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German
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Inhalt:
1 2. The flight
4. Installation 5. Tips for a successful flight In 1998 I released this adventure as freeware, followed by a remake for FS2000 in May 2001. Those of you who know it already requested an update for FS2002 , well here we go... -) - runs with FS2002 only -)
What is left unchanged: - main ATC, flight plan route - SPACE -> Mikebutton
This adventure does not reflect the present
status quo of adventure evolution. I did not rework
the whole flight according to the new standard of AFDA's
professional adventures released as "Airline
Pilot 1" CD by Aerosoft. This
remake is simply meant as a tribute to all requests of flightsimmers who
wanted to have our 'classics' running in FS2002. -) Though it is a
bit outdated by now, it's still the "good old flight" - now even with
2 pilots aboard....
a.) General
This is
a regular flight between Frankfurt and Stuttgart taken from the Lufthansa's
Winter Timetable (27th
October 1996 - 29th March 1997) which was still valid when I started work on
this project<g>. The real-world flight,
(dep. 8:55 a.m., arr. 9:40 a.m.) is served by an Airbus A321.The flight number and times
have changed somewhat meanwhile, but
let's transport ourselves back to summer of '97 for a couple of hours...
b.) A quick and dirty description for the experienced aviator Here is the most essential information for those impetuous souls amongst you who cannot wait to get started. If this is all a bit of a riddle to you then please consult the more detailed description below - especially taking a close look at the charts. After all, any successful flight demands the most careful preparation - it could save you your life - and other people's too. Route: Frankfurt Rhein-Main Airport Gate B20
364 feet
N 50 02.9
E 008 34.2 /Terminal1 --> Taxiway N Ried VOR(RID 112.20
178°
6-7000 feet N
49 47.0 E
008 32.6 Neckar NDB (NKR
292)
166°
13,000 feet N
49 20.2 E 008 44.0 Luburg VOR (LBU 109.20)
138°
5000 feet
N 48 54.9 E 009 20.5 ILS Glidepath Rwy 25 intercepting
130°
4500 feet
N 48 48.0 E 009 33.3 Stuttgart Airport Gate 11 at Terminal 1
1267 feet
N 48 41.2
E 009 11.3 Pushback: unfortunatly the trick of having the aircraft pushed back by using a video file doesn't work anymore in FS2002. You need to perform a pushback by yourself either by using FS2002's pushback feature or using a addon tool like e.g. Lago's FSAssist Taxiing: Do not exceed a speed of 5 kts in the vicinity of the gates. Do not exceed a speed of 8-10 kts on taxiways. Your speed on bends, on particular, should not at any time exceed 10 kts - you have been warned! Takeoff: initial rate of climb - 2500 feet/min / 160kts. Acceleration at ALT 1800ft. Thereafter Rate of climb: 2500 ft/min at 250 kts (standard below FL100) Maintain until FL 100, increase IAS to 300 kts and reduce climb rate to 1800 ft/min (again standard procedure). Detailed description of the flight Ramp: We are standing at Gate B20
at Frankfurt airport, listening to the current ATIS weather report before
carrying out our pre-start checks and obtaining permission to start up our
engines (Frankfurt Ground Control on 121.95 MHz). The copilot has been very
busy and already pre-programmed the on-board computer for our flight. In Frankfurt we will be
taking off from the 'Startbahn 18 West'. During its construction this was the
site of heated battles with environmentalists. Runway 18 is generally used for
flights heading South or East because of the prevailing westerly wind in
Frankfurt. We travel to the runway via taxiway November and holding point N.
If you have one of the hird-party sceneries for Frankfurt, you just need to
follow the yellow taxiway lines. Please do not exceed 5-8 knots in the
vicinity of the gates, do not take tight 90° bends at more than 8-10 knots
and keep your taxiing speed down to 15-25 knots on the straight - this is not
Hockenheim. Furthermore, if you keep your taxiing speed down to 20 kts the
adventure will run smoothly. If you travel too fast, you may have problems
with the way some of the sound files are played back. The radio sequence for
start-up clearance, push-back and taxi has been simplified somewhat for this
adventure. In reality, after having obtained start-up permission from Ground
Control, you would also have to contact the Apron Controller from the airport
authority (Frankfurt Flughafen AG) which is responsible for taxiway N. Ground Control clears you
to follow the SID 'Neckar four Lima' (NKR 4L) which is normally used when
flying south from Frankfurt. Taxiing: Now that we have received
clearance for starting the engines we can start the pushback procedure. All
the pilot has to do is follow the instructions of the Ramp Agent regarding the
brakes. You need to push back the aircraft manually using the FS2002 option or
a addon tool (e.g. Lago's FSAssist)
until it is standing correctly aligned on the taxiway. Normally we would start
the engines during pushback, but since this was not possible during the FS98
video-sequence, we have to wait until afterwards. Since FSAssist is available
even starting the engines during push back is possible now ! -) Once we have received
clearance to taxi we can start to roll, after which our route is also cleared.
Once we are safely on Taxiway N and the cockpit signal (gong) has sounded we
can trigger the captain's first passenger announcement by pressing the speech
button SPACE. When we reach the S-bend on taxiway N, our copilot tunes into
the Tower frequency and we press SPACE again to announce our presence to Tower
Control (frequency 124.80 for Rwy 18 - the parallel runways in Frankfurt have
a separate frequency). Take-off: We have informed the Tower
that we will soon be ready for take off and after a short departure briefing
we are ready to go. Tower gives us clearance for a rolling takeoff. For a
particularly elegant take-off you can always use the FS2002 autothrust and
takeoff power facility.<g>. Once you have rotated and achieved a
positive rate of climb, retract the gear and we are away. After the copilot has
entered the transponder/squawk code (6612 in this instance) and tuned into the
Frankfurt Departure Control frequency (DF Radar: 120.15 MHz) Radar Control is
contacted automatically. It is necessary to press Ctrl+K for all further radio communications initiated by the pilot. Start to
raise the flaps and gradually reduce thrust to remain at an IAS of 250 knots
below an altitude of 10 000 ft. Your rate of climb should be 2500 ft/min. Once
you have achieved a positive rate of climb you can engage the autopilot (main
switch). The first waypoint is RID VOR. In the real world, the autopilot is
often not engaged until an interim cruising height has been reached. In this
adventure the autopilot can fly the aircraft virtually all on its own, even
from just after take-off if so desired. Once we reach 10,000 ft we can put our
foot down until we have attained our cruising speed of 300 kts... <g> Climb to 4000 ft
immediately after take off as prescribed by the SID. Frankfurt Radar will then
provide further instructions, especially regarding altitude, whereby the
controllers will, as far as possible, allow the aircraft to climb at a
constant rate rather than forcing us to level out at an intermediate altitude. After following the
Standard Instrument Departure route (SID) 'Neckar 4L' we turn direct to Ried
VOR (RID, 112.20) on a heading of 178°. From there we head towards NDB Neckar
(NKR, 292) on the outbound radial 166°. From Neckar NDB we turn towards
Luburg VOR (LBU 109.20) on a heading of 138°. ATC will provide us with
clearance for the relevant flight level and routes as we fly. When we cross
the threshold height - in this instance 6000 ft, due to the prevailing weather
conditions - we must reset the altimeter to a standard pressure of 1014
millibars to obtain a correct altitude reading. This is the standard pressure
used above 6000 ft and is prescribed for all aircraft. ATIS provides
information on the given threshold height which depends on the air pressure on
a particular day. If we did not adjust the altimeter, we would be at the
correct height for our pre-set pressure of 1024 millibars, but physically
would be at a different height to any other aircraft in the area with
correctly adjusted altimeters, which could result in a collision... On our flight we will
encounter some rather heavy 'clear air turbulence' at about 12,000 ft, at
which point we will request a new and less bumpy flight level than the 13,000
ft allocated by ATC. Once we have turned towards
Luburg after leaving Neckar behind us and the copilot has adjusted the
settings accordingly, press SPACE to play back the Captain's second passenger
announcement. Descent: Before we start our descent
the copilot will tune into Stuttgart ATIS, to permit us to hear the 'endless'
local weather report tape. This report is updated at regular intervals or if
there is any sudden change in the weather. We are obliged to listen to this
information and must confirm with ATC that we have indeed heard it. The main
thing is that we have heard the correct QNH so that our altimeter is set
correctly. We are then instructed to
descend and are passed on to Stuttgart Approach Controller (COM 125.05 - don't
forget to press Ctrl+K). With foresight, we have of course already started to
reduce our cruising speed - this ought to be done just after the Captain's
second passenger announcement because we have quite a bit of speed to
dissipate if we are to make a clean descent - i.e. without flaps - at a
reasonable speed. We start our descent 17 DME inbound from Luburg (i.e. 17
nautical miles before the Luburg navigation aid). We can set the autopilot to
250 kts with a rate of descent 2500 ft/min. Due to the prevailing
westerly wind, we can expect to be cleared for Runway 25, i.e. that we will
approach the airport from the east on a heading of 255°. We are cleared for
an ILS approach to Runway 25 using the STandard Approach Routine (STAR)
contained in the appropriate manuals. For this purpose, we must arrive at
Luburg at a height of 5000 ft, i.e. once we have been cleared for the ILS
approach we can descend at our own discretion unless ATC instructs us
otherwise. When we reach Luburg we supply ATC with our ATO (actual time over [Luburg])
as requested. This is done automatically by our copilot. The adventure
recognizes and displays our actual ATO (see cockpit clock) in text on screen
every time you fly the adventure. The WAV file, unfortunately, is not updated
and gives a 'good average' which I achieved during practice. At LBU we change
course to 130° outbound (i.e. fly on a heading of 130° away from LBU) and
continue to descend to 4500 ft. We then turn right towards the ILS path and
intercept it from below (NB.: never intercept an ILS path from above). It is
possible that after tuning NAV1 to the ILS beacon frequency (STW 109.09) we
have no display initially. However, do not worry, we will pick up the station
when we intercept the ILS glide slope at the latest. Do not rely on the
autopilot when lining up on the glidepath but fly the curve a bit tighter
manually. If you are worried about turning too early, press Ctrl+I to
check your relative position as otherwise the adventure will cut out - you
cannot take a short cut and miss this step out, unfortunately <g>. Once we are established on
the glide path (with both Nav1 needles centred) contact Stuttgart Approach
(press SPACE). We are then requested to get in touch again when overflying the
outer marker (abbrev. OM and combined with NDB radio beacon - SG 306). In the
meantime we have enough to do intercepting the glide path. Once established on
the glidepath we can activate the autopilot to lock onto it and turn our
attention to the flaps, regulating the thrust and lowering the gear. Then we
have to contact the Tower Controller (118.80) in accordance with ATC
instructions (Press SPACE). We are now starting on the final phase of our
journey. Reduce speed to 160 kts if you have not already done so, set flaps
and lower your gear. After obtaining clearance to land, touchdown, apply air
brakes, reverse thrust, then apply the brakes at 70 knots, close air brakes
and shut down reverse thrust. You can leave runway 25 via
exit F. Once we are clear of the runway we must inform the Tower Controller
(press Ctrl+K), who instructs us to contact Stuttgart Ground (121.90) (press
SPACE). Tower Control will give us clearance to taxi to the ramp and parking
position 11 at Terminal 1. On our way to the ramp we press SPACE so that the
captain can say good-bye to the passengers. Gate 11 is the second space
on the left between an LH Airbus on the left and an Air France aircraft on the
right. The adventure scans whether you really have reached your parking
position and ends once the aircraft has stopped or virtually stopped. Again,
in reality there would be an Apron Controller here too. Please do not forget that
there is a maximum speed limit of 250 knots below 10 000 ft for the benefit of
slower moving VFR traffic. Should you fail to receive
an ATC message at any point, press Ctrl+I (see below), to discover the
distance and heading you should take to reach your next waypoint. You have to
fly relatively close to the waypoints for the adventure to move on to the next
stage - otherwise life would be far too simple... Should you miss a waypoint,
there is a little trick you can use to get back on course - switch to the slew
mode and 'reverse'(!) your aircraft until it is inbound of the last navigation
beacon and, using Ctrl+I make sure that you fly over the beacon this time
round, then the adventure will pick up where it left off...<g> [probably
better than my 'holding pattern method', i.e. circling round until I pick it
up again] One last comment regarding
real-life flying. As I explained above, I have altered the real frequencies
used by Frankfurt Tower and Frankfurt Ground by 0.05 MHz to avoid the
irritating standard Flightshop ATIS messages. I feel this solution is by far
the lesser of two evils. The frequencies for Frankfurt Radar and Stuttgart are,
however, taken from real life. The main thing is enjoy
yourselves, have a pleasant flight and a smooth landing. A minimum requirement for this adventure is Microsoft's FS2002 German Airports 2 Scenery by Aerosoft is recommended The Files: - LH390.ADV,LH390.FLT, LH390.WX belong in your
...\FS2002\flights\fs2kadv folder
The Aircraft The adventure automatically
loads the MSFS2002 B737-400. I "repainted" it to my favourite livery,
there are some available for free
from flightsim.com.
Naturally you can also call up the situation file LH390.FLT outside the adventure and select a different plane instead. You need to copy-paste the FLT-file in you folder /flights/myflts first.... If you do this, it is important you remember to store the situation file under the same name. Next you must record a new pushback video and save it under the same name as the original one. For further please refer to our FAQ section on AFDA homepage, too. 5. Tips for a successful flight Key combinations available in-flight: · SPACE makes
radio contact, i.e. broadcasts the pilot's/copilot's message. If your Com
receiver is set to the correct frequency, ATC will answer. If it is tuned
to the wrong frequency they won't answer because they can't hear you. In
this adventure you need to press SPACE each time the pilot contacts a
new station. All the other messages are played automatically. This is in
contrast to the procedure used in "Airline Pilot 1" a simplification -
you do not have to press the mikebutton for every transmission.
Likewise, you are also asked
if you would like to have the messages displayed as text (to ease understanding),
or whether you would prefer to have this option switched off this and would
like just to hear the messages as you would in a real cockpit...<g>
This Adventure has no error recognition. If you fly to Marseilles instead of Nice, it is your own fault and you will receive no clearance from ATC. If you head off to the wrong runway, you will not be given takeoff clearance. If you are in doubt as to where you should be going, press Ctrl+I for heading and direction. This adventure is free software
/ freeware in accordance with the current legal definitions of the terms.
Anyone can use it and pass it on to his or her friends (or enemies if you
don't want to see them for a time... <g>). I do not mind you uploading
it to any mailbox or Internet server which does not incur any extra download
charges, in fact I would actively encourage you to pass it on to other
flight-simmers, just as long as no alterations are made. If you wish to
make changes for your own personal or private use, please feel free to
do so.
As far as it is humanly possible
to ascertain, this software was virus-free on publication. It has been
tested with several reputable and up-to-date virus scanners. Unfortunately
I can undertake no guarantee as to what might have happened to the software
since it left my hands.
I would like to take this
opportunity of thanking Steffen
Rabenau (Frankfurt Ground) for his dulcet tones, his
professionalism, his speed... Don't worry Steffen, the next adventures are on
their way. He is based in Berlin and runs his own travel/bus company Thorsten
Marx (Frankfurt Tower) for his support and co-operation.
Don't worry, you'll get a bigger part next time round, Thorsten <g> He
works as a surgeon in a Berlin hospital. Wolfgang
Schulte (Frankfurt Radar) for his
immense help, patience and speedy replies to emails. He lives in Münster and
has been a real asset for this project because he has a PPL. You may have
heard him in a walk-on part in Joachim Kroll's adventures. Thanks for
undertaking the test flight, for help with the flight plan and tips regarding
approach plates and the Navigator 6 flight plan. Peter
Hiermeier (Stuttgart radar and designer of the Stuttgart scenery
airport). He lives in Stuttgart and a big thank-you for helping out even
though you didn't really have enough
time. I can't wait for your next scenery. And SPECIAL THANKS for the Swabian
accent and, of course, the airport without which the landing would have been
far less exciting. I chose this destination deliberately because of your
marvellous scenery. Bernd
Hackner (Stuttgart Tower) for his spontaneous reaction and
help with the beta version - there should be more users like you... Martin
Häusler (ATIS Stuttgart), Noble Air pilot and in the meantime
HUB CAPTAIN ASSISTANT in the new HUB Munich. I would like to recommend his
homepage, http://ourworld.compuserve.com/ homepages/Martin_Haeusler in this
context. Thanks for your enthusiasm, tips and also for getting your sister
(Stuttgart Ground) to participate who I would like to say an extra thank you
to here. Also thanks for the FS5.1 test flights and the detailed reports. Thomas
Hulliger (Swiss Air 572 captain), lives in Zurich. Thanks for
helping out and recording the wavs. Sigrid
Desczyk: I would also like to say a special work of thanks to
my girlfriend Sigi (Frankfurt ATIS)
for her immense patience and amazing tolerance regarding the many, many hours
and long nights I spend at my PC. 'I'll just finish this one last file off
quickly, OK??!' Stefan
Benzinger, a keen flight-simmer and tried and tested speaker in my last
adventure to Munich. A doctor in a Clinic in Schongau in Bavaria (yet another
surgeon). Thanks for providing the FS5 situation file. Joachim
Kroll: last but not least, I would like to thank Joachim for
help with programming, for revising GPWS 7.2 - who knows whether I would have
ever managed it on my own - and for giving me access to his work and answering
all my emails. I don't suppose this project would have got off the ground
without you. Claus
Kindt: my untiring advisor and former DFS air traffic
controller - thank you for all your tips, explanations, and all that you have
taught me about flying, giving me an insight into your own immense knowledge
of this subject. Thank you, Claus, without you, I would not have achieved this
degree of reality. Jon
Shepherd (voice of BA 922) a flight-simmer from Cologne who took the
English translation off my hands to give me a bit more programming time. Wolfgang
Milius, who plays the Ramp Agent
responsible for the pushback in Frankfurt Peter
Fuß, who took over from the female traffic controller in
Stuttgart when she went for her break -
thanks a lot Peter. André
Wieczorek for filtering the Airbus waves. Ralf Hürst (voice of LH1148) Alain
Nicco from France, (voice of Air France 1466) Jörg
Steinhauser (voice of LH 4816) Markus
Hölscher (voice of LH 4731) Grisu (voice of LH 4916) Frank
Dunkelberg (voice of LH 1160 ) Tom
Cobbley: just for being there to complete the list And me, Steffen
Gerlach, still aged 33 - lol - , a doctor working in - yes, you've guessed
it - the surgical department of a
clinic. This time I speak the voice of the pilot on board LH 390. If you have anything to say
regarding this adventure, please do not hesitate to drop me an email - all
feedback is welcome! I would just like to add
one last word here [that'll be the day], that this adventure is intended as a
small thank you to all those authors of scenery, panels, adventures, tools and
other add-ons for Microsoft Flight simulator and from whose hard work I've
profited and who have made the flight simulator such an enjoyable experience.
A big thank you to you all. All other parts were played by members of the cast. A big thank you to you all for the outstanding collaboration! This adventure would not have been the same without you. It is heart-warming to see the international co-operation that goes into such adventures, especially in such politically uncertain times. It is also good to see that the freeware spirit is not just alive and well in the flight-sim community, but that a lot of things would not be possible without it. Many happy landings Steffen Gerlach, Member of AFDA, March 2003
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