skelsey

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About skelsey

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    Flight Student - Crosscountry

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  1. Aha! I see, makes sense. Thanks! Simon
  2. I see! Would have been good for members of individual VAs to quickly be able to see which fellow members are available rather than having to hunt through a large public list or come up with some internal system for pairing pilots but nonetheless a great step forward.
  3. Looks very interesting! I'd be interested to know how this is likely to work with VAs -- will there be a way for VAs to have "members only" areas or is it just one big public area for all CFD users? Simon
  4. Practising Go-Rounds - Where?

    Hi Clive, There are two (actually three) separate aspects here: the go-around actions (i.e. the actual aviating, flying the aeroplane bit), navigating a missed approach procedure, and finally diversion planning/execution, and I would suggest breaking them down as such. Firstly, the go-around actions themselves: you are absolutely right to want to practice as the all-engines-operating go-around is probably one of the most commonly stuffed-up manoeuvres in aviation! At typical landing weights the average jet is very sprightly when full thrust is applied and things can happen very quickly. It is well worth rehearsing the go-around actions (by touch) as part of your approach preparation/briefing, before you start your descent: if you do so every time you fly you will soon have committed the actions to memory. You should ensure that you have set the initial missed approach altitude on the FCU once you are established on the approach (i.e. GS green on the FMA). Assuming you are going around from relatively low height (as this is ironically the most straightforward scenario), the sequence is very simple: On the decision to go around, the call is "Go around flaps" Set the thrust levers to TOGA, verify that the thrust increases and you get SRS | GA TRK on the FMA and rotate towards 15 degrees (and follow the FD SRS commands). Retract the flaps by one step Once you have a positive rate of climb (and not before!) - gear up Verify that the missed approach route is being tracked (i.e. select NAV or HDG as appropriate and verify on the FMA) At the Missed Approach Acceleration Altitude, select climb thrust (LVR CLB will start flashing, just as on takeoff). The speed target will now change to Green Dot and you can clean the aircraft up as appropriate. Verify that the missed approach altitude is captured (ALT*/ALT annunciates on the FMA). The aircraft will automatically re-string the approach in the FMGC for another go if so desired. As for tracking the missed approach route: this really is just the same as tracking any other procedure. Like anything else you do you should brief/plan the missed approach procedure as part of your approach briefing so that you know what to expect and can anticipate any potential traps (e.g. a very low missed approach altitude, complex tracking requirements etc). The missed approach procedure should be automatically selected and available when you select the approach in the FMGC and nine times out of ten you can simply track it in NAV mode (obviously ensure that the database matches the chart and that what the aircraft actually does matches with that!). Note that often ATC may give you a heading or other instructions if the traffic situation means that the standard missed approach procedure on the chart would bring you in to conflict with another aircraft, so be prepared to follow such instructions if necessary. Finally, when it comes to diversions -- again this is a question of prior planning; again as part of your approach briefing you should have an idea of where you might go if for some reason you are unable to get in to your intended destination and how much fuel you will require to get there, and don't forget you can also enter the alternate route in to the FMGC. If there is ATC available they may just give you vectors or a direct to a convenient point. As far as the aircraft is concerned, simply do a LAT REV and enter your new destination. After that, it just becomes a case of planning and executing an approach at the new destination, so it will be very busy but otherwise exactly the same as planning an approach anywhere else! The main thing to bear in mind is your fuel situation as you will likely be running close to final reserves at this point. As for your question about planning for a practice detail -- all you need to do is load sufficient fuel for whatever it is you are planning to do. There is certainly no need to do anything with PFPX etc -- indeed if you are planning to fly a number of go-arounds/circuits then PFPX is not really set up for this at all as it is designed to give you a plan for a point-to-point flight.
  5. MCDU PERF APPR page

    The short answer is -- yes, the aeroplane uses this data for various reasons, not just the VApp calculation. How much is functional in the Aerosoft bus, I'm not sure! The QNH value is used to compute the cabin pressurisation schedule, and the temperature is used to refine the VNAV descent profile (as it gives an indication of ISA deviation). The entered wind is very important (and I am sure that this is modelled on the AS A320); this is used for the VApp and Ground Speed Mini calculations. Vapp is defined as VLS + 1/3 of the headwind component based on the entered wind with a minimum of VLS + 5 and maximum of VLS +15 (of interest -- note that the aircraft expects an entry in degrees magnetic, as would be passed by the tower; METAR winds are in degrees true and depending on where you are in the world there may be a significant difference). Because the minimum value of VApp is VLS +5, you won't see any effect until the entered headwind component exceeds 15 kt (in practice obviously a headwind component of 18 kt is required before you get a VApp value of VLS +6).
  6. Tiller Sensitivity

    Personally I find the tiller quite comfortable (using the twist on my MS Sidewinder) but I guess it may depend on your hardware. Remember that in the real aeroplane the tiller NWS is by wire and the forces are very light. The response is also non-linear and increases in sensitivity with tiller deflection. The key is being smooth, holding the input and waiting for the aeroplane to respond and making small smooth adjustments as necessary. If you are aggressive with the tiller, move it or let it spring back rapidly or apply lots of lock quickly you will destabilise the aeroplane. Never let it 'snap' back to the centre and you hardly ever need to apply full lock: if you do then you should get there smoothly and progressively, and the same as you 'unwind' the steering back to centre as well. Sent from my GT-I9505 using Tapatalk
  7. The issue here is that you are seeing the Overspeed protection in action. For some reason (most likely a wind shift) the airspeed has increased in to the overspeed band. In this situation the aeroplane will pitch the nose up in order to reduce the speed. As mentioned above, the most likely issue is not with the Aerosoft Airbus per se, which is operating exactly as designed and as the real aeroplane would, but with the FSX weather model.
  8. APP PERF DATA: VAR WINDS

    I also enter it as a tailwind, though Airbus are not specific so this is 'technique' rather than the law! In practice it actually doesn't make a jot of difference: the minimum headwind component considered by the GS Mini computation is 10 kt, so if the wind you enter on the PERF APPR page is a tailwind or anything less than a 10 kt headwind, GS Mini will always be VApp - 10 Sent from my GT-I9505 using Tapatalk
  9. Tricks for better visual approaches?

    Let us know how you get on!
  10. Tricks for better visual approaches?

    Some tips you may find useful: - Most importantly, small, smooth corrections are the order of the day. Less is more! The Airbus FBW makes it very stable in manual flight. Avoid big, sharp inputs and resist the temptation to overcontrol. Smooth, progressive inputs. If you start getting in to bother let go of the stick for a moment and the aeroplane will sort itself out. - Seat position: make sure your eyepoint and zoom level is consistent between landings. If it is not, you will never get the right 'picture' in your mind. - Next time you do an auto-coupled ILS, have a look out of the window and look at the runway perspective and general 'picture' -- this is what you are looking to replicate. - Datums: with full flap & gear down you are looking for roughly 1.05 EPR (IAE) and 2.5 degrees pitch. Flap 3 the thrust will be slightly less (about 1.03 EPR) and the pitch attitude slightly higher (about 5 degrees). Pitch will be identical for the CFMs but obviously it is an N1 target rather than an EPR and I cavy remember it off the top of my head as I don't fly them! (I will look it up later but from memory it's something along the lines of Gross Weight in tonnes plus 7, I think). Power + attitude = performance and this will give you, roughly, a 3 degree flight path angle descent. It is a starting point - make small tweaks from there to correct as necessary, and generally aim to come back to (or close to) those datums after each correction. - Rate of descent for a 3 degree glide = Groundspeed x 5 (my brain works quicker by dropping the zero and dividing by 2 -- eg ground speed 140 kt drop the zero = 14, 14/2 = 7 so approx 700 fpm). Again this is a rough figure to get you in the ballpark and if you are deviating significantly from this number then this is a sign your approach is unstable. - Get yourself configured early in level flight at Vapp, aligned with the extended centreline. As the PAPIs come in to 2w/2r, gently ease the nose and thrust to the datums above and let go! This should put you on a nice 3 degree glide with very little intervention needed. Again, just small smooth corrections to maintain centreline and glide path. Your aiming point should be the 1000ft markers -- FS PAPIs can be inaccurate so be prepared to discard them, especially below 200ft. Keep the aiming point fixed in the windscreen but remember to maintain the correct angle of descent - judged visually (runway perspective) and using the PAPIs. Avoid the temptation to come in low and flat. Get a good scan going - outside AND the instruments - it is vitally important that you continue to monitor your airspeed etc. - Coming through 100ft it is very important that you are nicely stable because of the way in which the Airbus works (flare law). Avoid the temptation to chase the glide path excessively at this point, especially if you are slightly high - just accept it or, if you are really high and thus are going to miss the touchdown zone, then go around and try again. LOOK OUTSIDE. - At 50R you should be over the threshold. LOOK OUTSIDE - at the far end of the runway. This is very important! - At 30R start the flare with gentle but positive back pressure. Keep looking down the runway as this is how you judge the pitch change in the flare - visually, NOT on the PFD. You are looking for around 2-4 degrees of pitch up, which is JUST enough to be perceptible as a change in attitude. - At 20R close the thrust levers and HOLD the attitude - this will likely require sustained backpressure. Wait for the touchdown! I have produced a video about this for 'the other lot' but I shan't link it here -- however the above is the bones of it. Hope that helps. Sent from my GT-I9505 using Tapatalk
  11. Landing Memo and Autoland

    Oh yes, absolutely. What I was trying (clumsily!) to say was that you have to be on a trajectory that will take you 'across' (or 'in to') the glideslope beam - either descending fast enough to 'catch up' with it if you are capturing from above, or flying level starting from a position below the glideslope. As most people posting with issues (and I would guess the OP) tend to be descending in managed descent towards the platform altitude, I suspect that many 'not descending on the glideslope' issues are a result of being (perhaps even marginally) too high, getting in to ALT* and subsequently flying away from the glideslope. You are, of course, quite correct in saying that it is possible to capture the glideslope from above, provided of course that you follow the appropriate procedure to ensure you are descending at a suitable rate and will not get in to ALT* . Sent from my GT-I9505 using Tapatalk
  12. excessive airspeed on decent and landing

    As per my response to your other topic, I am slightly confused as to why you have leapt to the conclusion that the aircraft is 'poor'.
  13. Landing Memo and Autoland

    As Tom says, it would be useful to see some screenshots. The Landing Memo is displayed on the left lower quadrant of the Upper ECAM. I have conducted literally hundreds of approaches and landings to LHR and LGW with the Aerosoft Airbus and I have never had an issue with it failing to capture the glideslope. Remember that GS mode will not engage unless you are first in LOC mode. This is how the real aeroplane works too, and it is a quite sensible safety feature to prevent the aeroplane from descending on the glideslope outside of the area that has been assessed as terrain and obstacle safe. If you do not arrange your descent so that you are on or slightly below the glideslope at the point at which LOC* is annunciated, you will, quite clearly, never capture the glideslope and continue in level flight, and I suspect this is what has happened in your case.
  14. A320 IAE Autoflight

    Of course you may (though, as Frank says, General Discussion may be a better location). Only too happy to help where I can!
  15. A320 IAE Autoflight

    As mentioned above -- the main answer is the same as any time that the automation isn't giving you what you want in managed mode -- go to selected modes (like OP DES or, rarely, V/S). You can also adjust the speed (unless ATC have issued restrictions) -- higher speed will result in a steeper descent profile (drag increases with the square of speed whereas Green Dot represents the best L/D ratio, i.e. the speed at which the aircraft will glide the furthest). If you are very high and/or you cannot increase the speed any further you may need to add some drag (i.e. speedbrake), but a more efficient solution is to anticipate the problem early (as in - before TOD) and potentially start down before (or, in the case of a headwind, after) the FMGC has computed (if you're putting the speedbrake out, you're essentially throwing away all the energy you put in to the aircraft earlier by staying high with the engines at cruise thrust -- a bit like turning the heating in your house on full for two hours, then realising it's too hot, turning it off and opening all the windows: it would have been more efficient to on turn the heating on for one hour and not have to open the windows in order to throw away all the energy you put in that you now don't want). I should add that all of the techniques above are very much real life ones as well -- even if you have put the winds in to the FMGC, the chances of the forecast wind matching up exactly with the wind experienced by the aircraft in real life are virtually nil, plus add some other atmospheric and aeroplane vagaries (no two aircraft are quite exactly the same, if you have to use the anti-ice during the descent that will increase the idle speed of the engines and therefore reduce the rate of descent, etc etc etc) and the FMGC computed descent profile very much becomes a "best guess" rather than the definitive answer. This is why the FMGC, in managed descent with managed speed, retains the ability to vary the speed from the computed target slightly in order to allow it to correct for minor variations, but if the wind is significantly different then pilot intervention will be required to regain the path. Likewise (and not saying this is necessarily the case with this particular arrival, but they certainly exist) the FMGC cannot rewrite the laws of physics: there are some STARs and approaches which are designed in such a way that the profile is simply unachievable in managed mode. The FMGC is good, but it's not infallible and a human pilot monitoring and tweaking the descent can almost always do a better, more efficient job. All you need to know really is your ground speed (which is computed by the aircraft and displayed on the ND). However, calculation of head/tail/crosswind components is bread and butter for pilots. If the wind is at 90 degrees to your flight path then, of course, there will be no change to your ground speed (although, of course, to maintain tracking you will have to turn the aircraft in to the wind somewhat to lay off the drift, which in turn will result in a headwind component, but we're starting to get in to the realms of technicalities here). If, as you rightly say is normally the case, there is some element of crosswind and tail/headwind, then you can use a rule of thumb to estimate the components which is close enough for for flying work -- the "rule of sixths". For each 10 degrees off the nose, take a sixth of the wind speed as crosswind component (60 degrees or more take all of it). So for 20 degrees off the nose then 2/6 is crosswind, 30 degrees off the nose take half and so on. The same formula works in reverse for head/tailwind components: on the nose take all of it as headwind, 10 degrees off the nose take 5/6 as headwind, 20 degrees take 2/6 and so on (and likewise for tailwind). Greater precision can be achieved with something like a flight computer (more commonly seen in basic flight training and GA flying, but I know airline pilots who still carry a whizz wheel with them in their flight bag!), but this isn't really necessary on a practical level. As a good rule of thumb -- height to lose x 3 = distance in NM (i.e. if we assume the airfield is at sea level and we are at FL360, 36 x 3 = 108NM) (slightly steeper than 3 degrees) or distance to run x 3 = the height you should be at any particular point during the descent (so at, say, 40nm to run = 40 x 3 = 120 = 12,000ft) (slightly shallower than 3 degrees). Add a bit to allow for deceleration -- about 10NM is a good start -- and add (or subtract) a bit for the average head/tailwind component you anticipate throughout the descent (add about 2NM per 10 kt of tailwind, subtract for a headwind). This is a quick, rough calculation that you should do for every descent to sanity check the FMGS numbers -- and don't forget to monitor the descent continuously throughout using that range x 3/height x 3 rule of thumb mentioned above and intervene if necessary. Remember that the descent is not just about losing height, it is about energy management and so speed comes in to the equation as well - if you are at 10,000ft 35NM out at 250 kt IAS you are roughly on profile, but if you are at 10,000ft 35NM out at 350 kt you are high because you will need to level off at some point to reduce the speed! The FMGS is at the end of the day a dumb computer: it cannot anticipate in the same way as a human pilot can and if left unchecked it will quite happily add thrust during what it thinks is a shallower part of the profile, only to get high and subsequently demand MORE DRAG. As I say -- 99.9% of the time a human can do a much, much better job