skelsey

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About skelsey

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    Flight Student - Crosscountry

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  1. 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
  2. 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.
  3. 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
  4. Let us know how you get on!
  5. 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
  6. 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
  7. 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'.
  8. 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.
  9. Of course you may (though, as Frank says, General Discussion may be a better location). Only too happy to help where I can!
  10. 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
  11. How long is a piece of string? At what weights, altitudes, speeds etc? There's a big difference between an empty aeroplane and one fully loaded. Jet transports (in fact, most aircraft) are not often flown to achieve a particular rate of climb or descent in real life: you set the thrust and pitch for an airspeed. What makes you think that the rate of climb or descent is too high?
  12. Sorry, but your understanding here is flawed. Wind will not affect the rate of descent, but it most certainly will affect the angle of descent, and this is what is significant. If you have a tailwind, your ground speed will be increased. Let's say that you start off at A at FL240, and you want to get to point B, 63NM away, at 6000ft. That's an 18,000ft change of height in 63NM -- very approximately a 3 degree path. If you are flying at 420kt TAS and there is no wind, your ground speed will also be 420 kt. It is easy then to establish that it will take 9 minutes to travel from point A to point B. To lose 18,000ft in 9 minutes we need to descend at 2000 fpm. Agreed? OK. Now let's say that our TAS is still 420 kt, but now there's a 60 kt tailwind, making our ground speed 480 kt. How long will it take to travel the 63NM from A to B now? Easy: 480 kt is 8 nm per minute, so 63/8 = 7.87, so just under 8 minutes. Our rate of descent is still 2000 fpm (because the aeroplane doesn't care about its ground speed - it will continue to perform just as it did before.) What altitude will we be at when we reach B this time if we start our 2,000 fpm descent at A just as we did before?
  13. Hello, I've not tried this airport specifically but when I've done training circuits before, simply select the last departure runway with no SID and the ILS for the landing runway with no VIA or STAR. Leave the discontinuity in and you will end up with a convenient extended centreline and the ILS will be tuned should you wish to use it. Regarding the warning: my assumption is that this is the takeoff configuration warning. This is quite normal if the flaps have not finished running etc and it would be usual to brief that 1) the configuration warning may sound briefly and 2) if this is the case the trainee must continue the takeoff unless the training captain calls "stop". Once the nose wheel is on the ground, select flap 2, stand up the thrust levers, disarm the spoilers and check the trim is in the green band. Then select TOGA. Sent from my GT-I9505 using Tapatalk
  14. Have you turned on the fuel pumps on the overhead? Sent from my GT-I9505 using Tapatalk
  15. From the minimum system requirements on the product page: Just saying....