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    • Hi Everybody,   This is a Southwest Airlines flight (flight number 3381), with nonstop service from San Francisco (KSFO) to Los Angeles (KLAX). We depart via RWY 01R -  via SSTIK5 departure, cruise at 33000ft and arrive at Los Angeles via IRNMN2 arrival into 24R.   Amazing approach into Los Angeles   "Hope you enjoy the ride"  
    • Touch and goes (or circuit and bounces) are the staple of basic airmanship. So many thing happening in a short period, then repeat.
    • There are many other places that will allow that, too, traffic permitting, including the former Jefferson County, now Rocky Mountain Metropolitan near Denver.
    • Geo-Sky |  Boeing B747-236B(SF) | 4L-GEN |  Take Off in Beijing, China bound for Singapore Changi 
    • I'll bring the Cribbage Board! 😄
    • All I'm saying is that Landing Procedures are a Perishable skill; if you're not doing it the right way to begin with, then it affects everything down the road.   I botch Landings all the time, even in Helicopters. I'm no Master at Landing... not by a long shot.   All this talk about Landing has me thinking... after the AU Rally is over, it's time for a Refresher. Back to School, and Landing practice!
    • Understanding an overhead approach can be quite beneficial for landing after power loss. One many not have the altitude to set up a traditional square pattern. The best field to land in may be directly under you. And extension of the 180 abeam is setting up a 360 (or more) pattern from a "key" position approximately 1 turn for 1000 feet of altitude to descend.   https://www.cfinotebook.net/notebook/maneuvers-and-procedures/emergency/emergency-approach-and-landing   I still prefer a close downwind that allow for a 180 and roll wings level at touchdown. After flying into the break to downwind and then 180 and land, flying the rectangular pattern feels like I'm purposely being farther from the runway than I needed to be. It took a while to adjust to a rectangular pattern.   For any California pilots, Mohave has no problems if you request "the break."
    • None of those videos you showed discussed the unmoving spot, though in the first one** you can see that, when they get to the runway (without mentioning the spot)  that the VASI lights are approximately unmoving, and everything else is either moving up or down, and you seemed a little vague on your answer. Note that he comes down final a little to the right of the centerline until he finally lines up in the flare. This "sight picture" is extremely important for each aircraft -usually a little different for each type, as well as a change in the sight picture as you change airspeed or flaps.   But regardless, once you've identified the unmoving spot and mastered using it, you'll reach the point where you just automatically recognize whether you're high or low and how to correct for it to reach the intended spot, rarely needing to consciously think about it- but that's only after enough practice using that spot.   So just in case you're still not quite sure about seeing that spot, I'll reiterate what I said above;   And as for the overhead approach that I mentioned, if you've ever been to an airshow with the Thunderbirds or Blue Angels or other demonstration teams, you've seen the jets come overhead, then one by one make a right or left break (always away from the audience) to a downwind, the a (often) circular base leg, then to final approach. That's what I mean by the longer finals being unneeded when in the pattern.   BTW, this link lets you see a diagram and explanation of the overhead approach: https://www.cfinotebook.net/notebook/aircraft-operations/approaches/overhead-approach-maneuver   It's far from a military only maneuver, though, and many people use it when appropriate, usually in getting a formation to land close together.     ==================================================== ** I love the comment by the narrator in that first video that we teach people to land by teaching them not to land. Hold it 6" off the ground and let the aircraft decide when to touch is really a great way to look at it, for the actual flare and touchdown, but that doesn't help you judge how to get the aircraft to that point.  
    • Yup, I know what you mean by boring (one reason I'll probably never do a transatlantic flight on an airliner --although the idea of an around-the-world flight on a really really fast jet and see interesting POIs in MSFS sounds interesting).  To be honest, I don't know if I've "mastered" landings.  I've landed planes no problem and since I don't fly for a living I've moved on without really knowing if I've 'mastered' landing a plane. How does one know if he or she has mastered something anyway?  I guess one way is when it gets boring. On the Learjet 25, unlike in other planes I crash land more often than not but that's very likely because I'm trying to do it based on unrealistic conditions and expectations eg. landing fully loaded from an abbreviated traffic pattern on an uncontrolled airport. But .... I make successful landings too under those same conditions so I know it's possible.  The trick is to be able to do it consistently without luck.
    • You won't have to wait long Melo. 🙂   Today I went large, in the shape of another Sikorsky, a 4 engined S-40 PanAm amphibian airliner, and they only built three of them, this one being 'Caribbean Clipper'. With a span of 76 ft and being able to carry 36 passengers, this was a BIG aeroplane in the 1930s.     The FS model is very nice indeed, and flies very well, but won't turn worth a dime on the water. I had to use differential throttle at both ends of the flight, and that's not easy with a single throttle lever joystick! The cockpit is well presented in both 3D and 2D forms, and has some good auxiliary views too.     But the passenger cabin is REALLY special! 😯 Not sure if this is Tourist, Business or First Class, but it looks good anyway.     And how many FS airliners do you know that have a backgammon table in the cabin!      And through that door you can see the REALLY posh cabin, which has to be First I guess.     Anyway, enough of all this, I needed to get under way and taxied into the water for take-off. Luckily I only needed a gentle turn to line up with the wind and the river went the same way too, so off I went.     Climbing out I could see the whole extent of the Gold Coast Airport, and it was obviously capable of taking some big jets with that runway. The red arrow indicates the waterway which I used as a runway, very handy being that close to the airport itself.     Climbing slowly at around 600 fpm to my standard 5000 ft cruise altitude took a while in the S-40, but there was lots to look at. Like almost everywhere else on this coast line there was water all OVER the place, either as a river, or as lakes,. or just areas of water connected by other areas of water!     The northern end of Gold Coast itself was like a water resort, with lots of small islands absolutely PACKED with houses and cabins, and a check with Google Earth showed that almost all the real-world versions all had boat jetties right in front of the house. Definitely the high rent district! 😯     The area of land away from the main city seems to have been built artificially from the way it looks, but I couldn't confirm that anywhere. A few miles north there was a hole in that area of land and that's apparently called the The Gold Coast Spit. It probably lets all those zillions of boats out into the ocean! That's it just off my starboard quarter here.     Around here I cranked on a slight right turn and flew along the length of a big island, called North Stradbroke Island, which is the 2nd largest sand island in the whole world! I'm afraid I don't know what the largest is, sorry. It has a cultural position in these parts, being an arts and culture centre for many small groups and societies, and is just across the water from Brisbane itself. The island, known as 'Straddie' to the locals has a small airport with an NDB, which I used as a waypoint for turning toward Brisbane.     Even from this distance I could see a lot of traffic going into and out of Brisbane Airport, but ATC had cleared me for a water landing along the east side of the city and airport, but I kept a good look out nonetheless. This Virgin Australia 737-800 made a turn right after take-off and I reckon the Captain told all the pax about '.....that old biplane airliner down on our right....'     Closer in I had to pass over a freight dock before nearing my landing spot of choice, and I could hear ATC vectoring in an Aerostar that was having a job lining up for landing. I knew just how he felt as I had a 90 degree crosswind from port and no real way to find a better approach. 🙂     However all turned out well as soon as I was in the wind shadow of the land and I greased 'Caribbean Clipper' in for a nice landing.     Having fought the hull with hard rudder applications and differential throttle again I got her up on the beach and taxied up to the airfield perimeter, where they suggested I leave her for the night.     Tomorrow's aeroplane is a bird of a TOTALLY different feather, more different than any of the others I'm flying this Rally. 😉
    • Also posting my Warrnambool to Moorabbin leg.  Planned..I think was 50 mins.  Now I WILL miss Warrnambool. NIce seaside town. The western end of the Great Ocean Road.      Begin the take-off. Timer started.    Yep she's a beautiful aircraft as we head toward Melbourne.    Northern end of Geelong and over Port Philip Bay. Melbourne in the distance.   Approach, land, taxi and park at Moorabbin airport.  V-3. A good run. 
    • Unfortunately, I haven't been able to find any and I have more or less given up hope that a real-life fighter pilot would do a YouTube tutorial on how to land a fighter plane. I've seen one or two landing on aircraft carriers in YouTube but that's about it, and that doesn't apply to what I'm trying to do. Please let me know if you come across any. I'd love to see a tutorial on how a Learjet pilot would land their plane (from a pattern and on an uncontrolled airport without navigational aids).   Btw, thank you much for taking the time to reply to my post. Very much appreciated.       Sorry, yes I think so.  I should have mentioned it. I viewed quite a few videos on the topic including these among many others on YouTube:              
    • This may just be a visual perception issue. The approach, whether published or visual are basically around 3 degrees (+ or -).
    • Warrnambool (YWBL) to Moorabbin (YMMB) Continuing my flight reports.   Leaving Warrnambool, and Kit and his Sealand behind. Glad he was able to get the Sealand airworthy and flying again.   This was a very consistant view for almost the entire flight to Moorabbin. I had planned to overfly the Point Cook RAAF base on my way to Moorabbin so purposely flew on a slightly more North Easterly heading. Alas it was to no avail, I never even saw Point Cook as I flew almost directly overhead the base.     Finally broke out of the clouds as Moorabbin was coming into view ahead.  For a while there, I thought I would have to divert to an alternate airport because of the weather.   On the approach.  And only 1 minute early with quite a distance to go.  May not make the timing I am searching for.   On arrival target minute but still pretty far away from the runway.   Did manage to touch down on time, but landed long and fast!   I did get the Chippie stopped and over to the parking area, but this was for sure the worst landing on the Southern route.  Will have to get a mechanic to check over the brakes of the Chippie before the next leg.   Next stop is Mangalore (YMNG)  
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