Big Flynet fault today

[hobby]

Hi John & Dave

Thanks for the guide on starting and stopping with FlyNET. Yes I hear a noise when 'wheels off the ground' occurs at take-off with flyNET running.

As that merry band of miners sing "Hi Ho, Hi Ho and off to EGNT we go!!!"

Just about to book and repeat my flight EGLL-EGNT accompanied by Glenn Miller and his band for passenger entertainment on a day with beautiful weather like Monday, 16th October, 2006 courtesy of ASv6.

[hobby]

Hi John & Dave

A good tailwind and fine weather gave a very smooth flight to Newcastle this evening. FlyNET worked very well and beeps occurred at take off and on landing (wheels off ground & wheels on ground) with a really good 'BEEP' when I applied the parking brake after taxying in and coming to a halt at the designated parking spot.

I wondered if our allotted flight times, in this case 1hr 40mins., exclude all time for taxying? The real world timetables used to indicate time leaving the stand at starting airport and time arriving at parking spot/stand at destination so time for taxying was allowed for in real world timetables. Perhaps current real world passenger timetabling practices have changed.

A rewarding and pleasant flight, chuffed to obtain -3ft/min on touchdown albeit with an easy 3kts 140* crosswind landing ILS vis 4nm on runway 09.

[RAF_Quantum]

Hi James,

I run a very 'rule of thumb' policy when doing scheduling for the VA. Straight line A to B flight time, rounded UP to nearest 5 minutes and then 15 minutes added for taxi time. There will always be a few anomolies but it seems to work pretty well most occasions. There are a few exceptions mostly on the Rapide/Islander/Skyvan in Scottish Islands where taxi time is pretty non-existant and times are scheduled very tight on purpose.


Rgds

John

[DaveB]

Hi James,

Concur very much with John's comments. Some flights work very well.. within minutes, depending on what you're flying but others seem a little ott. The Rapide is one such aircraft!! You can consider the block time for this as door closing and door opening If you ever diversify onto something like the Viking.. not dissimilar to what you're used to at present.. these aren't far off

ATB

DaveB :tab:

[hobby]

Hi James,

I run a very 'rule of thumb' policy when doing scheduling for the VA. Straight line A to B flight time, rounded UP to nearest 5 minutes and then 15 minutes added for taxi time. There will always be a few anomolies but it seems to work pretty well most occasions. There are a few exceptions mostly on the Rapide/Islander/Skyvan in Scottish Islands where taxi time is pretty non-existant and times are scheduled very tight on purpose.


Rgds

John

Thanks John

I shall try revising my own route planning in future. Up to the present all my flights have been routed via Airways using Jeppesen charts. For the EGLL-EGNT flight this meant that I used a little time to fly north from EGLL to join the airways at intersection 'Hemel' before flying on via Buzad, Olney, Welin Sadco, VOR Trent, VOR Pole Hill and then a sharp turn from 346* to 017* flying towards VOR Newcastle before coming under MS-ATC control for a landing at Newcastle Airport ILS 09. The worst bit was of course MS-ATC but it did mean that the AI BA DH8 ahead of me was told to 'go around' as I had priority for landing.

I much prefer to use weather downloaded from the Internet, at present I select a 'good weather' day from the ASv6 rather than real weather because we cannot, at present under FlyNEt, declare a landing at an alternative airport or a hold in the stack if real weather conditions demanded those actions due to visibilty slant range limits.

Additionally I always run FsNAV in the background to keep a running check on my aircraft's position rather than where I think I am, correcting my track according to the changing winds perovided by Asv6 (now Asv6.5 since yesterday).

Of course for those considering flying with the VA it really is unnecessary to use Airways, real or archived weather or FsNAV. Trying to find a practical balance between fun and flying as one would have to in the real world is quite tricky but I have been using FS since FS95 days so I try to imitate real life as much as is practical.

Newcomer's to FS and the CBF VA should not be discouraged and John has wisely decided that, as much as is possible, we should use methods of flying most preferable to each individual pilot.

I am quite happy to simplify my own FS operating methods to achieve good arrival times while continuing to use my archived 'good' weather.

[DaveB]

Hi James

I don't think there's any penalty for arriving at your destination late as indeed, there appears to be no advantage in barging your way there straight line fashion. Block times are, by and large, calculated point-to-point so there is always going to be some discrepancy. While it's rather nice to fly your flight and see the FlyNET time as being within a minute or two of the 'block', I really don't pay a great deal of attention to it. You live and die here by your landings (which is slightly false) so my primary aim is to keep the airframe maint life as long as possible. Anything else is a bonus

ATB

DaveB :tab:

[hobby]

Hi Dave

Old habits die hard, if at all, my nav. instructor at Finningley was a Phantom 'fightergator' with a great deal of real life operational experience who never gave up emphasizing the, sometimes life dependent, necessity of being exactly on time at a pinpoint especially TOT (Time over Target).

John has put up a most impressive list of preferences for FlyNET development. Having just registered for their Forum I shall go over and add my support for John in a few minutes.

Anyway, this afternoon I flew a direct route from Newcastle to Edinburgh, the journey was so short MS-ATC grabs you very quickly for ILS approach. Landing was 'fun,' with ASv6 running I had 1nm visibility in and I saw the runway lights at 498ft AGL!

Continuing UK tour later.