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Found 83 results

  1. Cheers Guys! I created a new PTA and ReShade preset that, i think, looks very neutral and realistic overall and i would like to share them with you and hear your opinions! Down below you`ll find a short video that gives you some impressions. Download links are in the video description. Also there is a link to my Tutorial video on how to install ReShade the way i use it, with an additional effect from Mr. Predrag Drobac's URP1.1. (Lightroom.fx) I implemented as much of the ReShade shaders directly into the PTA preset. So ReShade isnt really needed, but recommended to get the exact same result as me. ReShade effects in use: "Ambient light", "Lightroom" (From URP1.1) It is REALLY, REALLY HIGHLY RECOMMENDED that you use my PTA preset together with the Sky Textures that are linked in the video description! Credits go to Mamedov Gennadiy. If you have any questions or inputs feel free to ask, i will try to help... SkyFive!
  2. Anybody knows anything about this one? LINK TO SOURCE: http://www.deadsticksimulator.com
  3. The FAA is once again rolling over for the security-industrial complex, this time agreeing to enact without public comment new rules restricting drone flights near the Statue of Liberty, Mount Rushmore and other national landmarks. The new rules take effect October 5, whether or not they make sense. LINK TO SOURCE: https://www.ainonline.com/aviation-news/blogs/ain-blog-new-drone-restrictions-are-mind-boggingly-useless
  4. Hi, There is a reason I like Steam. Every single purchase is listed in the library of the application. This is not the case with Flight Sim downloads. Every single download got a standalone installer, and if you do not organize them, they tend to get lost on your drive. And who haven't searched through your email account to find that key for the plane or scenery you remember you bought a while ago? And that add-on tool, what was it again? Did I buy it? I would very much like to get some ideas on how you are organizing your content. What kind of structure are you using? Do you use programs or do you use maps? Are you using gmail as the organizer? Let us hear how you are doing it. Myself, and I guess many others would really like to get some advice and tips on the topic! Everything on the desktop is an option, but not very recommended.
  5. Have no idea who owned this Bizjet to bring Otto Wambier from North Korea back home to his family. In his final hours. Govt/Private Thank you. LINK TO SOURCE:
  6. This is a collection of Stephen Chang's passion for design and love for aircraft. Stephen is currently working at Lucasarts as a full time senior concept artist with titles to his credit; Star Wars; The Force Unleashed and The Force Unleashed II. LINK TO SOURCE: http://www.jetforums.net/threads/business-jet-concepts-by-stephen-chang.244/
  7. Same place as the dovetail one saw this so thought i'd post it too; https://pcflight.net/aerosoft-interview-airbus-licensing-crj-a330/
  8. Hello again all, Rob here. As some of you may not know, I, as part of the Rafale M Solo, am due to display in 3 days time at Lake Havasu in the FASA Open, an event organised by many of the staff here at FASA. Rather like the vRAF Typhoon Display Team, being based in Europe makes transit hard, especially when taking 2 jets, as with the Rafale M team, so last week, a meeting was held to determine the route, and timings of the 2 jets' trip across the Pond and then the States. Thankfully, the next USAF Red Flag excercise at Nellis AFB begins at the end of March, so we decided to combine the two transit flights, with the jets taking part in the exercise arriving at Nellis AFB early. After this meeting, we decided on a route, taking the jets from the 11F base at Lorient South Brittany Airport to the UK, onto Iceland, Canada and finally down into the US. The route in detail was as follows: LFRH - Lorient South Brittany Airport EGXC - RAF Coningsby BIKF - Keflavik CYYR - Goose Bay CFB KHIF - Hill AFB KLSV - Nellis AFB KHII - Lake Havasu City Around Coningsby with an RAF Typhoon Over Scotland This flight was only possible due to large amounts of cooperation from foreign forces, including the USAF and RAF for providing tanker aircraft that allowed us to fly the long legs of our flight plan. Big thanks of course also go to the French Armée de l'air, who let us tag along with their flight across to Nellis. The many aircraft involved were: 2x Rafale M (Aeronavale) 2x Rafale B (French Air Force) 2x Rafale C (French Air Force) A400M Atlas F-RBAG (French Air Force) (Transport) C-135FR 93-CA (French Air Force) (Tanker) A330 MRTT Voyager KC.3 ZZ334 (Royal Air Force) (Tanker) KC-10 60036 (United States Air Force) (Tanker) KC-135R 91482 (United States Air Force) (Tanker) After a long trip spanning 3 days, the 6 Rafales and A400M arrived at Nellis AFB in Las Vegas safely. The 2 Rafale Ms then departed to Lake Havasu, where they currently are situated. On the ground at Havasu in the second jet Rob P.S. I see those lines in these screenshots too @OMGEDSON
  9. A spur of the moment kinda flight with @OMGEDSON
  10. C-47 Skin http://www.sim-outhouse.com/sohforums/showthread.php?101637-Douglas-C-47-V3-AF-Search-amp-Rescue-zip
  11. Quick stop at KFOT before i head south for KSTS. Low vis into KSTS. Made it. Parked and hungry. Hope Sparks remember to tow her into the hangar. Aha, so this is the famous Skylounge. Let me have one of those Famous Skylounge Burgers NOW! Now where is Edson, he said he was going to pick me up. Is that him, no...well well no bus for me so i think i'l just get one of those rentals and send the bill to Edson. End of my little story.
  12. Welcome aboard Easyjet flight 5393, from Gatwick to Innsbruck, a short haul flight to take the British people to the mountains of Austria. Our aircraft today is G-EZTB, an Airbus A320-214 that first flew in March 2009. This bird's still in the old Easyjet livery, and has no Sharklets. Flight 5393 is a morning flight, departing from Gate 101, a medium stand with a jetway. Sadly the weather wasn't in our favour that morning, so the concrete was slick and the wipers came straight on, and the spray on takeoff was a sight to behold. Here we are just after the gear-up call. We were cleared by London Ctr to climb to FL370, and we did so with an average FPM of ~2000. When we reached the DVR (Dover) VOR, we made our first turn at our planned altitude. Here we are just passing over Lille in France. We started our steep descent into LOWI around 80 miles from the airport. We instantly hit mountains through the low cloud base around the Inn Valley. We then began to gradually slow down and drop flaps. This was around when the terrain radar started to go mental, I sure understand why. From here we lowered the gear and turned on the lights. By now the runway was in sight, and we were ready to put her down on the tarmac. We easily stopped in the length of the runway with autobrake 2 and small amounts of reverse thrust. From there we taxiied to our stand, and shut the aircraft down. Welcome to Innsbruck. Rob
  13. It was a really nice New Zealand Morning to make this trip, only a cloud in the sky, yes one. We departed from Tekapo Aerodrome and headed north up the valley carved by Lake Pukaki. I was in the Wilga X by our friends at Aerosoft, we would need every inch of this valley to climb up to the summit which sits at 12,316 ft. Service ceiling on the Wilga is 13,255 ft, it would be real sketchy at that altitude... The lift off mountain tops gave a much needed boost to our climb rate The summit is now clearly visible just up ahead, I'm not sure if we're going to make it up and over at this point, so I decide to cross over the valley and continue using some mountain lift off the ridge to the south of Mt. Cook. Off to our right the view was amazing. You can see the shift in elevation where snow comes down off the mountains and gradually turns into rivers that feed the lake. The summit is now clearly visible just to our left, it's clear we're not making it over the top. The Wilga is pushing strong but having lots of trouble climbing, controls are extremely delicate, it almost feels like we're floating in space. This single cloud was bothering me as were a few other things in ASCA, at this point I made the decision to try a weather refresh... It got worse, we got POOpoo clouds! I'll be going back to REX Soft Clouds after this flight. The decision was made to head just to the right of the summit and over the top there. I really pushed the Wilga X to make it up and over this peak, and it let me know just how it felt about that. Panic set in as she dove over the cliff, when I lifted my eyes up off the gauges, and looked ahead I could see that I may have options here as it seems i'm in a valley full of beautiful greenery, now to find a patch of flat(ish) land! And there it was! Just up ahead is a thin patch of sand in the middle of a river. The Wilga had overheated, I could sit there and let her cool down for a bit. One last attempt at cranking her over, no dice... The landing was a bit heavy, but pretty standard for the Wilga. No broken parts, no broken us, WE MADE IT!
  14. This was my first time in the Aerosoft Wilga X. I did the research and found it to be a suitable plane for the official tour, little did I know what was in store for the maiden flight! The weather that morning in NZ was not great, rain and clouds. The path to our first stop would take us over a series of mountains, this was a terrible combo! After about 20m of flying in the clouds and getting beat up by ASN16 turbulence, we started to see patches of clear sky... Seeing the coastline was like seeing an end zone, we're getting close! Over the radio we heard from @P3ROn, he had lost his engine!. The cloud cover persisted as we descended down to sea level... And then...within a few miles of the airport, WE lost our engine. The prop was free-spinning, wasn't aware of the failure until I started to power up for a turn onto base. Inside all the gauges were in Polish, i had no idea what wen't wrong. There was a slight panic, and then I identified a safe spot to set her down...a beach directly ahead of us. A few miles to the left you can actually SEE the runway and PAPIs! We survived that first leg of this incredible tour, but I know now, that the Wilga won't be a cakewalk...
  15. Tonight we fly British Airways 5936, a short-haul to take British vacationers to the Mediterranean paradise of Palma de Mallorca from London-Heathrow. Today's vehicle of choice is G-BBAF, a Lockheed Martin L1011 Tristar introduced in August of 1974. She's a little old, but a quite capable aircraft of flying in today's RVSM and RNAV airspace. Flight 5936 is a Thursday evening flight, carrying 218 PAX who have called off work on Friday to start their vacation weekend a bit early. We'll be departing around 19:00Z or about 8:00 PM local time, so most of the flight will be spent in darkness. Which is fine since that will help me focus on the instruments at hand rather than being distracted by the sight seeing. There's a region of high pressure over the Mediterranean which should provide fair weather conditions for our vacationers. Just in time to leave the British Isles. A low over the North Atlantic is swinging a cold front into the U.K. Our route cuts across France where we experience weak geostrophic winds. A bit of headwind component but nothing to despair about. No SIGMETs for our route either. The high pressure system clears out any hazardous weather for us, except for a pocket of some turbulence. We'll keep an eye out. Local and destination look great. Some towering cumulus at our alternate in Ibiza, but that should die down as we lose solar radiative surface heating. Here's G-BBAF at Gate 505 at Terminal 5. It's about 40 minutes before departure and there's a lot to get ready. We flip the battery on, prep the overhead panel, and add some lights. We also tuned into the ATIS. Since we're heading south, I'm anticipating runway 9R for departure. We won't know for sure until we contact Clearance Delivery. European class A airspace is RNAV (area navigation) heavy. Therefore, we just won't be able to fly VOR-VOR like you can in the U.S. Most VOR-VOR airways are in lower airspace which we'll be far above. This aircraft is RNAV capable through the CIVA INS. It uses inertial navigation to constantly track our position, and we use two to average out errors that accumulate over time. But first we need to align the units with our present position. So we punch in our current position just like we do in modern, boring airliners. While we're aligning the INS, we sync the two units, and then input our waypoints, all 9 of them. We're expecting the MID3J SID, so we'll prep the autopilot control panel with the appropriate information. We first look at the chart. Basically, we fly RWY heading until we intercept the LON 126 radial, then at 3.5 LON DME, we turn right and intercept the MID 27 radial. So we plug those VOR frequencies and courses into our autopilot control panel, along with the runway heading of 091, and the altitude constraint of 6,000'. Meanwhile, the flight engineer has been working steadily. We have 64,000 lbs of fuel on board. The APU has been started. And the climate controls have been set. We need to warm up the cabin as the passengers are about to board. Our INS units are already losing their accuracy, so we need to keep them updated while we're on the ground. We can do that by updating them via a DME signal. Modern airliners do this automatically via GPS receivers. How boring is that? Since we're tuned into LON VOR/DME for the SID, we just use that to update our INS units. So insert LON coordinates via a special sequence, and we're updating. We'll update our INS units once again when we reach top of climb. Cabin is warm and the passengers (and their bags) start to board. We call the Before Start checklist 'down to the line'. We contact Clearance Delivery and receive our IFR clearance. We're assigned the MID3J departure as expected. Doors are closed. We've contacted Ground and we're cleared for pushback and start. We do a few more items and then call the Before Taxi checklist. The engine start sequence is 2-1-3. We push the appropriate switches on the overhead to start ramming air from the APU bleeds into the turbines. We're staring down 9L but we have to make a short taxi over to 9R. First we do a quick checklist and then taxi. We need some lights in here. Sunlight is leaving us quickly. We're #1 for departure so we go for the taxi and takeoff checklist 'down to the line'. And then 'below the line.' Our flight director is set to take off mode so that it will command a 15 degree pitch up once we reach rotate speed (140 knots). We'll fly on heading hold guidance until we intercept the LON 126 radial and we'll climb to 4,000' until ATC clears us higher. This will all be done by hand. We're ready to go! Let's roll! She slowly picks up speed. And she's off! About 3000', we're cleared to make our turn and climb. We really have to watch our speed and altitude while trying to navigate the SID. Established on the LON 126 radial, under 250 knots, and approaching our altitude constraint of 6,000' MSL. Our dual needle RMI is showing we are intercepting the 027 radial out FROM of MID, so we turn to 207 to go TO MID. ALMOST established on the MID radial at 6,000' and 250 KIAS. Just cruising at 6,000' towards MID. As we approach MID, we are cleared to climb, and we switch to RNAV, going from waypoints 1 to 2 (MID to DRAKE). We slave the autopilot to the INS where it will command navigation until we reach our STAR. Our three engines are running about 90% N3 speed in the climb. We use IAS speed hold (via pitch) to command a speed in the climb. We don't use the autothrottle system during climb (only for approach) so we manually control our engine power to meet our climb requirements. As we reach TOC, we notice on the right INS that the accuracy rating (5) has degraded beyond the acceptable rating (4), so we must find a VOR/DME to tune in and correct. We choose EVREUX VOR/DME. These early INS units are quite functional. The left tells us our distance and time to the next waypoint, and the right is currently showing us the winds. Cruising along... Night lighting is exquisite. At about Mach 0.83. After about 90 minutes or so in the air, ATC clears us to descend and assigns us the LORE2M STAR into LEPA. A simple STAR. We track the 330 radial into POS until 20 DME, and then track direct to the ADX NDB. So back to radio navigation after the INS had done its job. We gotta make sure we tune the NDB first (384 kHz). About 40 miles out of POS, we are descending and slowing. Throw on some landing lights below 10,000'. 20 DME and we turn direct to ADX using our dual RMI in ADF mode. Watch our speed. Down to 5000' and going about 200 KIAS. We're established on our correct bearing to ADX. We add a notch of flaps to keep our angle of attack low. We set up our flight director for the ILS 6L approach, and the missed approach in case we need it. We made it to ADX and are now turning to track the localizer inbound. Speed 180 knots. Autothrottle is not engaged yet. Tower clears us to land. Our VREF is 137 knots. We deploy FLAPS 33 and GEAR, and use the autothrottle to slow us to VREF+5 @ 142 KIAS. We intercept the glide slope and the autopilot is flying the ILS completely at this point. Autothrottle is now managing its speed independently in ALPHA mode, which will prevent us from going too slow. I disconnect the autopilot, leave the autothrottle in ALPHA mode, and just fly us to our landing. We could use autoland, but the conditions don't necessitate it. I forgot to catch a pic of our landing (too busy flying!), but once the mains are down, the autothrottle automatically disconnects, the spoilers are deployed, and I use idle reverse thrust to slow us. I taxi to our gate, shutdown, and let our vacationers go on their way. Welcome to Palma de Mallorca!
  16. Flying Edsons plane while I work on the paint ;-) You should know better than to let me paint your plane. I am GONNA fly it! Sooooooo gay..... ALWAYS fail the max sinkrate.
  17. And it looked beautiful! Plane: Aerosoft Twin Otter Extended Scenery: ORBX FTX New Zealand South Island Route: NZFG - T008 - NZGY - NZMF - NZOU All flown VFR with just radio navigation, which explains the messy flight path. Some of these airfields are pretty hard to find.
  18. Today I decided that I was going to dedicate my time to flying around in a 737 with a southwest livery. First Leg: KAUS-KSAN Second Leg: KSAN-KLAS Third Leg: KLAS-KDEN Fourth Leg: KDEN-KMCI Aircraft: PMDG 737 Airports: Imaginesim KAUS, Latin VFR KSAN, FSDT KLAS, Flightbeam KDEN, Tropicalsim KMCI