We are looking for two additional A330 pilots to join our advisory team.  We will ask for credentials (sorry for that), but if you are willing to assist contact us on mathijs.kok@aerosoft.com

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atav757

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Everything posted by atav757

  1. This has been bothering me for ages in P3Dv5. Whenever I disable USCitiesX, this random square in the ocean goes away, so I know it's not any other addon. Anyone else had this issue? Any ideas?
  2. They are here: Prepar3D v5 Add-ons\Aerosoft A320-A321 Pro V5\Data\ They're called Custom.abx etc.. You can open with a text editor.
  3. If it’s the page I believe you’re referring to, you put in the actual deliverd volume of fuel into the LSK in which the brackets are located. That’s simulating that you’re telling your company that the quantity of fuel ordered was delivered sufficiently.
  4. You're right, I had the same issue and the aircraft started to accelerate at about 10200 MSL, even with my ACC ALT set at 11000MSL
  5. Almost 2 years later.. any word on this being fixed?
  6. It's on purpose. On the real Airbus (along with some other jets) you cannot release the PB using your toe brakes. Use ctrl+. (period key) to set and release. We all wanted Aerosoft to make this change and glad they (at least) did this.
  7. I also use airplane toolbox. It is DEAD wrong with IAE flex trust me. The other day it gave me for a MTOW A321 Flex of 69 on KBOS's 33L... I knew the airplane would overrun the runway. I wish it would be fixed!
  8. Sorry yes, I meant the opposite of what I said. In that case it'll be more complicated, you'd have to duplicate all of the internal lines and make them =2
  9. In the sounds.cfg, all you need to do is edit all the external sounds to say viewpoint=1 instead of viewpoint=2
  10. Quick answer: Yes, you can change it in CRZ. Maybe you tried to add too much and it was more than Vls+15?? So the way it works IRL is yes you can manually adjust the VAPP up to Vls+15kts (as far as I've played with it, this works on the AS Airbuses). The company I'm referencing only has pilots do this for suspected windshear. The Airbus uses what's called GS mini, which is a feature that, when you're doing your approach in managed speed mode (speed knob pushed in), the aircraft will automatically compensate for winds and gusts during approach. This is not obvious to the pilots, but your target speed bug will move slightly up and down automatically. When you enter ATIS / TWR winds into the MCDU approach page, the airplane starts calculating speeds, and uses that reported wind to "detect" (really estimate / guess) a gust. No need to change your VAPP unless at our discretion we'd like to add a few knots for whatever reason.
  11. Absolutely my friend! Didn't feel discredited, I'm interested that I now see AS doesn't model, and actually most airlines don't have this cability on the 320 series. So I was the odd one out! I love learning new things about other ways to fly these machines.
  12. Look at jepp charts for BIKF RNP 01. It will say point blank: "Baro-VNAV not authorized" for example. I suppose then this comes down to an aircraft optional equipment thing. Remember that companies are authorized to do different things and aircraft have different optional equipment. According to our SOPs, as long as the compensation is activated in the FMS via the MCDU, the aircraft is considered to have a compensated Baro-VNAV. From the horse's mouth in my attachments. You also didn't display the rest of the NOTE section after that paragraph in the AIM which states: This paragraph in the AIM tells me that compensated baro-vnav exists.
  13. Haha! That's the example I almost used for hot. My airline flies into there and I did it once in the summer, all you need is the temp to be above like... 74*F? and need to temp comp. I remember briefing the approach and saying to my captain, "what the heck". Then I looked at the elevation haha.
  14. I realized you may be talking about procedures outside of the US. Again I did say "This is how we do it in the US". Looking at some European charts, I never see this line. It seems to just say "VNAV approaches not authrozed below .." which of course means you just can't use those minima. In US/Canada (at least), the chart will tell us at which temperature to start compensating (like my first examples), and we just activate compensation in the MCDU, then we can use VNAV minima.
  15. I appreciate your input, but I was not partially incorrect. He's asking in reference to the Aerosoft Airbus.. a BARO VNAV system IS considered compensated if you apply altitude corrections electronically. I pulled this right from my company's SOP manual. It's very simply described and a pretty easy concept. Trust me, I've shot many approaches with that line stating that, at temperatures below and above the range, all legally. In other words, you CAN use the VNAV minima as long as you compensate.
  16. *This is how we do it in the US* If approach plate says: This means that you need to compensate when temp is below -16C or above 54*C for ONLY points from the FAF to the MDA, not including the missed approach segments. You also don't have to tell ATC. If it says: You must compensate ALL points on the approach from the IAF/IF to the missed approach hold, advise ATC, and also adjust your MDA/DA.
  17. Just tested on latest version of all Airbuses, it worked exactly correct for me! FD pitched for V2+10 until I reached my ACCEL of 3180ft, then it bugged to 250kts.
  18. I'll try that and get back to you guys. Thanks for trying to replicate.
  19. Same issue for me, just updated my AS busses and I've been using the latest P3Dv5.1 and no dome lights for me reallight is in the gauges folder.
  20. Ah okay! Good enough, I assume we'll see these features added in awhile. Thanks
  21. I for the first time opened the AB_fuel.xml and saw the code so I didn't need to post all this. But I do see it's now handled partially by a dll? So I suppose the things to be fixed are when engines are off, and the slat extended thing.
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