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brian747 last won the day on August 23

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About brian747

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  1. Great video, Pieter! That should bring some more business in. Well done. Cheers, Brian
  2. It was a glorious sunny day, and after a morning of paperwork in the office I felt like a quick trip. As it turned out, we had some heavy cargo to get to Nantes, in Brittany, so this seemed like the perfect choice. Loading the aircraft went smoothly at the Brian's Charter Farnborough base, so it wasn't long before we were pushing back. Here are some pics of the trip: 01. Leaving Farnborough behind 02. Passing Gatwick 03. Crossing the south coast in the afternoon haze 04. Cruise altitude over the Channel 05. Passing Saint-Malo on the north Brittany coast 06. Descending — passing the Saint-Navaire bridge 07. Approaching Nantes 08. Finals, passing over the Reserve Naturelle du Lac de Gand-Lieu 09. The biggest lake in France — in the Winter 10. Approaching rwy 03 11. Touchdown - derelict RAF WW2 control tower in background 12. Exiting runway at taxyway D 13. Unloading at the gate Cheers, Brian P.S. Note about the Reserve Naturelle du Lac de Grand-Lieu Lac de Grand-Lieu is a lake located to the south-west of Nantes, in the Loire-Atlantique, France, and almost entirely in Saint-Philbert-de-Grand-Lieu. At an elevation of 5 m, its surface area is 62.92 km², making it the largest lake in France in winter, but second after Lac du Bourget in summer. The lake is classified as a Local Nature Reserve, and use of boats on the lake are prohibited for all but a small number of licensed professional fishermen.
  3. I was once in a miltary helicopter above Central America when one of the passengers in the back reported that he had accidentally released a scorpion. We were flying low level, but it was the quickest, and certainly the roughest, landing I ever experienced. In case you were wondering, the guy who released it was a pongo (RAF slang for an army person) who had been bitten by the said scorpion, and we were taking him to hospital: the SOP was that, since there were dozens of different breeds of scorpion in the region, the victim's comrades had to capture the beast (generally they had the sense to make sure it was dead and not just stunned) so that the victim could take it to hospital with him in a plastic bag, giving the medics a fighting chance to pick the correct antidote for the venom. There was also a rather sad (or funny, if you weren't on the receiving end) case where we had to rush one of the flight crew to hospital, since a scorpion had decided that the inside of his flying boot was a safe dark place to go to sleep for the night — until it was unceremoniously awakened. I wouldn't fancy trying to write a cheque on a scorpion. Although the likelihood of it ever being cashed would be quite small, one suspects. Cheers, Brian
  4. Nice one, Pieter! There's good money to be made for any Charter company by pandering to the rich. Even though Brian's Charter's business is based on the 747-400 as you know, we do have three smaller aircraft that are aimed mostly at that market sector — two of them are shown in this pic (the helicopter was away from our home base at the time). And before you ask, neither the tow truck nor the monorail are among the two. But (like Jus, I think) I am little concerned about your customer base. Do you get many who use liveware as currency? Here in the UK we would have a certain amount of difficulty putting those items through the books, that's for sure. Perhaps you should consider some targeted advertising to broaden your appeal to the marketplace? Anyway, in the meantime, keep on truckin'. The Charter business is great fun — but especially if you can insist on using banker's drafts or even old-fashioned folding money for currency. Cheers, Brian
  5. You're goin' great! And well done on the go-around; not all virtual pilots are prepared for that possibility! Cheers, Brian
  6. > "I thought that because there were no exceptions, ( runway was dry and wind was 030/03 ), that I was obligated to land on 09." <grin> Nah — this is Worldwide Virtual! We specialise in giving our pilots all the freedom in the world. (Literally). I was just making the suggestion that perhaps if you felt that you needed rwy 27 (and it was legal) then feel free to to wake the ground controllers up and ask for it! > " Nevermind it was a good and safe landing and that's all that counts really." I'll drink to that. But you're the Captain, Captain. I'm the last person in the world to suggest ignoring proper procedures, I was just gently wondering whether in this case you might have gone for it, that's all. The procedures for rwy 27 exist, and anyway they only want you to land on 09 to avoid waking the Mayor up or something, which isn't the most important reason in the (virtual) world. Although maybe if I was the Mayor I'd feel differently, I guess. But hey — YMMV, and all that jazz. Do whatever you feel is good. WV won't dictate to you, one way or the other. Cheers, Brian
  7. > "Can only land on runway 9 at DTTJ and takeoff on 27. " Er.... Well OK, it's true that for reasons of noise abatement rwy 09 is "normally" used for landings and rwy 27 for take-offs (provided yada yada yada) but you *do* have the option to request the alternative — and the procedures are charted. Djerba has authorised departures for both rwy 09 and rwy 27 (and there's also a turn pad at both ends of the runway, which could be a hint). And although there are no lead-in lights for rwy 27, an RNAV (GNSS) arrival can be authorised on request (if your aircraft is suitably equipped). If not, you could also do a VOR DME (with a DME arc at 13 nm from JBA) or even a good ol' vanilla VOR to rwy 27 if needed. (I must confess that in a situation like this I sometimes tend to take the "un-usual" option, just to give the approach / departure controllers something to relieve their boredom. And it's often a more "interesting" way in / out, too). I do throw in a challenge or two, but Djerba wasn't meant to be one of them, honest! Cheers, Brian
  8. The continuing adventures of.... I find that it greatly enhances one's simming to have a background narrative, and it's great for your blog readers, too. Many thanks for sharing your fun — and those pics — with us. Cheers, Brian
  9. > "... it does give the impression of a "straight in" approach..." Sorry if it came as a surprise. Now if you had read the description (with chart extract) on page 17 of the accompanying documentation, on the other hand, you would have been ready for it. (Dunno why I write this stuff...). ¯\_(ツ)_/¯ Zapping rogue AI is The Way To Go, I reckon — zero tolerance for bad behaviour! Cheers, Brian
  10. It had been a while since I vlew over the pole, and I had never tried it in P3Dv4.5, so it seemed a good idea to give it a go. In this blog I'll keep the verbiage down to a minimum: if you're interested in a brief discussion of the technical aspects of trans-polar vlights, then you can find a short document on the subject in the Downloads section, HERE. I started at Thule AB (the USAF's most northerly outpost which is 650nm north of the Arctic Circle and only 820nm from the North Pole). The airfield is located on a plain in northern Greenland, on the south shore of North Star Bay. As you might expect, Thule experiences long, cold winters with temperatures that seldom rise above freezing between September and May (and rarely exceed 10°C even in July). The Midnight Sun lasts from April to August (so it will be light for my take-off, at whatever time of day — or night — it may be). However, the days shorten rapidly after August, and there is permanent darkness between November and January. My destination was UACK Kokshetau, an airport in northern Kazakhstan, a vlight which took me very close indeed to the pole. You can see the actual route that I took on this map (BGTL is top right and UACK near bottom left, in this orientation): The ATC route I used was as follows: M064F190 DCT THT W20 QQ/N0507F370 DCT 78N075W 80N084W 85N090W/N0494F350 DCT DEKMO DCT DEVID/N0484F360 P864 DIRIP/N0483F350 P864 KUTET T660 DOGOT/N0491F370 T660 DOSON G498 RIMAG A947 GIMIR N990 ML/N0470F360 N990 DAKIN G487 ADEBA ADEBZG But that's enough intro — if you'd like more details from a pilot's perspective then you can download the pdf from the link I gave above. Here, then, are the pictures: Lift-off from Thule Climb-out The Pole (boringly white) Pax view of the Pole (still boringly white) Approaching northern Russia (from the north) Evening in the Arctic ND view: 60 nm to ToD EICAS display: Icing Wing message (note also the SAT of 0ºC and the fuel temperature of -20ºC) Runway in sight Approach lights That touchdown moment... Brakes, spoilers, and reverse thrust Arrived - position as shown on Instructor's Station map Shutting down at the gate Cheers, Brian
  11. I'm glad you enjoyed Tivat — it's a little unusual in its landing requirements. Like you, I hate kamikaze AI with a passion: however, if you have a spare joystick button and you'd like to implement a solution, see my document in the downloads section on that topic. Cheers, Brian
  12. Glad you got the problem sorted! (Suggestion: if you can, try and take off from Athens in daylight — the sunshine on the Aegean is always great to see...). Cheers, Brian
  13. Nah, it must be your scenery that's at fault. I mean — you'd been following the localizer, right? (It looks as though you landed on rwy 22). So your PVD can take into account localizer deviation and localizer deviation rate, aircraft yaw rate, and aircraft cross-body acceleration to help you stay on the centreline. Unless you're vlying one of those primitive aircraft not fitted with a PVD? (Me, I go for all the help I can get). The runway at Larnaca is only 148 ft / 45m wide, after all. Cheers, Brian
  14. Aaaaah.... Thank you. I was really puzzled about where 59 minutes could have come from. Having spent (<*cough*>) rather a lot of time producing the tour and the manual I hand the whole thing over to Alan and he does the webby stuff — so having seen enough of the tour to last me some time at that point I must confess that I've never looked at the flight using that method. I'm not sure what's going on there, but I'll add it to the list of things for Alan to look at on his return in a few months' time. Many thanks for letting me know! Cheers, Brian
  15. Enjoying your blog, and your pics. Cheers, Brian