Introduction

Today I welcome you joining me on a virtual charter flight to one of the most popular holiday destinations for Europeans. This flight will depart from Brussels - National, Belgium (my home airport), we will take some further passengers at Ostend on the Belgian coast, then proceed to our sunny destination, a 459 square miles (741 km sq) island of the Atlantic, located some 310 miles (500 km) west of the African coast (Morocco) and 620 miles (990 km) southwest of the southern tip of Portugal, the country to which the Madeira archipelago belongs.

We will fly in a Boeing 737-700 Next Generation (with winglets) 'glass cockpit' modern airliner. If the virtual aircraft model used here is a professional, very accurate replica of its real counterpart, the airline, however, is purely imaginary. 'Horizon Dreams' is a small virtual airline (no website) based at Brussels. The first aircraft flown was a B767-400, which made a virtual world tour (related in a preceding review) in the FS2002 time. When FS2004 came through, I upgraded to the B777-200ER (MelJet), but this aircraft is now being grounded until a professional Triple Seven panel environment is released for FS2004. When the PMDG 737NG was released for FS2004, I decided to add the smaller aircraft to the fleet, and then being able to visit smaller airfields. The PMDG aircraft was repainted in the virtual livery for my exclusive use (no textures upload). It was ferried from Seattle in late April and has now been carrying passengers on charter flights since the beginning of May from its Belgian base.

Today the route proposed is, actually, not very original, because

BRU - OST
OST - FNC
FNC - BRU

is common to the real Belgian charter airlines (nowadays reduced to only two major carriers, Thomas Cook and TUI Airlines Belgium after the demise of Sobelair, which was the oldest charter company of the country). Charter carriers departing Brussels sometimes complete their load of passengers on a regional airport like Liege or Ostend. The latter was chosen today because of good available (freeware) scenery add-on and an interesting approach following the coast (see further). The final destination, for itself, is modeled by an outstanding and ultra-realistic commercial scenery add-on (see credits), which, up to me, makes the principal interest of this flight review.

But first, let's fly the first leg of today's route. We are on Saturday, June 12, 2004. We are scheduled to request push back and start the engines at 13:35 local time and, unless a last minute delay for one reason of another, we should leave the gate right on schedule.

Timetable.

First Leg Brussels - Ostend

Relatively nice weather today in Belgium, we have scattered clouds, light wind and a good visibility. We are though flying a 50 ton airliner and we won't reach the coast by following the Brussels-Ostend highway like we would do with some little aircraft under VFR conditions, but, even if this sector is very short (around 70 nm), we will make a full IFR flight with FMC-programmed navigation. This is so short, actually, that there is no flight plan! The route can be entirely determinated connecting a standard instrument departure (SID) from Brussels with a standard arrival (STAR) at the destination. In that way, taking off from runway 25R, we can follow the DENUT1C SID (EBBR), then proceed with the DENUT1A arrival at Ostend (EBOS). Unfortunately, these procedures are not included in the PMDG FMC database. I will manage with a COA4C departure, whose trajectory is analog and passes slightly north of the DENUT intersection, but we will not reach the COA (COSTA) VOR/DME located on the coast and right on the Belgium/Netherlands border, far behind Ostend's runway axis. Upon reaching DENUT, we will disengage FMC navigation and proceed with autopilot heading select mode in the beginning of the approach.

Boarding the last passengers. We are on Pier A (North) at Brussels, departure runway 25R is seen behind

For this first leg, we will just load the necessary fuel to fly to Ostend (of course, adding the usual extra fuel for the potential delays, holds or diversions) and the tanks will get their 'full' load at Ostend for the trip to Madeira. That means that we have only 5 tons of fuel on board. Payload, including crew, passengers and luggage is 7 tons, which gives us an aircraft gross weight (GW) of around 49 tons, far below the aircraft operational limit (MTOW) of 78 tons. With a flap setting of 5 degrees, the FMC gives us the following takeoff speeds: V1 = 94 kts, Vr = 98 kts, V2 = 111 kts. These are very low, indeed, because the fuel tanks are almost empty. The rotation speed (Vr) at which the nose of the aircraft rises up, is only 95 knots or a bit more than 180 km/h in this case.

At 13:35 LMT (local mean time), we got our pushback clearance. This is also the moment when we start the engines. Everyone that has seen a jetliner from close up at least one time in his life knows that the engines are never started simultaneously. With a twin jet, the right engine (engine 2) is usually started first, then the left engine (engine 1). On this aircraft, we have a third engine located in the rear cone called APU or Auxiliary Power Unit which supplies power for various needs during the different phases of flight and, in particular, the engine start.

With the kind of add-on that is used here, the 'CTRL + E' simplistic automatic engine start era is definitely over and we will do that just like they do in real life.

First, we assume that the main battery is switched to ON and that the aircraft is under electrical power. We can then start the APU, switching it to START on the overhead panel and checking the EGT parameter in the nearby display that should be rising. You'll notice that the EGT, giving the engine exhaust gas temperature, clearly shows that the APU belongs to the same family as the two main engines for which, off course, the EGT is also given, but on the main panel (EICAS). If we go a little further, let's say that the APU is rather analog to the first twin spool turbojets like the JT8D that equipped the 737-200 or 727 series, the main engines (CFM56 for the newer 737's) are known as turbofans, equipping all modern airliners nowadays. Turbofans have two (sometimes three) spools, basically composed of a compressor and a turbine, rotating at two different speeds: the low pressure spool (N1) and the high pressure spool (N2). The first stage of the low pressure compressor, which can be seen from outside, is the fan, making a great difference with the first generation engines with its big diameter. The fan provides 80% of the engine thrust. This is why the reverse thrust used on landing is only taken from the fan exhaust, a flow of cold air that bypasses the 'hot gasses generator' composed of the combustion chamber and turbines, then also making the engine less noisy.

Once the APU reaches a stable rating, the 'APU GEN' will light up and both APU generators can be started. The next step is to turn on the APU BLEED, which will allow pressurized air from the APU to initiate the engine cycle during engine start. Next, the fuel and hydraulic pumps are switched on. We are now able to start the right engine. The right engine start igniter is selected, then the right ignition knob is turned to the GRD position for a ground engine start, as, visibly, we are not in the air yet. At this time, pressurized air from the APU makes the right engine spools start rotating, but no fuel or ignition is added yet. To do that, we have to wait that the N2 spool reaches a determined rate (RPM). At 20% N2 (given by the engine indicators on the EICAS), the fuel cutoff lever for the right engine, located next to the thrust levers, is opened. The air and fuel mixture is then immediately ignited and the engine starts up to idle. The same operation is repeated for the left engine.

Left engine start. We are about to reach 20% N2 for the left engine and will open up the left fuel cutoff lever (next picture) within a second.

Once both engines are started, the left and right engine generators are turned on, engines bleed air valves are opened (and the APU bleed air turned off). Finally, the APU is switched off and the yaw damper is turned on. Anti-collision and strobe lights are also turned on, we are soon ready to taxi.

Horizon 1206, taxi to and hold short of runway two five right by taxiways Oscar six and Bravo one. Contact tower on one one eight decimal six when ready -

We are lucky today as the gate assignment leaves us relatively close to runway 25R holding point. After a very short taxi we are reaching the queue and are number two (or three) for takeoff: we are preceded by two US wide bodies (two 767-300 of United and Delta Airlines), but a further 747 of Korean Air Cargo, using the taxiway W4 in a way to get the maximum available runway length for takeoff, could also depart before us.

Queue

Aerial and passenger views of the holding point when the UA777 already rolls out

The 767 of Delta Airlines is lining up. We are now number one in the queue.

Behind are 737-300, A320 and BAe 146 types. This picture clearly shows the size difference between the Next Generation 737 and the older 737-300/400/500 series.

Before takeoff checklist:

RECALL SWITCH.............................................................SET
FLIGHT CONTROLS.........................................................CHECK
FLAPS.....................................................................SET
STABILIZER TRIM...........................................................SET

We got the takeoff clearance before the 747.

Horizon 1206, taxi into position and hold

Horizon 1206, cleared for takeoff runway 25R, wind 240 degrees five knots

Cleared for takeoff checklist:

ENGINE START SWITCHES................................................... CONT
LANDING LIGHTS.............................................................ON
STROBE LIGHTS..............................................................ON
AUTOTHROTTLE..............................................................ARM*
TRANSPONDER................................................................ON
PASSENGER SIGNS............................................................ON**
AUTOBRAKE.................................................................RTO**

Notice:

* Slightly diverging here from the reality usual procedures, I don't use the VNAV function of the autopilot, controlling altitude and speeds following the FMC instructions, as I prefer to handle that myself in the simulation. This is why, in this case, the autothrottle will not be armed now. The speed control will however be activated during the cruise flights.

** The passenger signs are set since the cockpit preparation checklist and the autobrake set to RTO since the before start checklist (not published here).

Ready for takeoff.

The thrust levers were advanced to 40% N1. Checking the engine instruments (N1 end N2 ratings, EGT and fuel flow) normal, full thrust is not applied but only the necessary thrust to make the aircraft fly in this configuration, as calculated by the FMC. The FMC gives us 93.8% N1. The aircraft starts accelerating, we soon hear the calls '80 knots', followed by 'V1' (at this moment, takeoff cannot be aborted whatever happens)...'VR'...'V2' (the scheduled take off target speed). As soon as a positive rate of climb is shown on the PFD (Primary Flight Display), I call 'gear up'. My 1970th or so IFR virtual flight is airborne!

Takeoff.

Autopilot is directly engaged, first, the V/S function that commands pitch to hold vertical speed, then, once passing 300 feet AGL, the LNAV (Lateral Navigation) function, which makes the aircraft automatically follow the route programmed on the Flight Management Computer. This results in a right turn to the north (first heading to Nicky VOR/DME) immediately after takeoff.

Starting the right turn immediately after takeoff.

At V2 + 15 (126 kts here), flaps are set back to 1 and once passing 1000 feet the wing is completely cleaned. Thrust is also set back to 80% N1.

Climbing in the clouds. The Korean Air 747-400F that took off just after us is seen behind.

We are quickly reaching our cruise altitude of 10,000 feet. Autothrottle is then engaged to observe 250 kts IAS (which gives us a true airspeed of around 500 km/h).

The confluence of the Scheldt and Rupel rivers south of Antwerp.

The flight path above Flanders makes us follow the south bank of the Scheldt estuary. Once approaching the coast, we will turn left, already joining our final approach heading, almost parallel to the Belgian coast, for an ILS runway 26 approach at Ostend. The descent will start a little before the left turn.

The Scheldt estuary. Descent has already started.

Descent and Approach checklist:

FMC...........................................DEP/ARR page set to VREF speeds
ANTI-ICE..........................................................As required
PRESSURIZATION...........................................Verify cabin descent
AUTOBRAKE..........................................................As desired
TRANSITION ALTITUDE..................Set altimeter to local altimeter setting
FINAL APPROACH COURSE....................................Set course as needed
MINIMUMS......................................Set Decision Altitude as needed
VHF NAV RADIOS............................ Set as required for final approach

The approach reference speeds following the flap setting are given as follow by the FMC:

NAV frequencies are set as follow:
NAV1: 109.5 MHz, this is the ILS frequency at Ostend
NAV2: no setting as Ostend is not equipped with VOR/DME

ADF is set to 399.5 (ONO NDB right on the runway axis) and course is set to 259° (the runway heading).

For this approach procedure, and despite good weather conditions, I decided to perform a full automatic landing as a little exercise.

At 26 nautical miles from destination, the localizer signal came alive. The autopilot heading select mode was engaged, the LNAV function then automatically turned off. Once the localizer (LOC) was intercepted, the VOR/LOC function was engaged. This makes the aircraft follow the vertical ideal approach plane (heading). The glideslope (G/S), which materializes the horizontal ideal approach plane (altitude), came alive at 23 nm. Once the glideslope was on its turn captured, the autopilot APP (Approach) mode was engaged. The ideal approach path, intersection of the two planes, is then entirely controlled by the autopilot. We just have to care about the approach speed and flaps setting.

On final approach heading. In the distance is the port of Zeebrugge, second industrial sea port in Belgium after Antwerp.

In real life, autothrottle should be kept on until the aircraft reaches about 100 ft AGL. Once again, I really prefer handling that myself keeping my right hand on the thrust levers.

We have now reached the final approach altitude of 2000 feet. Slats are extended.

Landing checklist:

ENGINE START SWITCHES......................................................ON
RECALL........................................................Checked/Cleared
SPEEDBRAKE..................................................ARMED/Green light
LANDING GEAR.....................................................DOWN 3 green
FLAPS..................................................................40 SET

Last seconds in the air. Below is the canal Gent-Oostende and the port of Ostend can be seen in the distance.

Lower and lower...

Short final. Spoilers armed. As seen on the PFD, AP approach mode is still engaged (LOC and G/S).

500....400....300....200....100....50....40....30....20....10 radio altitude callouts were heard, exactly the same as the real ones. Passing 30 feet the autopilot was disengaged and the aircraft then manually taken into control for the last second in the air. We kissed the ground at 117 kts (216 km/h). Spoilers deployed and reverse thrust was activated. We slowed down rather quickly. At 60 kts, reverse thrust was cancelled. We could exit the runway using taxiway E1, almost at 2/3 of the runway.

Touchdown!

Braking... on this picture the reverser can be seen in action.

Ostend is a small regional airport, mainly turned to cargo activities. No scheduled flights are operated here (unless a liaison to London Stansted by Ryanair that was cancelled a few months ago). After a very short taxi in to APRON 2, we could go on to the shutdown sequence.

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