Sorry for not writing for a long time, but I had a lot of stuff on my head.
Today, something for the flightsimmers.
P3D vs FSX
Prepard3D is a flight simulator developed by Lockheed Martin. It works with FSx addons, but performs and looks better and has different default aircraft on par with more updates and different licenses (which I still haven't understood).
Since P3D works with the sam addons as FSX and peforms better, most flightsimers are starting to move to P3D. I'm still an FSX player, and for a long time I was convinced to stay with FSX, however, some things are making me feel like buying P3D is good choice.
My initial opinion on getting P3D
Well........
At first I thought that P3D isn't a thing worth buying if you have FSX, since it doesn't have any different addons and maybe it looks better performs better etc., but it's just plain FSX and a few optimizations.
After time, many flightsimming youtubers decided to use P3D more frequently and now have stopped using FSX. Their arguments started talking to me. Still better performance isn't the thing. A thing that I find crucial is addons, especially aircraft.
P3D dedicated
http://www.airdailyx.net/fsnewsbreaker/2015/6/18/new-from-milviz-avaliable-only-for-p3d-25?rq=Milviz%20P3D
A new from a 5 months ago. The guy calling himself Jan is me.
This news moved me closer to considering getting P3D and using it as a 'daily flightsim' instead of FSX.
http://www.fspilotshop.com/indiafoxtecho-lightning-package-for-p3d-p-5937.html
This addon has made a big change in my opinion on getting P3D. Between those 5 months and the release of this F-35 I haven't been thinking about the option of using P3D that much. This addon is another argument that makes me feel like getting P3D is a good thing. From what I've heard-making addons for P3D is much easier than for FSX. More developers are going to go this way-and it'll make sense.
The addon mentioned above has been designed by Dino Cattenao-a developer who has made some of the best FSX/P3D aircraft-most notably-their all free (excluding this F-35). They are all a little bit frame rate hungry-hence I've had problems with them on my old PC (i3 3.1GHz, Gt 525 (m) GPU, 4GB of RAM). All od Dino's addons can be used with Tackpack.
The F-35 payware has high hardware requirements-similar to PMDG aircraft.
A version for those who don't want to read everything
FSX is old. It's a game from 2006 and might have some problems with proper work and getting high fps. Sometimes FSX is a little bit like minecraft, with some addons it might get laggy even on the best computers.
FSX has Steam Edition; It gives you multiplayer and some optimization. FSx has become a Steam game and some addons can be purchased through Steam. Still, there's a group of addons that don't work with FSX:SE (FSX Steam Edition abbreviation).
P3D is two years old, and it gets regular updates (there are three versions of P3D, V1, V2 and V3). It works with all (and even some more) FSX addons.
What do you think?
Does it make sense to get FSX and P3D?
Should you use both at once or only one of them?
Be sure to check out my blog's facebook page!!!
Leave a like!
wtorek, 8 grudnia 2015
niedziela, 15 listopada 2015
10 Air Crashes Caused By Heavy Pilot Error
A new top 10 this week, this time now Top, since it's a post about air crashes.
These 10 air crashes were caused either by some form of errors caused by toxicated pilots, pilots commiting heavy negligence of flying rules or unprofessionalism. In general, groos flying errors.
In this case, the order doesn't really matter.
No.10 Japan Airlines 1977 Anchorage Crash
Aircraft: Dc-8-62F
Fatalities: 5
Occupants: 5 (3 crew and 2 passangers)
On 13th January, 1977 a Dc-8 cargo airplane crashed a 300 metres of the runway at Anchorage airport. The cause of the crash was a stall caused by the captain's excessive maneuvers. The plane took off to early and began it's climb at an angle which was too high. In addition, the plane's crew made several errors while taxiing.
The entire situation was caused by the airplane's captain being drunk. When a taxi drive drove him up to the airport, the driver insisted, that the captain shouldn't be allowed to fly this day, but he was told that the crew will see that their captain is unable to fly and throw him out. However, that didn't happen.
You can see crash site photographs here:
http://aviation-safety.net/database/record.php?id=19890607-2
No.9 GP Express Airlines Beechcraft C99 Crash
Aircraft: Beechcraft C99
Fatalities: 2
Occupants: 2
During a training flight that was being conducted from and to Grand Island, Nebraska a Beech C99 crew was discusing their expierience with various types of rolls. The pilot flying suggested that he can try to do a barell roll. The pilot not flying didn't make any comments and didn't warn the pilot flying about the possible danger. Shortly before the maneuver that completes the roll, the plane crahsed, killing both pilots.
No.8 Air India Express Flight 812
Aircraft:Boeing 737-800
Fatalities: 158
Occupants: 166 (160 passangers and 6 crew)
In,morning one the 22nd of May, 2010 A Boeing 737 belonging to Air India Express was closing Mangalore Intl. airport, india. The plane started it's flight in Dubai. Mangalore's airport is a difficult one with a two runways, the longest being a 2450m. one. The airport is a 'tabletop' airport and it ends with a steep edge.The captain of the flight was a Serbian aged 55, who had previously worked in another Indian airline-Jet aiways. His copilot had much less experience and had joined Air India Express a year before the accident.
The plane was following the ILS approach, but was clearly too high. The plane was however given clearence to land and touched down 1600 m. down the runway. It didn't magae to stop, overrun the runway and plunged into the steep edge of the table-top airport after having passed 240 m. 158 perished in the accident, including both pilots.
the cause fo the crash was apparently the captain's unproffesional behaviour. He was asleep during the descent, and after waking up he didn't make the proper decision and decided not to abort the landing. On par with the captian's behaviour, the copilot had also shown signs of fatigue based on the CVR recording. This led to such a situation. In the final moments before the crash, the pilots were trying to abort their landing and make a go around. The lack of a radar at Mangalore airport also led to the dramatic situation the eventually caused a devastating crash.
No.7 Trans Colorado Airlines Flight 2268
Aircraft: Swearingen SA227 Metroliner III
Fatalities: 8
Occupants: 17 (15 passangers and 2 crew)
Trans Colorado Airlines flight 2268 took off from Denver Stapelton airport on the 19th of February 1988 bound for Durnago La Plata airport. The plane started it's descend from FL230 to FL160, and then FL150. A few minutes later, the plane was cleared for a VOR/DME approach to Durango airport. On final approach the plane hit a few tress, abruptly pitched up and lost control, crashing.
It turned out that the captain had taken cocaine before the fl;ight and this impacted his performance. On par with that, the frist officer conducted a veru unstable approach and he didn't monitor the flight instruments. The captain wasn't doing so, too and it eventually caused the plane to fly into the ground.
NTSB report on the crash:
http://libraryonline.erau.edu/online-full-text/ntsb/aircraft-accident-reports/AAR89-01.pdf
No.6 Varig Flight 254
Aircraft: Boeing 737-200
Fatalities: 13
Occupants: 54 (48 passangers and 6 crew).
Varig 254 was on a flight from Sao Paulo to Belem on the 3rd of September 1989. The flight 5 (yes, 5!!!) stopovers, the last one being the town of Maraba. After taking off from Maraba, the plane was suppost to fly heading 27, but instead the plane flew heading 270 loosing contact with Belem tower. The plane was low on fuel and soon lost it's engine. Being over the jungle there was no place to land and the 737 made a belly landing in the jungle, fatally injuring a few people. A few other people were critically injured and died after the crash. The plane was found two days later.
What caused this bizzare situation was pilot error. The captain had seen a 0270 heading in his flightplan, believing that it means heading 270 and set heading 270 in his autopilot, whereas it meant heading 27.0. The copilot didn't tell the captain about it (he also set the heading of 270 degrees). During tyhe flight the pilots were heavily distracted, since they were listening to the radio (a football match was taking place at the time).
No.5 Aero Flight 311
Aircraft: Douglas Dc-3
Fatalities: 25
Occupants: 25 (22 passangers and 3 crew).
The DC-3 belonging to Aero (now Finnair) was flying from Kronoby to Vaasa, both in Finland on the 3rd of January, 1961 when it crashed in Kvevlax. It turned out that the crash was caused by pilot error, in this case, the crew hadn't followed the basic rules of flight and conducted aseries of very dangerous manouvers. They flew at an altitude too low (they requested free flight altitude above a certain minimum) and at one moment they made a turn that was too sharp, resulting in the plane loosing control and crashing. Everyone was killed.
The weird behaviour of the crew was caused by two things, both pilots had insufficient sleep and dunk alcohol the night before (the captain had 2 promiles of alcohol in his body, whereas the copilot-1.65).
No.4 Aeroflot Flight 6502
Aircraft:Tu-134A
Fatalities:70
Occupants:94 (87 passangers and 7 crew)
Aeroflot Flight 6502 crashed in 1986, on the 20 October killing 70 people. Itt was a flight from Yekaterinburg to Grozny via Samara (then Kuybyshev). During landing, the captain made a bet with the first officer. Hew insisted that he's ghoing to land with no visual contact with the ground, using instruments only. He could use an NDB approach, as suggested by ATC, but he disagreed. The captain had difficulties with making a stable approach and he touched down too fast. He ignored most alarms nor suggestions about going around. As a result the plane overrun the runway and burst into flames. 70 people died, including the captain. The rest of the crew was sentenced to prison for 15 years, but were realesed after 6 years.
No.3 Blackwater 61 Crash
Aircraft: CASA 212
Fatalities: 6
Occupants: 6 (3 passangers and 3 crew)
Blackwater 61 was a flight operated by a Presidential Airways CASA 212, a subsidiary of Blackwater safety company, also operating as Blackwater Aviation for the US Department of Defense. The CASA 212 was carrying military equipment to Farah in Afghanistan on November 7th, 2004. The route takes through mountainous terrain, in which the crew chose to fly. Eventually this wasn't safe as they didn't know the entire route and got lost during low level 'fun flying'. One of the passangers survived intially, but died due to his injuries and very low temperature.
No.2 Aeroflot Flight 593
Aircraft: A310-300
Fatalities: 75
Occupants:7 5 (63 passangers and 12 crew)
Flight 593 took off from Moscow's Sheremetyevo airport on 23rd March 1994 bound for Hong Kong. During cruise at 33000 ft. the captain let showed his children the cockpit. At first, he let his daughter sit at the captain's seat and showed some autopilot features. Then, his son sat at the captain's seat and turned the yoke slightly for a few seconds and moved it back to the neutral position. The captain then showed his son the same things as he did to his daughter. As the Autopilot wanted to come back to it's initially heading, the control wheel inputs interfeared with the planned heading, disconnecting the autopilot control of aeilerons. Other than that, the autopilot was still on.In this situation, the plane started to bank. When it reahced 45 degrees, the copilot attempted to regian control, and the captin to go back to his seat. Their efforts were in vain, because the plane soon lost control. The captain nearly regained it, but the airplane was too low and crashed near Mezhduretshensk.
No.1 1994 Fairchild Air Force Base B-52 Crash
Aircraft: B-52H
Fatalities: 4
Occupants: 4
On the 24th of June, 1994-Czar 52 a B-52H was practising for an airshow. The plane was making low altitude maneuvers over the airbase. At one point, the plane was flying close to the ATC tower at 75 metre altitude, when the captain decided to make a 360 degrees left turn to avoid flying over restricted airspace (a nuclear weapons storage facility). While making the turn, the plane exceeded the bank angle of 80 degrees and entered a stall. The B-52 clipped a power line and crahsed, killing all onboard. It turned out that the captain had bad flying habits with a history of several flyovers at low altitude with an excessive bank or climb angle. The captain had a history of making 80 degree climbs, flying below 100 feet, making excessive turns and maneuvers at airshows, coming to close to other aircraft or offending other crewman when they warned him about his dangerous pilotage.
What do you think?
Which of these pilot's made the biggest mistakes and were the most unproffesional aircraft commanders on this list?
Be sure to leave a comment below and leave a like on the blog's facebook page!
These 10 air crashes were caused either by some form of errors caused by toxicated pilots, pilots commiting heavy negligence of flying rules or unprofessionalism. In general, groos flying errors.
In this case, the order doesn't really matter.
No.10 Japan Airlines 1977 Anchorage Crash
Aircraft: Dc-8-62F
Fatalities: 5
Occupants: 5 (3 crew and 2 passangers)
On 13th January, 1977 a Dc-8 cargo airplane crashed a 300 metres of the runway at Anchorage airport. The cause of the crash was a stall caused by the captain's excessive maneuvers. The plane took off to early and began it's climb at an angle which was too high. In addition, the plane's crew made several errors while taxiing.
The entire situation was caused by the airplane's captain being drunk. When a taxi drive drove him up to the airport, the driver insisted, that the captain shouldn't be allowed to fly this day, but he was told that the crew will see that their captain is unable to fly and throw him out. However, that didn't happen.
You can see crash site photographs here:
http://aviation-safety.net/database/record.php?id=19890607-2
No.9 GP Express Airlines Beechcraft C99 Crash
Aircraft: Beechcraft C99
Fatalities: 2
Occupants: 2
During a training flight that was being conducted from and to Grand Island, Nebraska a Beech C99 crew was discusing their expierience with various types of rolls. The pilot flying suggested that he can try to do a barell roll. The pilot not flying didn't make any comments and didn't warn the pilot flying about the possible danger. Shortly before the maneuver that completes the roll, the plane crahsed, killing both pilots.
No.8 Air India Express Flight 812
Aircraft:Boeing 737-800
Fatalities: 158
Occupants: 166 (160 passangers and 6 crew)
In,morning one the 22nd of May, 2010 A Boeing 737 belonging to Air India Express was closing Mangalore Intl. airport, india. The plane started it's flight in Dubai. Mangalore's airport is a difficult one with a two runways, the longest being a 2450m. one. The airport is a 'tabletop' airport and it ends with a steep edge.The captain of the flight was a Serbian aged 55, who had previously worked in another Indian airline-Jet aiways. His copilot had much less experience and had joined Air India Express a year before the accident.
The plane was following the ILS approach, but was clearly too high. The plane was however given clearence to land and touched down 1600 m. down the runway. It didn't magae to stop, overrun the runway and plunged into the steep edge of the table-top airport after having passed 240 m. 158 perished in the accident, including both pilots.
the cause fo the crash was apparently the captain's unproffesional behaviour. He was asleep during the descent, and after waking up he didn't make the proper decision and decided not to abort the landing. On par with the captian's behaviour, the copilot had also shown signs of fatigue based on the CVR recording. This led to such a situation. In the final moments before the crash, the pilots were trying to abort their landing and make a go around. The lack of a radar at Mangalore airport also led to the dramatic situation the eventually caused a devastating crash.
No.7 Trans Colorado Airlines Flight 2268
Aircraft: Swearingen SA227 Metroliner III
Fatalities: 8
Occupants: 17 (15 passangers and 2 crew)
Trans Colorado Airlines flight 2268 took off from Denver Stapelton airport on the 19th of February 1988 bound for Durnago La Plata airport. The plane started it's descend from FL230 to FL160, and then FL150. A few minutes later, the plane was cleared for a VOR/DME approach to Durango airport. On final approach the plane hit a few tress, abruptly pitched up and lost control, crashing.
It turned out that the captain had taken cocaine before the fl;ight and this impacted his performance. On par with that, the frist officer conducted a veru unstable approach and he didn't monitor the flight instruments. The captain wasn't doing so, too and it eventually caused the plane to fly into the ground.
NTSB report on the crash:
http://libraryonline.erau.edu/online-full-text/ntsb/aircraft-accident-reports/AAR89-01.pdf
No.6 Varig Flight 254
Aircraft: Boeing 737-200
Fatalities: 13
Occupants: 54 (48 passangers and 6 crew).
Varig 254 was on a flight from Sao Paulo to Belem on the 3rd of September 1989. The flight 5 (yes, 5!!!) stopovers, the last one being the town of Maraba. After taking off from Maraba, the plane was suppost to fly heading 27, but instead the plane flew heading 270 loosing contact with Belem tower. The plane was low on fuel and soon lost it's engine. Being over the jungle there was no place to land and the 737 made a belly landing in the jungle, fatally injuring a few people. A few other people were critically injured and died after the crash. The plane was found two days later.
What caused this bizzare situation was pilot error. The captain had seen a 0270 heading in his flightplan, believing that it means heading 270 and set heading 270 in his autopilot, whereas it meant heading 27.0. The copilot didn't tell the captain about it (he also set the heading of 270 degrees). During tyhe flight the pilots were heavily distracted, since they were listening to the radio (a football match was taking place at the time).
No.5 Aero Flight 311
Aircraft: Douglas Dc-3
Fatalities: 25
Occupants: 25 (22 passangers and 3 crew).
The DC-3 belonging to Aero (now Finnair) was flying from Kronoby to Vaasa, both in Finland on the 3rd of January, 1961 when it crashed in Kvevlax. It turned out that the crash was caused by pilot error, in this case, the crew hadn't followed the basic rules of flight and conducted aseries of very dangerous manouvers. They flew at an altitude too low (they requested free flight altitude above a certain minimum) and at one moment they made a turn that was too sharp, resulting in the plane loosing control and crashing. Everyone was killed.
The weird behaviour of the crew was caused by two things, both pilots had insufficient sleep and dunk alcohol the night before (the captain had 2 promiles of alcohol in his body, whereas the copilot-1.65).
No.4 Aeroflot Flight 6502
Aircraft:Tu-134A
Fatalities:70
Occupants:94 (87 passangers and 7 crew)
Aeroflot Flight 6502 crashed in 1986, on the 20 October killing 70 people. Itt was a flight from Yekaterinburg to Grozny via Samara (then Kuybyshev). During landing, the captain made a bet with the first officer. Hew insisted that he's ghoing to land with no visual contact with the ground, using instruments only. He could use an NDB approach, as suggested by ATC, but he disagreed. The captain had difficulties with making a stable approach and he touched down too fast. He ignored most alarms nor suggestions about going around. As a result the plane overrun the runway and burst into flames. 70 people died, including the captain. The rest of the crew was sentenced to prison for 15 years, but were realesed after 6 years.
No.3 Blackwater 61 Crash
Aircraft: CASA 212
Fatalities: 6
Occupants: 6 (3 passangers and 3 crew)
Blackwater 61 was a flight operated by a Presidential Airways CASA 212, a subsidiary of Blackwater safety company, also operating as Blackwater Aviation for the US Department of Defense. The CASA 212 was carrying military equipment to Farah in Afghanistan on November 7th, 2004. The route takes through mountainous terrain, in which the crew chose to fly. Eventually this wasn't safe as they didn't know the entire route and got lost during low level 'fun flying'. One of the passangers survived intially, but died due to his injuries and very low temperature.
No.2 Aeroflot Flight 593
Aircraft: A310-300
Fatalities: 75
Occupants:7 5 (63 passangers and 12 crew)
Flight 593 took off from Moscow's Sheremetyevo airport on 23rd March 1994 bound for Hong Kong. During cruise at 33000 ft. the captain let showed his children the cockpit. At first, he let his daughter sit at the captain's seat and showed some autopilot features. Then, his son sat at the captain's seat and turned the yoke slightly for a few seconds and moved it back to the neutral position. The captain then showed his son the same things as he did to his daughter. As the Autopilot wanted to come back to it's initially heading, the control wheel inputs interfeared with the planned heading, disconnecting the autopilot control of aeilerons. Other than that, the autopilot was still on.In this situation, the plane started to bank. When it reahced 45 degrees, the copilot attempted to regian control, and the captin to go back to his seat. Their efforts were in vain, because the plane soon lost control. The captain nearly regained it, but the airplane was too low and crashed near Mezhduretshensk.
No.1 1994 Fairchild Air Force Base B-52 Crash
Aircraft: B-52H
Fatalities: 4
Occupants: 4
On the 24th of June, 1994-Czar 52 a B-52H was practising for an airshow. The plane was making low altitude maneuvers over the airbase. At one point, the plane was flying close to the ATC tower at 75 metre altitude, when the captain decided to make a 360 degrees left turn to avoid flying over restricted airspace (a nuclear weapons storage facility). While making the turn, the plane exceeded the bank angle of 80 degrees and entered a stall. The B-52 clipped a power line and crahsed, killing all onboard. It turned out that the captain had bad flying habits with a history of several flyovers at low altitude with an excessive bank or climb angle. The captain had a history of making 80 degree climbs, flying below 100 feet, making excessive turns and maneuvers at airshows, coming to close to other aircraft or offending other crewman when they warned him about his dangerous pilotage.
What do you think?
Which of these pilot's made the biggest mistakes and were the most unproffesional aircraft commanders on this list?
Be sure to leave a comment below and leave a like on the blog's facebook page!
piątek, 6 listopada 2015
Mitsubishi Regional Jet about to fly next week
Testing the new jetliner
The Mitsubishi Regional Jet has already completed a
few taxi tests and recieved an approval from the Japanese
transport ministry to complete it's first flight on
the 9th of november (Monday). However, this isn't the original date of the
first flight. The plane was suppost to complete it by the end of october, but
the plans were changed by the later mentioned issue with rudder pedals.
Mitsubishi has simulated “normal and abnormal scenarios”
and that no issues have been found. Currently, during taxi tests only one,
small problemn with the rudder pedals. When the rudder pedals are under extreme
condition, there was “interference to the linkage mechanism of the rudder
pedal”. In mid 2016 the first MRJ-90 is going to be flown to the US
for additional test flights.
About the Mitsubish Regional Jet
The Mitsubishi Regional jet is
Japan's first airliner after the NAMC YS-11 from the 1960s, designed by
Mitubishi Aircraft Corporation (ironically, it's its first aircraft). The plane
has a range comperable to the ERJ-19x series aircraft, with similar seat number
and performance. The MRJ is slightly cheaper, but more expensive than the
Russian alternative-the Sukhoi Superjet.Currently 223 have been ordered, 150 by
leasing companies.
wtorek, 3 listopada 2015
Top 10 largest bombers
Hello,
I’m starting
a new series of posts published weekly. They ‘ll be the so called „aviation top
10s”. Hopefully, you’ll like those.
Today the
topic is bombers- to be more precise, the top 10 largest bombers. By bombers I
also mean martime patrol aircraft.
No.10 Tupolev Tu-22M Backfire
Length:42,4m.
Wingspan:Maximum-34,3m.
The Tu-22M
is one of the largest supersonic aircraft to be built, and the third largest
still in service. This aircraft is somewhat a continuation of the Tu-22.
Despite its similar name, the Tu-22M is a radically different design with
different strategic roles (in this case martime operations).The NATO forces
called this airplane ‘Backfire’ suggesting, that it’s a medicore design for
it’s time, as they thought it was a just a modified Tu-22. Ironically, the Backfire has two times the
payload of the Tu-22.
No.9 Rockwell B-1 Lancer
Length:44,8m
Wingspan:41,7m
The B-1 is just another supersonic swept wing bomber.
The B-1 is much younger and the design was nearly given up. The first B-1
(B-1A) flew in 1974, while the plane was introduced to service twelve years
later (B-1B). The B-1B’s main role is low-level bombing, but in it’s
operational history it usually performer high altitude conventional bombings. Th
B-1B is one of the stealthiest (is that even a word?!) aircraft on this list.
No.8 Myasishchev M-50 Bounder
Length:57,5m
Wingspan:35,1m
The M-50 was
a Soviet prototype supersonic bomber. Most probably the plane was first flown
in 1957. It had two afterburning and two non-after burning engines. The Max.
Speed was 1950 km/h an hour and the cruise speed-1500 km/h. In 1958 a western
newspaper Aviation Week published an article, saying that the Soviets
have built a nuclear powered aircraft and provided pictures of the M-50 bomber.
No.7 North American XB-70 Valkyrie
Length:59,7m
Wingspan:32m
The Valkyrie
is a plane that doesn’t have to be introduced- it’s the fastest bomber that was
ever flown and of the fastest aircraft able to carry bombs. It’s faster than
nearly all fighters. The fastest speed achieved by the XB-70 was 3250 km/h.
Such a speed would be used in order to escape incoming missiles (rather
doubtful, since in such a situation the plane would have probably been outrun
by missiles) and enemy interceptors as well as escape the blast of a nuclear
weapon that the Xb-70 would drop (which wouldn’t be probably used in a combat
situation, since the bombs the plane could carry didn’t have such a high yield
).
No.6 Blohm&Voss Bv238
Length:43,3m
Wingspan:60,2m
The BV238 is
the only flying boat that’s on this list. It was intially designed to as a
transport aircraft to fly with supplies during the Battle of the Atlantic, but
in middle of 1944 there was no need for usch aircraft. The BV238 was also
designed to carry bombs and be used for martime patrol. This aircraft was
suppost to be equipped with 5 cannons and 6 machine guns for defensive purpose.
In the late 1944 the plane was flown to the Schalsee lake in north Germany. In April
1945 the plane was destroyed by bombs of the allied forces. This aircraft was
suppost to be equipped with 5 cannons and 6 machine guns for defensive purpose.
It’s probably the largest plane on this list not to drop a nuclear weapon.
No.5 Tupolev Tu-95 Bear
Length:46,2m
Wingspan:50,1m
The Tu-95 is one of the icons of the Cold War. It’s one of the fastest turboprop aircraft with it’s propellers moving at the speed of sound, obviously making it very noise and unable to perform low altitude missions. The Tu-95 has a payload of only 15 tonnes (withn one version Tu-95V able to carry a 27 tonne nthermonuclear weapon-Tsar Bomba). The Bear ha dan interesting modififcation-the LAL version, a nuclear powered aircraft. The Tu-95 was actually used in the Ukarinian Air Force for a very short time, but was retired.
The Tu-95 is one of the icons of the Cold War. It’s one of the fastest turboprop aircraft with it’s propellers moving at the speed of sound, obviously making it very noise and unable to perform low altitude missions. The Tu-95 has a payload of only 15 tonnes (withn one version Tu-95V able to carry a 27 tonne nthermonuclear weapon-Tsar Bomba). The Bear ha dan interesting modififcation-the LAL version, a nuclear powered aircraft. The Tu-95 was actually used in the Ukarinian Air Force for a very short time, but was retired.
No.4 Myasishchev M-4 Bison (Molot)
Length:47,2m
Wingspan:50,5m
The
Myasishchev M-4 Molot was the first Soviet plane designed to attack the US and
come back to the Soviet Union, however it’s range was later prooven to be
insufficient. The United States and Western intelligence believed, that the
plane was in mass production in 1955 (entered service in 1956) and that by 1960
800 are going ot be built. In reality, only 93 were made. The aircraft never
saw combat, usually performing as a martime patrol or reconnaisance airplane.
Many were converted into tankers.
No.3 Boeing B-52 Stratofortress
(BUFF)
Length:48,5m
Wingspan:56,4m
This is the largest plane to ever shoot dswon another plane ( in this case, a MiG-21), a plane that is probably going to serve in the USAF for nearly 100 years, a plane that can survive and fly with out it’s horizontal stabilizer a plane that nearly caused Worl War III, not once, not twice, but thrice! The B-52 is quite….. interesting. And those USAF pilots still cal lit a Big Ugly Fat Fellow. Honestly, it’s not that ugly.
This is the largest plane to ever shoot dswon another plane ( in this case, a MiG-21), a plane that is probably going to serve in the USAF for nearly 100 years, a plane that can survive and fly with out it’s horizontal stabilizer a plane that nearly caused Worl War III, not once, not twice, but thrice! The B-52 is quite….. interesting. And those USAF pilots still cal lit a Big Ugly Fat Fellow. Honestly, it’s not that ugly.
No.2 Tupolev Tu-160 Blackjack (White
Swan)
Wingspan:55,7m
The Blackjack is the largest supersonic
aircraft, largest swept-wing aircraft as
well as the largest combat aircraft in service. It’s the last bomber built in
the Soviet Union, however it was formally introduced into service in 2005. The
Blackjack can carry the largest non-nuclear bomb- the Father of All Bombs.
Technically, the Tu-160 never saw real combat use, somewhat like the largest
bomber ever-the ………
No.1 Convair B-36 Peacemaker
Length:49,4m
Wingspan:70,1m
The B-36 had 10 engines-four jet and six
radial. The plane was used for 10 years, was never used in combat (only flew a
few reconnaisance missions), lost the first nuclear bomb, but was used for many
experiments, including a nuclear powered airplane, was used as a parasite
bomber carrier and a testbed for tracked landing gear. As previously mentioned,
the Peacemaker was used only for 10 years, but became obsolete after only few
months of service with jet fighters being able to inercept it easily, as well
as jet bombers that were introduced by the USAF after the Korean War.
What topic to cover next in the next Aviation Top 10 post?
What topic to cover next in the next Aviation Top 10 post?
czwartek, 29 października 2015
I'm back to blogging
Hello there,
I'm back to blogging.
In general I didn't have the time and opportunity to write anything. The main issue was...... my computer. It failed time after time. In the mean time, I was waiting for a new, better PC. I didn't (and still don't) have any devices sufficient for writing posts throught this entire time.
I also wondered about moving this blog to a different platfrom with a new graphical design and layout etc. This might happen quite soon. For now on, I have to use blogger. Still, I'd like to change my content (make it shorter, I guess) and add some new things.
I'm really looking forward into my new content and blogging.
The Bad Pilot's Blog is now on facebook:
www.facebook.com/The-Bad-Pilots-Blog-180355285640264/
What would you, readers like to see?
I'm back to blogging.
In general I didn't have the time and opportunity to write anything. The main issue was...... my computer. It failed time after time. In the mean time, I was waiting for a new, better PC. I didn't (and still don't) have any devices sufficient for writing posts throught this entire time.
I also wondered about moving this blog to a different platfrom with a new graphical design and layout etc. This might happen quite soon. For now on, I have to use blogger. Still, I'd like to change my content (make it shorter, I guess) and add some new things.
I'm really looking forward into my new content and blogging.
The Bad Pilot's Blog is now on facebook:
www.facebook.com/The-Bad-Pilots-Blog-180355285640264/
What would you, readers like to see?
wtorek, 11 sierpnia 2015
My Typical FSX Flight/Kingston Norman Manley (MKJP)-Aruba Queen Beatrix (TNCA)/Airbus A300B4 (Part 1)
The Flight
This is a rather interesting flight, split into parts. I really like making flights with stopovers. I don't really know why. I find it interesting to see what stopovers are made on which routes etc.
The flight is made up. I'm going to use the Airbus A300 B4 by Thomas Ruth in the Air Jamaica livery. The flight starts in Kingston, Jamaica and ends in Lima, Peru. There are tfour stopovers. The first one in Aruba, the second one in Barranquilla, Colombia, the third one in Cali, Colombia and the last one- in Guayaquil, Ecuador. The route might lack realism, but this is not all about it, isn't it.
First Leg
Wing View
The first leg takes me from Kingston Norman Manley airport to Aruba Queen Beatrix Airport. I haven't chosen a departure, due to the fact, that the waypoints used in the SIDs don't exist in FSX, so I went for a waypoint nearby to one of them. I was taking off from runway 12. Then I followed some intersections (I used the default GPS) and the Navigation Log. The crusing altitude is FL370. There is now STAR into Aruba, so I had to rely on intersections. Finally I went for the ILS approach, runway 11. That's it.
Taxing
I didn't need to start-up the airplane. Why? You'd probably have to get the default Cessna, Ctrl+Shift+F1 (total shutdown) and then start-up. I didn't consider this possibility. All I did was setting up the Autopilot, instruments, flight controls etc.
I'm taxing. To pushback, I used the thrust reversers (No GSX :). The plane seems to veer of to the right, there is a little bit of a cross wind. An interesting fact about this plane, is that it has fully operational nose steering tiller. We turn onto runway 12 with no issue.
Departure and climb
As soon as I roll onto the runway, I advance the throttles. I have to use the rudder a little bit, but that's no big deal.
So I'm flying. Things Are looking good. Shortly after takeoff I had a small problem with the pitch being a little bit high, but I changed the trim and things worked perfectly. Then, I switched the A/P on. Eventually, autothrottle doesn't work on this plane, so you have to control thrust manually.
So, I continue flying southwest. A wingview, for those who like them. I got clear of the clouds, there is no problem. I'm following the GPS. In actual fact, I'm not in GPS mode , the GPS is just a form of reference. After crossing 30 000 ft, the speed started getting a little low, around 200 knots.
Cruise
First officer seat.
You can see my typical VC "configuration".
That is a nice view. When you have got nothing to do in cruise, you can look around the views. This one is really nice.
Another view. This time, the picture is alittle bit ugly, due to the seat gaping at you in the middle of the screen :D
I start my descent. I'm late, so I have to go for a very high descent rate. I haven't gone for the speed brake yet. This A300 has a weird tendency to go very slow with spoilers on, even at high descent rates (-2000 ft/min).
I'm getting closer to an intersection called TETUM, where the default FSX flight planner wants me to be at 12 100 ft. As you see, I'm at 30 000 ft and 20 nm. from TETUM. Not the best situation you can get, but hey, there are ways out.
I forgot to take screenshots, but in general, I got slow, and had to lower my descent rate. I descended to 7 000 ft, instead of 12 000 ft, because the distance between TETUM and BOGVU (next waypoint) is to short for a 5 000 ft. descent. I have got the island of Aruba in sight.
We are getting closer. The weather is looking good with no clouds.
I got a little bit high. In an effect, I had to make some turns. In the end, I went for a steeper descent and dropped the gear. The A/P isn't flying the ILS approach, as I decided to fly it manually and leave it as an indication.
I end up a little bit to the left and to low, mainly because of the use of speed brakes.
The touchdown is a small bit to early, whereas the flare, to small. But I have gone down safely.
Taxiing and shutdown
I don't have to taxi for a long time. The taxiway might look small, but it's well enough for a widebody jet, even a 747.
After shutdown. My flight has come to an end.
Initial Note No.1
I made several errors in this flight, mainly because I relied to much on the default FSX stuff. There is also very little cockpit screenshots. I'll correct it on the next flight. I'm not (or at least, I'll try) not to use the default flight planner.
This is a rather interesting flight, split into parts. I really like making flights with stopovers. I don't really know why. I find it interesting to see what stopovers are made on which routes etc.
The flight is made up. I'm going to use the Airbus A300 B4 by Thomas Ruth in the Air Jamaica livery. The flight starts in Kingston, Jamaica and ends in Lima, Peru. There are tfour stopovers. The first one in Aruba, the second one in Barranquilla, Colombia, the third one in Cali, Colombia and the last one- in Guayaquil, Ecuador. The route might lack realism, but this is not all about it, isn't it.
First Leg
Wing View
The first leg takes me from Kingston Norman Manley airport to Aruba Queen Beatrix Airport. I haven't chosen a departure, due to the fact, that the waypoints used in the SIDs don't exist in FSX, so I went for a waypoint nearby to one of them. I was taking off from runway 12. Then I followed some intersections (I used the default GPS) and the Navigation Log. The crusing altitude is FL370. There is now STAR into Aruba, so I had to rely on intersections. Finally I went for the ILS approach, runway 11. That's it.
Taxing
I didn't need to start-up the airplane. Why? You'd probably have to get the default Cessna, Ctrl+Shift+F1 (total shutdown) and then start-up. I didn't consider this possibility. All I did was setting up the Autopilot, instruments, flight controls etc.
I'm taxing. To pushback, I used the thrust reversers (No GSX :). The plane seems to veer of to the right, there is a little bit of a cross wind. An interesting fact about this plane, is that it has fully operational nose steering tiller. We turn onto runway 12 with no issue.
Departure and climb
As soon as I roll onto the runway, I advance the throttles. I have to use the rudder a little bit, but that's no big deal.
So I'm flying. Things Are looking good. Shortly after takeoff I had a small problem with the pitch being a little bit high, but I changed the trim and things worked perfectly. Then, I switched the A/P on. Eventually, autothrottle doesn't work on this plane, so you have to control thrust manually.
So, I continue flying southwest. A wingview, for those who like them. I got clear of the clouds, there is no problem. I'm following the GPS. In actual fact, I'm not in GPS mode , the GPS is just a form of reference. After crossing 30 000 ft, the speed started getting a little low, around 200 knots.
Cruise
First officer seat.
You can see my typical VC "configuration".
That is a nice view. When you have got nothing to do in cruise, you can look around the views. This one is really nice.
Another view. This time, the picture is alittle bit ugly, due to the seat gaping at you in the middle of the screen :D
Descent
I start my descent. I'm late, so I have to go for a very high descent rate. I haven't gone for the speed brake yet. This A300 has a weird tendency to go very slow with spoilers on, even at high descent rates (-2000 ft/min).
I'm getting closer to an intersection called TETUM, where the default FSX flight planner wants me to be at 12 100 ft. As you see, I'm at 30 000 ft and 20 nm. from TETUM. Not the best situation you can get, but hey, there are ways out.
I forgot to take screenshots, but in general, I got slow, and had to lower my descent rate. I descended to 7 000 ft, instead of 12 000 ft, because the distance between TETUM and BOGVU (next waypoint) is to short for a 5 000 ft. descent. I have got the island of Aruba in sight.
We are getting closer. The weather is looking good with no clouds.
I got a little bit high. In an effect, I had to make some turns. In the end, I went for a steeper descent and dropped the gear. The A/P isn't flying the ILS approach, as I decided to fly it manually and leave it as an indication.
I end up a little bit to the left and to low, mainly because of the use of speed brakes.
The touchdown is a small bit to early, whereas the flare, to small. But I have gone down safely.
Taxiing and shutdown
I don't have to taxi for a long time. The taxiway might look small, but it's well enough for a widebody jet, even a 747.
After shutdown. My flight has come to an end.
Initial Note No.1
I made several errors in this flight, mainly because I relied to much on the default FSX stuff. There is also very little cockpit screenshots. I'll correct it on the next flight. I'm not (or at least, I'll try) not to use the default flight planner.
piątek, 31 lipca 2015
My Typical FSX Flight/Vienna (LOWW) to Prague (LKPR)/Avro RJ100
Hey everyone,
I'd like to show you one of my typical flights with the Avro RJ. I made some mistakes, but also went for some unusual things and procedures (You'll find out).
The Flight
In general, this was a rather short flight. I checked the flight plan at one of my favourite flightsim sites-rfinder. I was cruising at FL190. The flight heads north to the waypoint LANUX. I get to this waypoint by the LANUX5D departure. Then I fly to the DESSNA VOR (there's also an NDB, If I recall) and then to VLASIM VOR. I was cruising at FL190. I actually don't remember which SID I chose, probably VLASIM2Z. Then, an ILS landing (runway 24).
I'm not using any scenery. The repaint of the Avro RJ100 can be downloaded from Flight1 File Library. It's made by Andreas Hempel. Other than that, I also use repaints from Avsim made by Sebastian Szucs and liveries from the Qualitywings library.
Takeoff
I'm sitting on the runway (that's when I decided to take pictures of the flight no taxi and startup, sorry). Flaps and trim (-3.5 to -4.0) are set properly.The FMC is set up, the MCP as well. In general, I'm ready for take off from runway 34. I'm going to use the LANUX5D departure.
Looking good from the outside.
The departure was smooth, though the plane seemed to fly a little bit slow and heavy, on the other hand, that's how the Avro RJ flies. I was rather reluctant to engage the autopilot at that height, as VNAV sometimes does weird things when flying a little bit slower than it should.
Departure
We continue our departure Now at a Flight Level as the transition altitude in Austria (and The Czech Republic) is 5 000 ft. I'm still not on VNAV. This time, again, I'll have to wine about VNAV. It sometimes is very inaccurate. VNAV sometimes climbs to the desired altitude to early, sometimes being to early by something like 8-12 nm. But nonetheless, on later parts of the climb and early descent, I use VNAV.
Still Climbing.....
Now, I've tuned in on the ILS frequency. The frequency didn't show up in the FMC after programming the arrival, but when I chose a transition, it did. I'm not a fan of using transitions. I don't usually fly ILS approaches or use transitions. I prefer VOR approaches or manual approaches. But nonetheless, I prefer ILS from RNAV approaches.
A wing-engine view that you would get from the Avro RJ100 business class.
Cruise
According to the FMC we should have been here a little bit lower, but it's no real issue.
Looking good from the outside, nothing to worry about.
I added another waypoint, at the end of the ILS approach (L NDB), so that If I don't intercept the localizer and can't make an ILS approach, I'll (at least) have some sort of reference.
Descent/Arrival
I have made an error, trying to delete one of the transitions, as it made my route down to the airport longer. Accidentally, it deleted my entire route apart from the L NDB. Luckily, I have put a 12 nm fix around the L NDB, so I had some sort of reference. I had to make my descent rather rapid, but the Avro RJ is capable of a rapid decent, due to it's large speedbrake. Oh yeah, that's one big speedbrake :)
I'm intercepting the localizer. I'm going a little bit to fast, but with this plane it's no big deal to slow down nicely. The DME shows that we are 12.7 nm from the airport, so things are looking good at this point we don't have to hurry.
Landing
I take out the autopilot, as we are pretty close to the airport. I also disengaged autothrottle (some people would still leave it on), but I can safely control the speed my bare hands. I don't know why, but the plane veered to the left a little bit.
It's a nice touchdown, close to the centreline. The nose is a little to high for an RJ, but nonetheless it's not a big problem.
I forgot to take any pictures of the taxi procedure. I'm sorry I was in sort of a rush.
Shutdown. I have opened and put on all of the entries and chocks apart from the airstair, which the real airplane doesn't have.
Please give a +1, comment and share. This is a very big motivation to me. Thank you!
I'd like to show you one of my typical flights with the Avro RJ. I made some mistakes, but also went for some unusual things and procedures (You'll find out).
The Flight
In general, this was a rather short flight. I checked the flight plan at one of my favourite flightsim sites-rfinder. I was cruising at FL190. The flight heads north to the waypoint LANUX. I get to this waypoint by the LANUX5D departure. Then I fly to the DESSNA VOR (there's also an NDB, If I recall) and then to VLASIM VOR. I was cruising at FL190. I actually don't remember which SID I chose, probably VLASIM2Z. Then, an ILS landing (runway 24).
I'm not using any scenery. The repaint of the Avro RJ100 can be downloaded from Flight1 File Library. It's made by Andreas Hempel. Other than that, I also use repaints from Avsim made by Sebastian Szucs and liveries from the Qualitywings library.
Takeoff
 |
I'm sitting on the runway (that's when I decided to take pictures of the flight no taxi and startup, sorry). Flaps and trim (-3.5 to -4.0) are set properly.The FMC is set up, the MCP as well. In general, I'm ready for take off from runway 34. I'm going to use the LANUX5D departure.
Looking good from the outside.
The departure was smooth, though the plane seemed to fly a little bit slow and heavy, on the other hand, that's how the Avro RJ flies. I was rather reluctant to engage the autopilot at that height, as VNAV sometimes does weird things when flying a little bit slower than it should.
Departure
We continue our departure Now at a Flight Level as the transition altitude in Austria (and The Czech Republic) is 5 000 ft. I'm still not on VNAV. This time, again, I'll have to wine about VNAV. It sometimes is very inaccurate. VNAV sometimes climbs to the desired altitude to early, sometimes being to early by something like 8-12 nm. But nonetheless, on later parts of the climb and early descent, I use VNAV.
Still Climbing.....
Now, I've tuned in on the ILS frequency. The frequency didn't show up in the FMC after programming the arrival, but when I chose a transition, it did. I'm not a fan of using transitions. I don't usually fly ILS approaches or use transitions. I prefer VOR approaches or manual approaches. But nonetheless, I prefer ILS from RNAV approaches.
A wing-engine view that you would get from the Avro RJ100 business class.
Cruise
According to the FMC we should have been here a little bit lower, but it's no real issue.
Looking good from the outside, nothing to worry about.
I added another waypoint, at the end of the ILS approach (L NDB), so that If I don't intercept the localizer and can't make an ILS approach, I'll (at least) have some sort of reference.
Descent/Arrival
I have made an error, trying to delete one of the transitions, as it made my route down to the airport longer. Accidentally, it deleted my entire route apart from the L NDB. Luckily, I have put a 12 nm fix around the L NDB, so I had some sort of reference. I had to make my descent rather rapid, but the Avro RJ is capable of a rapid decent, due to it's large speedbrake. Oh yeah, that's one big speedbrake :)
I'm intercepting the localizer. I'm going a little bit to fast, but with this plane it's no big deal to slow down nicely. The DME shows that we are 12.7 nm from the airport, so things are looking good at this point we don't have to hurry.
Landing
I take out the autopilot, as we are pretty close to the airport. I also disengaged autothrottle (some people would still leave it on), but I can safely control the speed my bare hands. I don't know why, but the plane veered to the left a little bit.
It's a nice touchdown, close to the centreline. The nose is a little to high for an RJ, but nonetheless it's not a big problem.
I forgot to take any pictures of the taxi procedure. I'm sorry I was in sort of a rush.
Shutdown. I have opened and put on all of the entries and chocks apart from the airstair, which the real airplane doesn't have.
Please give a +1, comment and share. This is a very big motivation to me. Thank you!
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