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Post by mzoe on Jan 14, 2021 12:47:26 GMT
Hallo!
Happy new year ! Hope all of you have had nice holidays and everyone is healthy and fine.
In Memory of Michael Verlin I decide to make a video including one of his nice repaints in Braniff livery for the updated 707 Simulation.
Flight goes from Tocumen Airport in Panama to Ecuadors Guayaquil Airfield. Have fun!
Saludos
Michael
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Post by Nathan Ford - HJG on Jan 15, 2021 6:56:47 GMT
Really great video Michael, thanks for sharing.
Cheers,
Nathan
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Post by Herman on Jan 15, 2021 11:52:31 GMT
Very nice video Michael.  Herman |
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Post by aerofoto - HJG Admin on Jan 16, 2021 0:05:05 GMT
Nice to see someone making good use of the new B707 FDE revisions (I assume) .... and Benoit's new B707 sound packs too. A couple of operational "suggestions" for you to consider Miguel .... 1. The B707-220 was a higher performance/"hot'n'high" (warmer temperature and high airport altitude capable) version of the B707-120 .... good for many Latin American routes. Noting your apparent cruising speed at FL300 .... you can (and perhaps should) increase your cruising speed/MACH velocity a wee bit. Following any MGW T/O you should be able to squeeze the following performance out of that particular B707 version .... 2. Prior to landing .... reset the ASI speed bugs. To do this you need to close the V-REF chart .... then .... reopen it again .... then .... click upon the V-REF chart once again also in order for the ASI speed bugs to be auto- reset for landing as your weight will have reduced significantly en-route due to fuel burn off (all V-speed computations are weight dictated). Although actual landing V-REF isn't computed by any of these panels/simulations I find the indicated/placarded V2 speed to be almost precisely what the V-APP speed should be .... for all of our B707/C-135 versions (B707's/C-135's feature slightly greater wing sweep than DC-8's therefore their approach to landing airspeed can, again subject to actual weight, be expected to be a wee bit higher). Also .... try planning your fuel loading specifically in relation to the duration of each flight too (and with adequate reserve for either a go around or diversion to an alternate virtual airport) .... and in particular try to aim to have no more than 20% total fuel remaining by the time you make your approach to landing. Landing with excessive fuel weight will disadvantage the entire approach to landing .... particularly in regard to the pitch attitude in relation to the approach to landing airspeed .... and which will either promote, or impair, RWY visibility. "NICE" video otherwise .... and the bytes of Spanish/Latino ATC conversation add quite a nice ambiance to everything also  Mark C aKL/NZ |
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Post by darrenvox on Feb 9, 2021 8:44:50 GMT
nice
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