National Park we had to stop at Flagstaff because of a sudden and violent storm. In 15 minutes, the sky went from CAVOK to completely black. As I am not allowed to post an image after the first post, here is a link to a picture I took that day Mainly because on my chair, in my room, I did not feel the danger I would have felt in real life. That's also why I love simming, you can put yourself in any situation: from taking off at a busy airport in your daily Airbus, to trying to land on the Nimitz with your 747 (dont lie, you also tried )
  9. During part 10 of my world tour, I encountered some nice-but-threatening cumulus above the destination - Yakutsk (UEEE) UEEE METAR was not that bad : cloud base at 5000 ft, visibility up to 5 kms, and 15-17 knts front wind with low to medium gusts But neither the METAR nor previous traffic warned me about strong wind shears on the approach. Fortunately, I had decided to do the approach flaps up at a high speed (~130 kts) which gave me enough margin to recover from the wind shears while on final. Not the most elegant flare, but at least I ended up safe on the ground (video below)... Take a look at the AOA (angle of attack indicator) on the left, which turns full black from time to time, indicating a total loss of drag for a few hundredth of seconds...
  10. 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
  11. 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.
  12. RockOla

    Auto Gear Control

    I've just watched an episode of Ice Pilots last weekend : 2 unfortunate Turkish pilots would have loved such a gauge...
  13. RockOla

    My most beautiful encounter.

    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.
  14. Thank you ! I'll take a look at the random failures... if things go wrong, I'll hold you responsible.
  15. 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.