Classic British Flight Sim

Hi Guy's..

For want of something unusual to fly and with DM's BCal 1-11-200 paints fresh on my HD, I decided to take the little Go-Kart out for a spin.. Gatwick to Lisbon
Enroute

Don't goof after landing for too long at a busy airport or this will happen

Parking at the gate is pretty full.. don't want to wait for this 732 to leave

Ah.. this will do..

.. right next to an old friend

She's getting ready to leave

.. and there she goes


I don't usually fly the 200's as they don't go too far without having to sacrifice passengers for fuel as I did on this trip. However, these new BCal paints are a treat and make the loss of revenue worth it Lisbon is an odd one. If I start a flight from there, everything is nice and tight. If I fly TO there as I did today, the runways and some white lines tare. B1oody annoying but I guess I'll have to live with it.

BAC One-Eleven 200 by DM
BCAL paint by DM
Lisbon scenery payware Mega Airport Lisbon (Aerosoft)

ATB

DaveB

Lovely sequence mate.

Yup, and they don't climb too well above FL250 either....takes an eternity to get up there

I'll be back through Lisbon myself in a couple of days on my way back from Lagos.

Least it doesn't have hush-kits...

No.. no HK's on this little tinker

Funny you mention above FL250 Nige.. I usually fly all the 1-11's at this height but decided on this flight to push a little higher. Not initially but around a 3rd of the way into the flight to see what a higher mach/lower IAS would do for fuelburn. My 'norm' is 310kias/M.72 at FL250 but I took her up to FL270 and crept to M.74/306kias and gained around 90ish-kgh. That said.. my overall fuelburn was as expected for FL250 so the jury is out at the moment. Not a good example being a 'part' flight but I'll be able to check further tomorrow. Will it be back to GAT or onward to Gran Canaria/GCLP I'm tempted to go that far but not much further as 'JG' isn't high on airframe life. There should be enough to follow you down but one 'faux pas' can change everything and a recent -136 in a 73Q has me scared

ATB

DaveB

Nice pictures Dave. Now where would I locate the aircraft in the pictures? And will it work in FS2004

Hi AD

That's DM's One -Eleven with paints from the VA section here and it's FS.9

That's it mate As I've said before, unless I post a screenie of the payware Islander or a Nimrod.. ALL of my screenies are FS9

ATB

DaveB

DaveB wrote:

No.. no HK's on this little tinker

Funny you mention above FL250 Nige.. I usually fly all the 1-11's at this height but decided on this flight to push a little higher. Not initially but around a 3rd of the way into the flight to see what a higher mach/lower IAS would do for fuelburn. My 'norm' is 310kias/M.72 at FL250 but I took her up to FL270 and crept to M.74/306kias and gained around 90ish-kgh. That said.. my overall fuelburn was as expected for FL250 so the jury is out at the moment. Not a good example being a 'part' flight but I'll be able to check further tomorrow. Will it be back to GAT or onward to Gran Canaria/GCLP I'm tempted to go that far but not much further as 'JG' isn't high on airframe life. There should be enough to follow you down but one 'faux pas' can change everything and a recent -136 in a 73Q has me scared

ATB

DaveB

Back in the day at BIA, we used to flight plan the -400's at FL330 eastbound and FL350 westbound (No RVSM back then and in reality it used to work out at Southbound/northbound i.e.on a Spanish trip) and the -500's at FL290 and 310. For trips up to about 1.5-2 hrs the -400's could go up to FL370 (they were ex-Gulf Air machines with uprated air systems). For trips of less than 350 miles, the rule of thumb was to use the nearest suitable semi-circular rule Flight Level equal to the sector length so for a westbound flight (even FL) of say 253 nm, it would be flight planned at FL260, 164 miles at FL160 etc.

When the temps got warm (and we're talking 1-11's here not hot!) then de-min water injection came into play. But beware a trap for the unwary!! Looking at Runway XX at airport XYZ at say 24 degrees you might with water, get a 250kg increase in Regulated Take-Off Weight over the dry figure. BUT, to achieve this, you had to put 350 litres/kg of water on, so a net loss in performance of 100kg!

At the start of the summer season, we used to carry 50l barrels of de-min water to all the destinations we would need it at and stockpile it there for the summer highs. You could carry it out for use on the return in the aircraft tanks, but not on trips over about an hour and a half or it would freeze.

Thanks for the information on the aircraft. I will download this later.