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Found 13 results

  1. /images/notams/notams21/gaya0222.jpgScenery developer Gaya Simulations have updated their ViennaAirport (LOWW) for X-Plane 11, to version 1.2. Sorry for the delay on this one, we've implemented a vast number ofnew fixes and we figure they're worth the extra development time! Wehope you enjoy! HighlightsNorth pier terminal now have interior modelling!Ground service equipment now have better textureNew model for the static A320 of Austrian with its accurate appearance and enginesAdd new buildings make the airport dated with its current stateFixes to a number of graphical errorsTaxi lights offset all over the airportFixed heavy handed exclusion zones which occasionally affected vegetation renderingFixed E/W holding lines and lights to accompanyChanged the orange taxi line to proper colourThe red floodlights now only illuminate at nightUpdated ATC information and added wind rulesApproach lighting improved at runway 29Added the Vienna airport logo to the SAM marshallersChanged gate sign style to reflect the real worldA number of fixes to SAM jetwaysAdded more ramp startsA number of other small, miscellaneous fixes and improvements.Source
  2. /images/notams/notams21/prea0216/prea0216.jpgVienna, Wien, is the national capital, largest city, and one of ninestates of Austria. Vienna is Austria's most populous city, with about 1.9million inhabitants (2.6 million within the metropolitan area, nearly onethird of the country's population), and its cultural, economic, and politicalcenter. It is the 6th-largest city by population within city limits in theEuropean Union. This product will add the main landmarks of Vienna city in Austria and will complete your airport addon LOWW. You can also use it alone for VFR flights. /images/notams/notams21/prea0216/vienna-1.jpg /images/notams/notams21/prea0216/vienna-2.jpgMain FeaturesMain city POIs reproduced which includes Ernst-Happel Stadium, Donau City, Rathaus, Stephansdom, Gasometer and moreNight textures and light enhancementsPBRCustom autogen buildingsMisc objectsFully compatible LOWW airport addonsPOIs icons /images/notams/notams21/prea0216/vienna-3.jpg /images/notams/notams21/prea0216/vienna-4.jpgPurchase PrealSoft - Vienna Landmarks for MSFS See other PrealSoft scenery for MSFS 2020
  3. /images/notams/notams20/vien0829.jpgWillkommen Vienna! Vienna International Airport (LOWW) for Microsoft Flight Simulator,brought to you by Gaya Simulations, is available now onOrbxDirect. A big hit in Prepar3D and X-Plane, Vienna has been rebuilt from theground up for Microsoft Flight Simulator, making use of features likethe sim's native jetway functionality, with custom assets, and supportfor incredible animations which makes the scenery feel more alive. Vienna International Airport is an exciting destination in centralEurope, with plenty of opportunities to reach new destinations. Source Review: Orbx Leeds Bradford Airport For MSFS Orbx OG20 Fairways Airport - Freeware For MSFS
  4. /images/notams/notams20/gaya0804/gaya0804.jpgWe've been waiting for this day to come... Today, we can finallyshare the first previews of our sceneries in Microsoft FlightSimulator. What better airport than Vienna to show off in the new sim, withthe default scenery perfectly complimenting a top-class product.We'll be showing off the rest of our line in FS2020 in the comingdays, so stay tuned. /images/notams/notams20/gaya0804/vienna-1.jpgSource Gaya Previews Vienna for X-Plane Gaya Berlin-Tegel Coming Soon
  5. /images/notams/notams20/orbx0407/orbx0407.jpgScenery developer Gaya Simulations; working with Orbx, havereleased Vienna for P3Dv4 and X-Plane 11. Located in the heart of Europe, LOWW International Airport offersan enticing variety of short flight destinations. Get to your pilot'sseat and set a 1 to 4 hour flight plan to land in some of the mostpopular cities in Europe, including Frankfurt, Copenhagen, Brussels,Amsterdam, London, Stockholm, Athens, Dublin, Madrid, Lisbon andmore. It is also only a 40 minute flight to LOWI airport, for one ofthe best short flights to enjoy! /images/notams/notams20/orbx0407/orbx-gaya-loww-vienna-international-airport-1.jpgBeing one of Europe's "Mega Airports", Vienna is equipped with theinfrastructure to cater to all levels of general aviation, from singleengine charter planes, to the largest of international jetairliners. All the buildings have been reproduced with an exquisitelevel of detail. With photos, experience and guidance from staff atVienna airport itself, this product features the current ground layoutincluding the new Bravo cargo parking stands. As the seasons change in P3Dv4, so does the airportenvironment. From the hard winter of Central Europe to the colourfulspring, Vienna is a destination for year-long travel, offering richviews on all the arrivals and departures. /images/notams/notams20/orbx0407/orbx-gaya-loww-vienna-international-airport-2.jpgSource
  6. /images/notams/notams20/gaya0302/vienna-1.jpgSome more shots of Vienna for X-Plane - if you can't tell already,release is very close! Note: this is not the final version! /images/notams/notams20/gaya0302/vienna-2.jpgFAQ: Yes - we will include the new parking stands on apron BYes - the airport will include SAM/SODE with VGDS and moving jetwaysYes - we will clean out the cars from the ortho-imagery roads /images/notams/notams20/gaya0302/vienna-3.jpg /images/notams/notams20/gaya0302/vienna-4.jpgExpect some Prepar3D previews within few days. Source
  7. /images/notams/notams19/gaya1109/gaya-1.jpgWe are very excited to share with you first in-game (in-sim...)preview. This time will show few from X-Plane 11. The next previewwill show the Prepar3D version. Work In Progress! /images/notams/notams19/gaya1109/gaya-2.jpg /images/notams/notams19/gaya1109/gaya-3.jpg /images/notams/notams19/gaya1109/gaya-4.jpg /images/notams/notams19/gaya1109/gaya-5.jpgSource
  8. /images/notams/notams19/gaya1022/vienna-1.jpgGaya Simulation has issued a brief update on their progresson Vienna International Airport (Flughafen Wien LOWW).It will shortly be running in-sim, but for now a few nice renders before: /images/notams/notams19/gaya1022/vienna-2.jpg /images/notams/notams19/gaya1022/vienna-3.jpg /images/notams/notams19/gaya1022/vienna-4.jpg /images/notams/notams19/gaya1022/vienna-5.jpgSource
  9. /images/notams/notams19/gaya1016/vienna-1.jpgSchedule to November 2019 for both Prepar3D and X-Plane 11. Attached are some nice art work will be soon inside the both simulators! /images/notams/notams19/gaya1016/vienna-2.jpg /images/notams/notams19/gaya1016/vienna-3.jpg /images/notams/notams19/gaya1016/vienna-4.jpg /images/notams/notams19/gaya1016/vienna-5.jpgGaya Simulations Team Source
  10. /images/notams/notams19/gaya0925/vienna-4.jpgAs promised in our last post, here's the best part of the day -Vienna Airport artwork previews! Vienna is scheduled to release in November for both Prepar3D andX-Plane. Today we taking you to the core - the very foundation of scenerydevelopment: 3D work! The yet-to-be textured buildings are on the airside - they will allhave an amazing level of texture detail and in-depth modellingaccuracy. /images/notams/notams19/gaya0925/vienna-1.jpg /images/notams/notams19/gaya0925/vienna-2.jpg /images/notams/notams19/gaya0925/vienna-3.jpgSource
  11. /images/notams/notams19/gaya0923.jpgOur ultra detailed sceneries Courchevel and Meribel are going topublish by Orbx. Together with the official "stamp" from the realCourchevel altiport, we see the publish by Orbx as "stamp" for thequality of those very exciting projects. I'm totally sure all of youwill have an amazing time with it, a lot to explore and practice there(and crash....a lot!). As mentioned on Orbx forums, we are also the company developers ofEGNX (XP out and P3D just in few days), and also for few more projectswill reveal in the very near future. In addition, we are about to announce another project we areworking on (for both XP and P3D). Teaser: Major airport in Europe. Gaya team. Source
  12. Vienna - Innsbruck (And Return) Flight Review By Cedric De Keyser Ready to taxi I've recently made this short flight over Austria and decided to share this virtual experience with other civil aviation and flight simulation enthusiasts - this is the first time I'm doing so. I live in Belgium and so usually "fly" from/to Belgian airports (mainly Brussels-National) or neighbouring hubs (Amsterdam, Frankfurt, London, Paris) on short, medium or intercontinental commercial flights simulations. A domestic flight in a foreign country is relatively rare, that's what makes the first exception for this one. Another fact is that I always try to fly as realistically as possible, which means respecting the route, airline, aircraft type and schedule if possible. The flight we are talking about here was, according to Austrian Airlines' timetable, OS5901 VIE-INN (there are several flights a day), which is actually operated by Tyrolean Airways (VO), using the turboprop aircraft Dash 8-300/400 or the jet aircraft Fokker 70. Taxiing out (First Officer's view) - "Cabin crew, take your seats!" I made this flight with a Douglas MD-87 of Austrian Airlines (here comes the second exception), a relatively old and noisy aircraft whose days in scheduled operations are unfortunately numbered. This is the type of aircraft that the company has used on its Vienna-Brussels service until recently and which is now being operated by CRJ, Fokker 70 of Airbus A320 depending the time of the day. Innsbruck's 6562 feet (2000 m) runway is long enough to accomodate the aircraft and I thought that bigger types and wide bodies were never to been seen there but I was wrong: I've found a real picture showing a Boeing 767 of Lauda (Austria's leisure airline) visiting the airport. Situated in a valley in Tyrol, in the heart of the Austrian Alps, this 1900 foot (570 m) high airport is well known for its particular and dangerous approach, one of the most challenging approaches in Europe. Ready for take off - note the flight plan path in the Nav Display CRT gauge The navigation tool used for the flight was NavDash 2.5. The flight plan was encoded in the flight management computer following the information found on E(LO) 9 Jeppesen Low Altitude enroute chart and routed via VALIK intersection, Linz VOR (LNZ), Salzburg VOR (SBG) and then directly towards Rattenberg NDB (RTT), entry point for an eastern approach of Innsbruck. The progress screen of the FMC showed that a distance of 227 nautical miles (420 km) was to be covered. A cruise altitude of 15000 feet (4500 m) was chosen as well as a cruise speed (ground speed) of 320 knots (590 km/h). The fuel tanks were not fully filled up (40%) for this short flight, allowing a shorter take off run. I turned the seatbelts and no smoking signs on before an imaginary welcome message to the passengers. At 17:10 local time (16:10 UTC) the engines were started. Take off The aircraft was parked at a remote stand at Vienna - Schwechat International (LOWW) and no pushback was required. I gently gave a thrust of 60% N1, followed by the typical rating rise sound of the Pratt & Whitney JT8D turbojets and the 53000 kg (this is the take off weight considerating the amount of fuel loaded and that 90% of the seats were occupied) heavy aircraft began to roll. Once reached the taxiing speed of 15 kts (28 km/h) the throttle lever was brought back to a lower position. Flaps were set to 11 degrees and after a short taxi to runway 29 the aircraft (which was number one as no traffic was generated on this airport) lined up for an immediate take off. Cruise The throttle was brought to 80% N1, and as the engines were correctly responding, full power was given to make this baby fly. At 150 kts (278 km/h) the aircraft rotated and at 160 kts (296 km/h) flight OS5901 was airborne. With a positive rate of climb, the gear was set to 'up' and once reached the altitude of 2000 feet I pushed the LNAV button of the FMC ; the autopilot, which had previously been engaged, made the aircraft directly head to the first waypoint of the flight plan with a slight left turn (I didn't fly the SID - standard instrument departure - as I don't own these charts for LOWW). Starting descent As the speed was increasing, flaps were retracted and power reduced (by the way, I've heard that if full power - take off rate - is set to an aircraft engine lasting 5 minutes, the high technology jewel will be irreversibly damaged as the turbine components will melt due to too long high temperature exposure, even if they are engineered to work at temperatures exceeding their melting point in modern turbofan engines; but that's another story). After some little turbulence undergone in the stratus clouds above Vienna the cruise altitude of 15000 feet (FL150) was quickly reached (passing 10000 feet the seatbelts sign was as usual turned off). Auto thrust was engaged to maintain a cruise speed of 320 kts - as the plane was then entirely controlled by the autopilot, I could contemplate the immaculate sea of clouds I was flying over with, on the left and later forward, the peaks of the Alps emerging. Kai Tak International The sun was slowly going down but I didn't have much time to gaze at the sunset as I had to attend to the descent and approach of our destination. As you've understood, in a way to make things a little more exciting, I set some relatively bad weather at Innsbruck, an overcast sky with cloud base of 4550 feet and summits at 5300 feet, but with good visibility and winds calm. At about 20 nm before Rattenberg the descent started. The approach procedure for this flight was a LOC DME EAST, to be followed by a landing on runway 26 at Innsbruck (LOWI). Descent (approaching RTT) - the passenger should hope that the pilot knows what he is doing Innsbruck's approach is very particular. It consists of an instrument approach followed by a visual approach. The instrument approach is similar to a common ILS approach, except that the localizer will lead you on an invisible path whose axis is not the runway axis (there is an offset between the localizer course and the runway centerline heading) and whose "target" is not the runway treshold, but a spot from which the approach turns to a visual procedure (for LOWI, the localizer - OEV loc. - is situated just south of the airport and up to 6 nm can be flown visually). There are a few airports in the world that allow such particular and curved approaches, I can cite Innsbruck of course (LOC DME EAST/WEST rwy 26, Honolulu Int'l PHNL (LDA/DME rwy 26L), Reggio Calabria LICR (VOR/DME SDF rwy 33), and the best known of all, but nowadays closed Hong Kong Kai Tak Int'l VHHH with its IGS rwy 13 procedure. This was the most difficult approach in aviation history, because of the offset making aircraft (mainly 747 types) negotiate a 47° right turn on short final over a very dense urban area, demanding a special qualification for the crew. As I've also tried it like many nostalgic FS pilots here is an illustration: Approach on track 211° - note the localizer signal in the nav display For Innsbruck the offset is only 5° (localizer 256° and rwy 261°) but the danger comes from very high terrain in the immediate vicinity of the airport, more precisely to the north and south, as well as in the approach path. The approach begins at Rattenberg NDB, with a maintained altitude of 9500 feet, turning left to 211° before intercepting OEV localizer (256° 111.1 MHz). At that time, the seatbelts signs had been turned on again and the speed reduced to 220 kts (410 km/h). Intercepting the localizer At about 26 nm (48 km) from the destination I received the localizer signal, showing that the current altitude of 9500 feet was OK. I turned the ADF frequence to 313 kHz to get the signal from Absam NDB (AB) located on the approach path at about 6 nm from runway 26 treshold. At 22 nm from OEV the localizer was intercepted, making a right turn over 7300 feet (2200 m) high terrain (meaning only 2200 feet or 660 m below the aircraft), with the new heading of 256°. Had it been a usual ILS approach, I would already had been on final, slowly descending to the airport following this invisible way. I didn't turn the autopilot to APCH mode for the instrument approach as I usually make manual approaches and landings when the cloud base is not too low and the visibility not too bad. Final (instrument approach) - the airport is somewhere under these clouds, at 12.5 nm (23 km) from current position. Final (visual approach) - at about 1.5 nm (2800 m) from runway treshold, full flaps, spoilers armed I began to lower the flaps with the speed reduced to 170 kts (315 km/h). Passing 5300 feet the aircraft penetrated the cloud layer, by then nothing could be seen during long seconds. At 4550 feet we got out of the haze, with the airport's reassuring runway and approach lights in sight, but not yet lined up with the runway. The gear was set down. As flight OS5901 came to its end, we left (and thanked) the localizer's precious help to concentrate on the visual approach. The speed had then been reduced to 150 kts (277 km/h). The landing was smooth and I used full reverse on this relatively short runway so could exit via taxiway A (had the landing been longer, I should have to make an u-turn at the end of runway 26 and backtrack the runway). Short final - airspeed: 138 kts (255 km/h) Flaps and spoilers were retracted and after a very short taxi to the terminal the engines were switched off, parking brakes set at 18:05 local time, 55 minutes after the engines were started at Vienna. Arrival Return Flight I didn't made the return flight the same day but two weeks later, on the 25th of March evening. The review of this flight will be far more brief than the one of the outward journey, I will only say a few words about the special departure procedure that was observed. Ready for take off The flight routed via the same waypoints (RTT, SBG, LNZ, VALIK) as the going flight, but with a different cruise altitude. I set clear skies all along the way, which gave the opportunity to see the landscape; rather interesting in the first 30 minutes of the flight. Departing from Innsbruck is as special as arriving. Aircraft, once airborne from rwy 08 or 26, have to intercept OEJ localizer (068° 109.7 MHz) located east-north-east of the airport, the initial departure being a visual procedure. Upon reaching the localizer, aircraft must change to 66° using the localizer back course and then head towards RTT NDB. Departing aircraft must also observe maximum rate of climb due to the surrounding high terrain. I departed from runway 26, then climbed on track 270° before negotiating a 200° tight left turn under visual before reaching the 68° heading of the localizer. I guess this departure sequence must be quite sickening to sensitive passengers but I've never experienced it in real life. As the aircraft was climbing, we could progressively discover the mountains stretching as far as the eye can see. Departure (heading 66°) - maximum climb gradient Tools Used Aeronautical documents: Cruise - between Rattenberg and Salzburg JEPPESEN enroute chart E(LO) 9, approach plates and airport diagrams for Vienna - Schwechat (LOWW) and Innsbruck (LOWI), ARRIVAL and SID charts for LOWI. Commercial Software: Microsoft Flight Simulator 2000 Professional Edition Freeware Add-On Software: NavDash 2.5 by Masakazu Iizuka (NAVDAS25.ZIP) NavDash 2.5.4 update for FS2K by Masakazu Iizuka (ND254UP.ZIP) FS2000 Replacement Clouds by Chris Willis (RPRL3CLD.ZIP) Vienna Schwechat International Airport Scenery v0.99 by Stefen Siegl and Philip Zajicek (LOWW_099.ZIP) Innsbruck Scenery v1.1 by Ricky Blanco and Neus (IBF.ZIP) MD-87 EFIS Panel by Paul Golding/Project Freeware (PGMD87V1.ZIP) Austrian Airlines McDonnell Douglas MD-87 by the Project Freeware Group (included in the PGMD87V1.ZIP package) Boeing 707-320 Sound Package, an original sound set by Daniel R. Careri, modified by Charles Fox (CF707SND.ZIP) On short final rwy 29 at Vienna Hong Kong Screen Shot: Kai Tak 2000 Scenery v3 by Thomas Kwong (KT2000V3.ZIP) Cathay Pacific Airways Boeing 747-400 - Project Open Sky, designed by Mitsushi Yutaka and Hiroshi Igami, flight dynamics by Johan Dees, painted by C. Vincent Cho (OS744CX.ZIP) Many thanks to all these people for their quality add-ons. Hope you've enjoyed reading this review. Cedric De Keyser cdk@ngi.be
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