Beiträge von The Big Lebowski

....wenn man keinen Privatjet hat, zeigt:

dieser Film !

So unwahr ist es nicht mal.....

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Immer wieder gerne! :beer:

Zitat

The airplane’s basic operating weight was 23,011 pounds, with a zero fuel weight of 23,211 pounds. Our ramp weight was 39,500 pounds, well under the maximum gross weight of 42,200 pounds. Bordeaux temperature was 16 degrees C and the wind was northeast at five knots. We planned the Cognac 6 Bravo departure off Runway 5 with a climb to 14,000 feet right off the ground toward one of the clearest blue skies I’d seen in quite awhile. The FMS said we’d need about 4,800 feet of the runway’s available 10,000 feet at our current weight. We calculated V1 at 122 knots, VR at 129 and V2 of 132. Flaps would come up at 142 knots and our return speed in case of a problem just after takeoff would be 132 knots. Before takeoff, the FMS said we would arrive at TEB with 2,000 pounds of fuel. Off to the races with both engines humming along nicely, I taxied to Runway 5 around a plethora of construction at Bordeaux Airport.
The Transatlantic Flight
The 2000LX is an easy aircraft to fly. After a 15-second ground roll, we were airborne and headed toward Cognac and soon northwestward out of France toward SEPAL, where we’d join the oceanic track toward the U.S. some seven hours west. We needed to request the oceanic clearance 45 minutes before reaching SEPAL, which meant Herve was on the HF right after takeoff to request the clearance from Shanwick since SEPAL is only an hour out of Bordeaux. Flying in this part of France is nothing like the U.S. We never stopped and climbed in under 19 minutes to FL400 while burning less than 1,700 pounds of jet-A to reach that altitude. Shanwick verified our four-letter SelCal code, “FLRP,” before we got too far, as this would be an alternate method of grabbing our attention should we lose radio contact. SelCal, which is an acronym for selective-calling radio system, can alert an aircraft’s crew that a radio station on the ground wishes to communicate with the aircraft. I hand flew the airplane most of the way to cruise altitude to get a feel for the controls since the rest of the trip I’d be letting the automation fly the route while Philippe, Herve and I kept an eye on things. The standard comment from Falcon pilots sounds redundant, but it’s true. As heavy as they are, Falcons fly like fighters. As it turned out, we would not fly through a single cloud on the trip until we began our descent into the New York area later that day. We soon had our oceanic clearance in hand and verified it before we activated it in the FMS. A performance check when level at FL400 with just over 3,100 nm left to run to TEB showed us at a true airspeed of 444 knots and a groundspeed of 448, confirming the lack of wind. Outside air temperature was
showing ISA +11. Fuel flows settled at about 1,700 pounds per hour total. The visibility out the front office windows of the 2000LX is superb, though there wasn’t much to see: not a ship in sight
anywhere on the ocean below to the left, right or out in front. Now came the real fun. After an hour and a half or so level at FL400, there was little to do except make sure the airplane was on course and that all systems were normal. To keep ATC happy we wanted to be certain we crossed our reporting points within three minutes of the estimates the JetPlan produced. We estimated 48N15W at 1207Z. As the minutes ticked by and we approached the first point I checked the time. It was precisely 1207. Nice. I soon had my first taste of the HF frequency mess I’ve heard people talk about for years. We began the flight on 5649 MHz. It sounded like a Citizens Band radio to me. Imagine a half dozen people all trying to talk on the same frequency at the same time with lots of noise and squealing on the frequency. I did manage to get up and walk around the barren cabin during the flight and learned something interesting. After the first hour or so we had removed our headsets in the cockpit and used the aircraft speakers to hear ATC. Even so, the noise level was tolerable. Walking through the cabin toward the rear cargo area, I noticed the noise was also tolerable. I shot some video in the back and the camera’s internal microphone picked up a slight rushing noise but had no trouble hearing my voice. I did try calling the guys up front as I stood in the rear, but the noise was too much for that little trick. What made this amazing though was that there was no sound-deadening insulation to speak of in the cockpit or the cabin… no
padding, nothing. Just bare metal walls. I imagined FWWGS, after leaving Dassault’s Little Rock completion facility outfitted in a few months, would have a significantly lower internal noise level than what I experienced.
After about three or four hours in the air, I did another performance check. True airspeed had increased to about 460 knots while our fuel burn remained at about 1,750 total per hour. We began to see the crosswind component pick up to about 80 knots off the left wing, pretty much what had been forecast. The FMS said we’d still have about 2,100 pounds of fuel on arrival, although our plan was to make some fuel by climbing higher as soon as we started talking to Gander. We passed about 650 nm south of the tip of Greenland. I wondered about the correction card for the standby “whiskey” compass, a smallpotatoes item in an airplane like the Falcon 2000 this when everything is working normally. The card said the compass could be off by as much as 90 degrees with all the electrics on, something I found hard to believe. We turned off the windshield heat for a moment and watched the compass swing from 155 to the 245 degrees, the course we were really flying. That’s something to keep in mind down the road. With 9,000 pounds of fuel remaining and still three hours from Teterboro, we requested a climb and headed for FL430. True airspeed picked up to 465 knots and fuel flows decreased by about 200 pounds per hour. It was great fun as we crossed well above the North Atlantic Tracks to watch the airliners flying in trail of each other like trains on the metro transit system. We were headed where we wanted to go, not where ATC needed us. Crossing the coast of Gander, we saw ice in the water, but no major bergs that we could clearly define from nine miles above the water. A check of the weather called for about 1000
and three when we arrived at TEB with the ILS to Runway 19 the preferred approach.
Fuel To Spare
For me, at least, the hours passed too quickly and we were soon descending for the approach into the New York area. I planned the automated approach on the ILS and listened closely as the level of chatter on the Teterboro arrival frequency picked up, especially when the controller told us to watch out for a guy in the clouds about 1,000 feet beneath us, whom he didn’t seem able to contact. We were in the clouds so we tried our best to keep him on TCAS at least. Welcome to New York. At 500 feet agl, I disconnected the
autopilot and autothrottles. Despite the displaced threshold on Runway 19, we landed and easily made Taxiway Juliet, translating to just under 5,000 feet to get it down and stopped. The flight plan called for 7+52 and a landing with 2,000 pounds of fuel. The final numbers were scary to a guy who still does some of the long-range navigation in his head; the trip took 7 hours 52 minutes
exactly and we landed with 3,100 pounds of fuel. Had we needed to, we could have easily flown for another hour and still had a reasonable reserve. After just a shade under eight hours of flying we burned about 13,500 pounds of fuel for an average of 1,687 pounds per hour for the entire trip.
My long-range flight substantiated the claims of the Dassault folks, who say the 2000LX delivers a 5-percent performance boost over the 2000EX and an additional 700 to 800 nm in range. After wringing out the airplane over an eight-hour flight, I’d say those are not simply claims, but more like the honest truth.

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Quelle!

Info vom Hersteller!

Hier ist ein Pilot Report von einer Atlantiküberquerung mit einer grünen Falcon 2000LX, die zum Completion Center nach Little Rock in Arkansas überführt wurde.
Sehr interessant und informativ zugleich!

Zitat

The Flight Plan
I arrived at the Dassault factory delivery center in Bordeaux on an early June morning ready to make the leap across the Pond. I was lucky enough to fly with Dassault Aviation’s chief test pilot, Philippe Delehume and his first officer, Herve Laverne.
Philippe and Herve filed the flight plan for our aircraft–FWWGS (S/N196 in the 2000 line)–with JetPlan.com, a subsidiary of Jeppesen. After a little data churning,the JetPlan computer spit out a suggested routing that would burn the least amount of fuel. The numbers showed seven hours and 52 minutes at Mach 0.80 and aninitial cruising altitude of FL400. Afterburning off some fuel, we planned to climb to FL430. All aircraft flying the Atlantic that are CPDLC-equipped (controller pilot datalink communications) are reporting outside air temperature and upper-level winds back to
flight planning organizations hundreds of times each day to maintain the accuracy of the flight planning process. I’d be watching those numbers closely to see how well the 2000LX performed. Since the traditional North Atlantic tracks sandwich airliners between FL310 and FL390, we would be above that congestion and have the freedom to take a more direct route.
Score another one for business aviation.
The flight plan took us west northwest from Bordeaux to a point over the eastern Atlantic where we’d enter oceanic airspace for the longest portion of the flight. Because the forecast winds were light, our course would take us unusually south for an oceanic crossing. I had originally thought we might see the tip of Greenland, but we wouldn’t pass even close. We’d be carrying maximum fuel for the trip, just over 16,600 pounds, and planned to land at TEB with an hour’s reserve. Jetplan also computed our Equal Time Points (ETPs), to help us decide where to head if we experienced an engine failure or other critical emergency. When one engine quits, that is not the time to determine which way to go. With only a single operating engine, the 2000LX would also be unable to remain at FL400 and would inevitably drift down to FL300 to complete the trip. Should we experience a cabin depressurization, we’d need to drop down quickly to approximately 10,000 feet because of the lack of oxygen. At 10,000 feet, flight planning in a jet becomes a serious challenge because fuel burns can easily be double those at high altitude. Early in the trip an engine failure or shutdown meant a turn toward Shannon, Ireland. A bit later in the journey, we would transfer our option to Keflavik, Iceland, and farther west, to Gander, Newfoundland.
In the old days–or just a few years ago–there was an art of manual arithmetic needed to accurately calculate ETPs. Now the JetPlan provides them as part of the service. We all carefully examined the ETPs before takeoff to be certain they made sense. The weather said we’d see some undercast along the way across the Atlantic, but no convective activity of any kind. The weather at Teterboro was forecast to be slightly less than VFR for our arrival.
The Dassault ground crew at Bordeaux had already covered most of the major preflight items, such as fuel and oil. About the only job left for the pilots was the walkaround.
Since the aircraft was green and unpainted, it was easy to see how all the bits of metal were woven together to build the 2000, especially the winglets. The installation and certification of the winglets devolved for a time from a great idea into one with a few sticking points that emerged during flight testing. The winglets added more twist to the wing than regulators felt comfortable with, so much so in fact that at the extremes of testing the twist interfered with the operation of the leading-edge slats. The problem demanded a redesign of a portion of the
wing to more effectively handle the wing flex issue. The new design is now also standard on the 900LX, the Falcon 900 with Aviation Partner winglets.
A Green Machine
Climbing aboard a green airplane, you see plumbing and wires everywhere and little else in the cabin. Turn left at the top of the stairs and the cockpit is completely outfitted, but look tailward and bare metal and the potty way in the back are all there is to see. Loaded on board FWWGS was a
three-foot-square emergency kit with the cold-weather immersion suits and a liferaft, just in case. A closer inspection showed flare guns and radios, all items we hoped we’d never need. The cabin also held a considerable amount of ballast–on the order of 500 pounds–in the form of 22-pound lead plates placed just opposite the main cabin door to adjust the cg for the lack of an interior.
The 2000LX has the standard control wheel and yoke, something I must admit I frowned at slightly upon making my way to the left seat. Sorry, Dassault, but you spoiled me when you let me fly the sidestick- equipped 7X. The Airbus A380 I flew (see pilot report in July AIN) was also sidestick controlled, and it is the only way to fly. The 2000LX seats offer a wide range of powered positions that even tall folks should find comfortable. Philippe took me through the flow checklists before we lit the engines. On the Falcon everything works through the center multifunction display (MFD),
although each pilot has a cursor control device–the airplane version of a mouse– and a multifunction keyboard to enter datato the system. I found the 2000LX’s uncluttered panel very pleasing, even as it extends to the system’s layout on the board above our heads. I’ve never been in a 2000 before and it was pretty simple to figure out how things worked just by looking at them.
The 2000 has a single start button just below the center MFD that works for both engines. We turned on the two battery switches and the APU master to
initialize the APU computer and automatically open the system’s doors. The APU provides the source of high-pressure air to start the big Pratt & Whitney Canada motors. We needed only to confirm our position for the FMS before we started the engines.
Once we selected APU air, engine starts were more or less a nobrainer. Open the fuel cock and rotate and hold the starter switch for about two seconds. N1 settled in at about 22 percent with N2 at 51 percent.
On the ground we burned about 700 pounds total per hour. FWWGS was equipped with two GPS and two IRS systems for the trip. Before departure, we also ran through the FMS speeds page. Today we set up for 200 knots initially, until we’d eave low-altitude airspace, increasing during the climb to 260 knots (Mach 0.76) up through cruise altitude, where the temperature looked like it would be about 15 degrees C warmer than standard. We manually checked each point of the flight plan from Bordeaux to Teterboro. The large displays made adding waypoints and visually verifying the route easy from Bordeaux, like direct CAN (Cognac–yes, like the drink) to UN470 (the first airway) to SEPAL (the intersection where we would enter oceanic airspace). Philippe typed as Herve read the elements to make sure there were no errors. It took about seven minutes to enter the cyan-colored (not-activated) data. Flight plan activation changed all cyan data to white as confirmation.

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Quelle!

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Schau mal hier und hier und hier!

Das nimmt etwa ein Zehntel von der Zeit in Anspruch, die manche brauchen um online von KJFK nach EDDF zu fliegen.....

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Es wird im Netz allerorten über nen morgigen Erstflug erzählt....

Dafür gibts nen großen bear hug, Töbs- chen!

Ne eher im Witze Thread, bitte sei so gut, und verschiebs bitte dahin. Sorry mein Fehler! :beer:

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Klick!

Night Low-Level Instrument Tactical Check Flight over Dusseldorf, Germany by Ike Sweesy*

Zitat

I was an F-104 pilot in Europe with the NATO Training Division (DOON Team) from 1982 – 1985 and I flew out of many NATO F-104 bases giving Tactical Check Flights to allied pilots including Dutch pilots at Volkel AB, The Netherlands.
Before that assignment I had been instructing in F-104s at Luke AFB from ’79-’82 and then went to Europe through the summer of 1985. I loved that 3-year European tour, and considered it my best assignment in the Air Force. I got to fly with fellow F-104 pilots in Germany, Holland, Belgium, Italy, and even Turkey.
I had an interesting experience March 8th, 1983 on a night TF-104 flight out of Volkel with me flying the front seat giving Captain Jos Engels, a 312th Squadron Dutch fighter pilot, a back seat, Radar Night Low Level Check Ride via the Charlie route in Northern Germany to Nordhorn range.
That night the weather was good enough for launch and recovery at Volkel, but was forecasted to be IMC for the low level route which snaked east then north across the heavily populated northwestern Germany low lands. Jos and I didn't much care about the clouds since it was a night instrument checkflight anyway, and we were carrying plenty of fuel in the 4 external tanks for the long low level navigation route ending with a simulated Nuclear Weapon Delivery on a practice target such as would be assigned in Communist territory during a real nuclear war.
I did the takeoff from the front seat, and after coming out of afterburner and starting the climb I checked the comforting blink of small green fuel lights that told us that our fuel transfer pumps were steadily filling our internal tanks from those 4 bags of gas hung on our tiny wings.
In the glow of the radar screen and the dimmed interior instrument lights, Jos, my Dutch flightcheck 'victim', got his checklists and Low Level Route book opened, and I transferred control of the jet to him with the familiar routine. "You have the aircraft" I said. "I have the aircraft" Jos replied shaking the joystick, then "You have the aircraft" I repeat. That seemingly redundant exchange has saved many a flight crew when each 'assumed' the other was controlling the jet. Now with the Dutchman at the controls we entered the radar low level route into Germany, but soon I noticed that Jos wasn’t doing a very good job of smoothly controlling the jet and I mentally ascribed that to nervousness in getting a very difficult “Checkride”.
Finally he said “Ike, how about taking control - The plane feels funny”. “OK, I got the aircraft” I said, and soon I likewise ‘wasn’t doing a very good job of smoothly controlling the jet’, but of course it couldn’t possibly be my flying skills. 'Something' must be wrong with the flight control system, so we decided to abort the low level and head home. But soon, from just random, uncontrolled inputs, the flight controls rapidly increased in ‘pulsing’ in all 3 axis and it became a full time job to keep the plane in the air.
We were having hydraulic problems with the flight controls and we could have lost control over Düsseldorf. Bad news at 1,000 feet AGL. Now that experience was over 20 years ago, and I had forgotten about that story for a long time until I was reminded of it by a picture of a beautiful F-104 from Volkel AB that Hubert Peitzmeier included in one of his many "memory pix". Alas, there are no roaring F-104’s around Boise Idaho to remind me of those past experiences. But that flight was really ‘exciting’ for a few minutes as the jet bucked and kicked from plus 2-3G’s to negative 1G and rolling from side to side as I struggled for control at 1-2,000’ AGL. It was night with just the glow of Düsseldorf through the clouds below and the radar altimeter reminded us how close to the ground we were. With our heavy fuel weight and the tiny F-104 wings the plane buffeted with each pitch up threatening to stall.
We had considered bailing out if we couldn’t keep an upward vector, but a fully loaded 4 bag F-104 would have made a heck of an explosion in a city, and both of us hated the thought of “walking home”! Finally the contaminated hydraulic fluid caused the Utility Hydraulic System to fail completely, and then the jet smoothed out, and we were able to climb up in afterburner to 10M squawking and calling Emergency on Guard. "Clutch Radar" answered and cleared out the traffic ahead of us then switched us over to their frequency.
I asked for a Radar vector to any military base "that could speak F-104", and we flew north toward Jever - an old Luftwaffe base from the ‘30’s with enough runway for us. It had been an F-104 base and was transitioning to Tornados. Jos and I knew we were going to have to jettison those 4 external tanks to get down to landing weight, but we sure didn't want to do it over populated areas. As we descended for the approach to Jever we flew over the Jadebusen, a bay of the North Sea just east of Wilhelmhaven, and I pushed the "Panic Button" which cleaned the jet of those 4 bags and almost 10,000 pounds of jet fuel. I want to tell you, that’s a spectacular FLASH in the dark in the clouds as the explosive bolts fire only 5 or 6 feet away from the cockpit! Our lightened Starfighter almost leaped forward and we then were vectored to a 20nm final for runway 28 at Jever AB. I rolled into a gentle left turn for a very long final at 240 knots and the two of us ran through the Emergency Check List a couple of times together with me repeating each step before we started through it.
Failed Utility Hydraulics meant an alternate gear release. We’re ready. Now here’s the bad part. Mike Vivian and Fritz Washburn will remember that we DOON pilots were dual qualified in both the -104 and the SabreLiner, and I had just returned a couple of days prior from an extended trip through the Med hauling ‘brass’ around. Plus, I’d had a checkride in the SabreLiner doing, you guessed it, an Alternate Gear Release in that T-39. Just guess where that gear release handle is in the T-39? On the panel ahead of your left knee. Guess what handle is in that location on the F-104?!!! The DRAG CHUTE HANDLE! 240 Knots, Pull, Pop, Huge Deceleration, Shoulder Harnesses lock, RRRriiipppp as the drag chute tore away! Steady at 180 knots, “What was that?!” Whew! Uh Oh, Now what?! Pull the real Alternate Gear Release Handle which is 12 inches to the Right on the panel and then Flaps Down, On Course/On Glidepath, Touchdown. HOOK! HOOK! HOOK Jos yelled! We engaged the departure end barrier and came to a stop… Heavy Breathing on both intercoms … Engine running (BTW, that’s singular in an F104), call for a ride to the BAR!
In those days I could speak pretty good German (I was born in Munich to American parents) so I explained in German to the ground crew what happened as they looked all over the runway for the drag chute and only found the connection and a few inches of cable still attached to the jet. I guess some German housewife out on extended final got dozens of nylon panties made! As I debriefed the German ground crew, Jos was surprised that I spoke German and commented on that, but he was busy calling Volkel and he told them about our divert to Jever. The GAF maintenance guys took fluid samples of everything, and as we were debriefing one of them brought over to us a vial of hydraulic fluid. There was visible residue already settled out to the bottom! All jets at Volkel were then grounded until they could figure out what happened. That was lucky because several fighters were found with contaminated hydraulics from that same hydraulic ‘mule’. Jos and I soon went to the historic Jever bar (built in the 1930’s!) and several of us pilots, German, Dutch, and me the American, traded stories well into the night. Of course most Dutch pilots speak German (many Europeans speak at least three languages), and since I was 'fairly' proficient also, we all had a great time. We finally stumbled over to the BOQ and got a room for the rest of the night. The next day we returned to Volkel by helicopter. What a terrible end to a Fighter Mission, but at least our Landings equaled our Takeoffs!!

Jos and I got a nice write up in the Dutch Flight Safety Magazine but I never got a copy - too bad. Of course, I couldn't read Dutch anyway. However, my picture with my TF-104 at Luke is on the cover of a Japanese Modeler Magazine and I have 3 copies of that, but of course I can't read Japanese either - I just look at the pictures. Plus, Bob Irwin an ex- Phantom guy, who is with the modern-day “Starfighter” Airshow Team found a Hasegawa 1/72 plastic model of my TF with the right tail number, and you can read my name on the decal (with a magnifying glass!). Bob graciously gave it to me, and I’m having the model built by a professional-quality model builder nicknamed “Blaze” here in Boise, Idaho.

A great adventure, but I don’t tell too many people about the “dual-qualified” risks! And of course, there are other flying stories I don’t tell people about either – yet.

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Quelle

Hoppla, glatt den drag chute in der Luft gezogen, anstatt den alternate gear release. Glück gehabt.

Zitat von Big L.

Kommt auf den Nachbarn an... Einem Betrunkenen Hells Angel würde ich nicht unbedingt die Sicherung rausdrehen wollen... Wer weiß, welche Sicherung dann noch rausfliegt...

Kommt auf das Auftreten an.......
:patsch:

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Zitat

Dave Stock said his final goodbyes, and rode the plane in!

Zitat

'I have ejector seat failure'
At first no one realised the seriousness of test pilot Dave Stock's predicament.
Just before noon yesterday thousands of spectators at the bi-annual Overberg Air Show at Bredasdorp had seen Stock take off in the valuable English Electric Lightning supersonic jet, one of four owned by Mike Beachy Head of Thunder City.
But after a few manoeuvres the jet appeared to be in trouble, and Stock flew to a holding area. Air force firetrucks rushed to the runway anticipating a crash landing.
Thousands of spectators watched as the jet flew east and many assumed Stock was releasing fuel to reduce the risk of fire when coming in to crash land.
The commentator announced Stock was having difficulties and the fire trucks were a precaution.
A few minutes later the commentator again announced the arrangements were precautionary. By then Stock was in serious trouble and was trying to eject. He tried three times. Then came his chilling last message: "I have ejector seat failure." The fatal crash followed.
Spectator Lance McIntosh said many people had not realised Stock was in serious difficulties.
"He circled wide, and was approaching the runway when I saw the jet diving and spiralling before it hit the ground."
Seconds later spectators felt a thud, and a huge fire ball was seen kilometres away, followed by plumes of smoke. The crowd went silent and some people were treated for shock.
Air force Oryx helicopters were dispatched to extinguish the flames, which spread to the veld.
Initially it was thought Stock had successfully ejected and an announcement was made to switch off cellphones as they were jamming the networks, which in turn was hampering the rescue party.
But then word spread of his desperate final message.
Stock, who test flew the first locally assembled Hawk fighter trainer aircraft, was a record holder who, with British tycoon Sir Richard Branson as a co-pilot, attempted to better his fighter jet speed record. In 2007 the show, held at Air Force Base Bredas-dorp, was awarded the best air show in the country by Aeroclub SA.
Industry insiders said it appeared the Lightning developed hydraulic problems and while burning off fuel it crashed.
There were reports that Stock had attempted to eject three times.
A spectator said: "He was flying level, dropped a bit in altitude, and then lost control and tumbled to the ground, where the aircraft exploded."
A shocked and emotional Beachy Head said yesterday he had lost a good friend.

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Quelle!

Hut ab, vor einem Mann, der Angesichts des sicheren Todes derart reagierte.

R.I.P. Dave Stock!

Zitat von Jarschi

so nachdem mein Nachbar unter mir beschlossen hat gegen 03:30 die Mucke aufzudrehen und ich (auch eine Polizeistreife nicht) ihn nicht dazu bewegen kann den Rotz leiser zu stellen, dachte ich mir könnte ich hier mal wieder nachlesen und selber mal wieder pieps sagen.

Runter in den Keller und die Sicherung rausdrehen, bzw. den Schutzschalter umlegen. Du wirst erleben, wie schnell Ruhe ist.
Nachbar kommt runter will die wieder in Gang setzen , und dann :patsch: