Beiträge von The Big Lebowski

Tragisch. Aber ein Paradebeispiel, was übermäßiges Rauchen und falsche Ernährung ausmachen.

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Zitat von Nikolaus

Flugzeuge in real unterscheiden sich grundliegend von Flugzeugen im Flusi, das ist nun mal so.

Deswegen redet ja auch niemand von den mutigen Männern in ihren stolzen Simulatoren..... :aetsch: :ironie:

Zitat von Basti

Schon alleine der Fuelburn der 747 ist ja fast 10% höher als real.

Da gibt es in der realen Flieger von Maschine zu Maschine. Wie groß aber die jeweilige Ablage ist, kann ich nicht sagen.
Mein Vater hat mir beispielsweise von der F 84 und der F 104 erzählt, daß es da performanceseitig schon merkbare Unterschiede gab. Sei es im Fuel- Flow oder bei Geschwindigkeiten bei verschiedenen Power- Settings.......
So kann ich mir dann auch Unterschiede bei den Airlinern vorstellen.

Nun gut, 396 MTOW in der Basisversion wollen auch erst mal vom Beton gelupft sein.
Ferner denke ich, daß wenn der Randazzuo ein 747 Rating hat ( oder?? ), dann wird er sich wohl kaum die Blöße geben, sich einer ständig googelnden und meckernden Szene sich selber dem Fras vorzuwerfen.
Es wird immer Leute geben, die unbesehen PMDG kaufen-ich gehöre teilweise dazu-, aber genauso gibt es die Leute, die nicht jeden Hype mitmachen müssen........
Was Realität angeht, so ist A2A mit ihren AccuSim-Packs wohl zur zeit das Maß der Dinge.
Richtiges Fliegen, richtiges Arbeiten, ein profundes Wissen über Aerodynamik und Mechanik sind Vorraussetzung, um die Flieger real zu bewegen. Und da werde ich wohl meine Präferenzen sehen, wenn ich ab Herbst die Kohle für nen neuen Rechner zusammen habe.
Ich finde, wenn man sich bei nem Flieger, mit dem man die meiste zeit im A/P fliegt, über Realismus Gedanken macht, dann regt man sich m. E. wegen kleinigkeiten auf, den bei den modernen Fliegern steht wohl das Beherrschen des System ( avionikseitig) im Vordergrund, sowie Procedure- Reiten.
Ob das richtiges Fliegen ist, muß jeder für dich selber entscheiden. Ich werde den Mittelweg gehen.

Zitat von Basti

Insbesondere die 747 fliegt sich irgendwie ziemlich seltsam.

Inwiefern?? *Kaffee*

Stimmt.........

Warum denn nicht....
mit gemütlichen 180- 220 KIAS über die Landschaft zwirbeln....Warum nicht. Und man muß dabei richtig arbeiten.
Herrlich!

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Ich bin mal auf das Roll-Out gespannt, wie der Flieger in der Realität wirkt.
Und ob Garmin seine Zusagen halten kann......

B.T.W.: Interessanter Artikel als PDF!

Ist halt anspruchsvoller, als irgendein FMC zu füttern, und stundenlang Routen abzufliegen und dann irgendwo ein Autoland zu machen..... :zunge:

Zitat

58-0787 lands Pilot-less in a field in Montana
F-106A 58-0787 of the 71st FIS landed without a pilot in a field in Montana on 2 Feb 1970 after pilot Captain Gary Faust ejected. The tail markings belonged to the 71st FIS out of Malmstrom AFB at the time of the landing, however the 71st FIS was later changed to the 319th FIS, Malmstrom. Retired Colonel Wolford (Major at the time) was the Chief of Maintenance at the 71st FIS at the time. His name was stenciled on on the side of 58-0787 as the pilot, however, Major Wolford wasn't flying the bird at the time of the incident.
Account by Col Wolford
Three F-106s were on a ACM (Air Combat Maneuvers) that day when 58-0787 went into a flat spin and according to procedures Captain Gary Faust bailed out at 15K feet. One of the accompanying F-106 pilots, IP Major Jimmy Lowe, observed the ejection and also observed 58-0787 straighten out right after ejection and reportedly transmitted "Gary - you'd better get back in it!". Major Wolford got a call from the sheriff about an airplane sitting in a field with the engine running and wanted to know how to shut it off. The sheriff was advised to just let it run out of fuel. The plane was resting gear up, engine running, on a small amount of snow, with a slight downhill grade and as the snow melted under the aircraft, it would creep forward some, which had the sheriff rather excited.
A depot team from Sacramento Logistics Center, McClellan AFB later came in, took the wings off, put everything on a railroad flatcar (a railroad set of tracks was conveniently located about a mile from the landing site), and shipped it to McClellan AFB, CA where it was repaired. Colonel Wolford said he'd like to have flown it out of there but after the aircraft was lifted up, the under side damage was greater than thought. The Stable Table had exited the bottom through the 05 panel area and crunched its way back to the rear of the plane ruining the armament bay doors. The wings were in perfect shape.
Account of the incident by the other IP pilot on the flight, Tom Curtis

"I was the other IP in that flight. The mission was a 2V 2 ACT training flight. My wing man, Larry Mc Bride, aborted when his drag chute deployed on the ramp prior to take off. So it turned out to be a 2V 1, me being the one [Tom Curtis].

We took off as a flight of three. Gary Foust was leading with Jim Lowe in the chase position. We then split up I went to one end of the training air
space and they proceeded to the other end of the air space. We had about a twenty mile separation. The controllers turned us into each other so we passed head on with a thousand feet separation. The ROE (rules of engagement) were we had to pass head on with no tactical advantage to either flight. After passing the fight was on. The object was to gain a tactical advantage on the opponent and maneuver in to valid firing position. After landing we would review the film and try to reconstruct the engagement. Of course, this was a big ego thing. who was the winner etc.

I figured I could handle Gary pretty easy but I did not trust Jimmy. I figured he would probably break off and come after me. With this thought in
mind, I came at them in full afterburner I was doing 1.90 mach when we passed. I took them straight up at about 38,000 ft. We got into a vertical
rolling scissors. I gave him a high G rudder reversal. He tried to stay with me, that's when he lost it. He got into a post stall gyration. This happens
just prior to a stall. The aircraft violently rolls left and right and sometimes swaps ends, a very violent maneuver. His recovery attempt was
unsucceful and the aircraft stalled and went into a flat spin which is usually unrecoverable.

The aircraft looked like the pitot tube was stationary with the aircraft rotating around it. Very flat and rotating quite slowly. Well,. Gary rode it
down to about 15,000 feet. All this time Jimmy Lowe was giving the spin recovery procedures. Part of the spin recovery procedures is to actuate the take off trim button. This trims all the control surfaces to a take off setting, which is a bout the same as for landing. So when Gary ejected the
aircraft was trimmed wings level for about 175 knots a very nice glide setting.

When he ejected the aircraft straightened out and glided toward a perfect landing. I couldn't believe it ! Jimmy sez "get back in there."
The aircraft landed in a snow covered field and Gary landed in the mountains. This was in February in Montana. Our concern was Gary's safety.
However, the Indians got him out ok on their snow mobiles. The sheriff climbed upon the wing of the aircraft, engine still running and the radar
still sweeping. when the air craft started to slid forward a bit he got down off the wing. He said when the rotating beacon went off he figured the

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Quelle des vollständigen Textes und der AUfnahmen, wo auch noch mehr Bilder zu finden sind....
Der Pilot ging nach Checkliste vor, schoss sich raus, und der Flieger kehrte in normale Fluglage zurück, machte eine nahezu perfekte Bauchlandung, und kam in einem verschneiten Getreidefeld auf. Das Triebwerk lief noch knapp 90 Minuten, schmolz den Schnee, und liess den Vogel in 30 cm - Schritten vorwärts humpeln....

Das Flugzeug wurde geborgen und wurde repariert und dann wieder in Dienst gestellt.

Eine bemerkenswerte Geschichte des sogenannten Cornfield- Bombers.............. :flugzeug:

Zitat

“Golf notwithstanding, aviation has always been Palmer’s most passionate vocation,” Yocom wrote. “Palmer took his first flying lessons in his hometown of Latrobe, Pa., and in 1966 graduated from prop planes to the jets that for many tour players today are a standard mode of transportation — as passengers, not pilots. Palmer’s fly-bys when departing from tournaments were a distinctive signature throughout the 1960s and ’70s, and his versatility as a pilot was matched by several remarkable achievements. In 1969, Palmer piloted a Boeing 747 before the aircraft had gone into commercial service. In 1976, he set a round-the-world speed record that still stands. Taking off from Denver in a Lear 36 and heading east, Palmer circumnavigated the globe in 57 hours, 25 minutes and 42 seconds.”

Quelle des vollständigen Textes!

Golflegende, Rekordpilot und Gentleman, der der Launch- Customer für die Citation X war, die Seriennummer 1 und später die c/n 176 kaufte..........

Nun das Spielzeug ist fortschrittlicher als der A380 und die 787....

Zitat

Gulfstream: G650 flight test family complete
Gulfstream on 24 January performed first flight of the fifth and final member of its airborne certification fleet for the ultra long-range G650.
Aircraft five, S/N 6005, completed a 2h 46min flight initial flight on the 24th, reaching a maximum altitude of 51,000ft (15,545m) and a test point top speed of M0.94, 1.6% above the normal M0.925 maximum cruising speed for the aircraft.
Pilots and engineers evaluated the avionics, flight control systems and handling qualities for the Rolls-Royce BR725-powered twin-jet, the aircraft destined to perform reduced vertical separation testing for certification.
Gulfstream in total has accumulated more than 1,100h in the planned 1,800h G650 flight test program, slated to culminate with US Federal Aviation Administration and European certification later this year and first deliveries in 2012.
Other recent milestones include completion of the initial flight control certification test for S/N 6001, negative G-force flight tests and brake control optimization tests for S/N 6002, successful flyover noise tests for S/N 6003 and completion of an initial cabin noise survey for S/N 6004, the aircraft with the first production interior.
The company is also readying a non-flying fatigue test aircraft to evaluate the lifelong structural integrity of the airframe.

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Vollständiger Bericht auf flightglobal.com

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Zitat

The Supermarine Spitfire is one of the truly legendary aircraft, not just of World War II, but of all time. A brilliant design, the basic Spitfire wing and fuselage were able to be refined and improved over and over again into many different configurations during the course of World War II, and each excelled in its own right.

The Spitfire was designed by R. J. Mitchell, an aeronautical engineer of stellar talent who had previously designed such aircraft as the Supermarine S6B, which won the Schneider Trophy in 1931. Borrowing from the developments of others, including the low-wing, monocoque design which came from the United States, Mitchell crafted a superb basic design which stands to this day as one of the greatest piston fighters in aviation history. Mitchell envisioned a light, maneuverable craft with low drag, elliptical wings, and a broad performance envelope. The result was the Spitfire, a capable, lethal, yet forgiving aircraft that ultimately proved more than equal to anything the Germans could throw at it, including the vaunted Focke-Wulf 190.

The Spitfire had a number of design characteristics which set it apart from other contemporary fighter aircraft. The Merlin engine, the elliptical wing, the well-harmonized controls, and the versatile wing platform all worked together to create a package that was perhaps unmatched in terms of its immediate effectiveness and its potential to be developed further. Unlike the Japanese Zero, which was obsolete by 1943, the Spitfire was just coming to its prime. Chief among the features that set the Spit apart from other aircraft was its wing, which served multiple purposes. The elliptical planform and relatively broad root chord allowed a thinner airfoil section, reducing drag while preserving lift, which led to a very low wing loading. This increased top speed, preserved a low stalling speed, increased the service ceiling, and provided excellent low-speed agility. But the broad wing chord also allowed the convenient fitting of formidable armament such as multiple 20mm cannon and heavy machine guns.

The Spitfire last saw combat in 1948 during the Arab-Israeli war, where Spitfires from both sides were pitted against one another. But the honor which will always distinguish this singular aircraft is its superb service during the Battle of Britain, where it -- along with the Hawker Hurricane -- helped to fend off German designs for invasion of Great Britain. For that, it will always be remembered.

The Wings of POWER 3: Spitfire MkI/II FEATURES:

• Lightweight, powerful and maneuverable.
• As with every A2A aircraft, it is gorgeously constructed, inside and out, down to the last rivet.
• Designed and built to be flown "By The Book".
• Custom Cockpit Systems and Gauges.
• Visual Real-Time Load Manager, with the ability to load fuel and stores in real-time.
• Naturally animated pilot.
• 3D Lights 'M' (built directly into the model) with under-wing landing light than can be turned on, deployed, and retracted and fully functional recognition lights.
• Pure3D Instrumentation now with natural 3D appearance with exceptional performance.
• Sound engineered by A2A sound professionals.
• Oil pressure system models oil viscosity (oil thickness).
• Authentically modeled pneumatic system.
• In cockpit pilot's map for handy in-flight navigation.
• Auto-Mixture that actually performs as intended. Now you can set for “auto-rich” or "auto-lean" and the aircraft fuel-to-air ratio will be automatically determined and set by the carburetor based upon various factors, such as altitude.
• Three different models, Mk Ia, Mk IIa (machine guns), and Mk IIb (cannons).
• Internal Supercharger modeled with accurate behavior.
• Fuel delivery system simulated.
• All models include A2A specialized materials with authentic metal.
• Pilot's Notes pop-up 2D panel keeps important information easily available.

Quelle

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Die Filme bleiben uns ja.

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Echt lecker das Ding. Ich glaube, ich spar auf nen neuen Rechner und steige mit auf den FSX..... :hurra: :hurra: :hurra:

In einem Land, in dem so etwas ne Schlagzeile wert ist, diesem Land kann es wahrlich nicht schlecht gehen......