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bill3810 last won the day on May 1 2018

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About bill3810

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    Airbus Beta Tester

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  1. What's the operating envelope of the A319?
  2. bill3810

    Engine Thrust

    Book Data: TOW 66.0 / CG 33% / Climb Profile: 250/300/.78 ISA+ 10 Time: 25 Min Fuel: 1870 KG Dist: 163 NM I would say it's spot on since the real plane isn't exact either. Note: Climb tables based on climb profile of 250/300/M.78 not CI
  3. Not all of the radars work this way, In our fleet we have some that process this pretty smooth image in auto and others that look like the manual. First thing I do is go manual tilt and get rid of that crap. Also the manual image is usually not exactly like the auto image as in auto it's getting the entire weather picture and then presenting it where as in manual it's a bit different. if you have access to an FCOM or the radar documentation you can read all about it again the way it presents the data on the ND depends on the system installed. brtkstn's images are typical, the radar in auto scans different elevations then presents a picture, if you go to manual tilt you will find you would be above a lot of that weather. The newer radars will still show weather but if it's not in the path it will be hatched to indicate off path. Nice feature.
  4. It does appear to be messed up. you can try copying the active flight plan to the secondary then activate secondary and see if that clears it up. Just a thought when something weird pops up. I have correct speed issues dropping to low 100's by using the secondary flight plan in this way. I don't know why it works but it's worth a try in the interim. it is a very short time at cruise as well so that might have been the issue here as posted above.
  5. As a suggestion, don't run PRO ATC, ACtive Sky or Active Sky Cloud, see if it has an effect and then start adding them back one by one. Something like this you can maybe narrow it down.
  6. I have also seen this on my machine during beta testing and it has been discussed within the team. Here is a fix to try, passing 10,000' copy your active flight plan to the secondary. Then when you loose the speed like that. Select heading activate secondary, clean up your flight plan so you are tracking to your most current fix and re-engage managed mode. This has worked for me until we get this sorted out. I copy the active to secondary anytime I make a change to my flight plan such as adding a star or runway etc. Just copy active then if the speeds go south activate secondary and it should fix it. Why I do not know!
  7. Any time i'm beta testing the flight is recorded. Well what I do is stream it privately so it's not much of a hit on my system and then I have a copy to go back and watch. Some times you will mess up and not notice it in the middle of a takeoff as you are single pilot in a two pilot airplane and it's not later until you watch the video that you see your mistake. There is a huge difference between really being in the airplane as a crew and sitting in front of your PC with a cup of coffee and bagel in your hand while you fly, surf the web, watch tv, fend of the cat and dog and answer your child's age old question... Why? :-)
  8. Yes this was the most current beta at the time. Maybe something else was messed up and just not noticed, I just wanted to see if something jumped right out at me. Which I didn't really see anything at the moment..
  9. Let us know if it happens again we will need to look into it.
  10. Which distance and direction. 3L or 3R , the Airbus is good but it's not a mind reader :-). Hope this helps.
  11. I had a little time today so I did a test run in the Airbus industries A321 CFM. Here are my findings. CFM Airbus Industries A321 TOW: 81.0 Tons Weather: Standard Day Airport: KJFK/22R/TOGA Thrust/Conf 1+F Climb Profile: 250/300/.78 (Open Climb) (Constant Heading 220) Cruise Alt: FL350 SRS: +3200 FPM Climb Acceleration Altitude: Pitch down to +500 FPM Climb Clean: +3200 FPM Climb below 10,000 / Climb N1: Appx 93.0 % 10000 - 20000: +3000 to + 1500 FPM @ 300 KIAS Open Climb 20,000 - 30,500: +1500 FPM to + 600 FPM @ 300 KIAS Open Climb Mach Transition:.78 30,500 - 35,000: +800 to +500 FPM M.78 Below are the values I recorded during the flight and are compared to the RW charts for the applicable engine and weight. ALT Time Fuel Distance RW Charts 321 270 16:30 1635 96 AS 321 270 16:10 1750 90 RW Charts 321 300 20:30 1850 121 AS 321 300 20:15 2050 122 RW Charts 321 350 27:30 2340 178 AS321 350 27:40 2520 179 Based on these numbers I don't see an issue however it's hard to say without seeing a video of what you did.
  12. Thanks for the formation. Also be advised we are doing some mods on the performance of the aircraft so it could be an issue. A video of takeoff to 10000 feet focusing on a closeup of Main Inst display PFD/ND/(EWD/SD) Would be great. Its not uncommong for the real aircraft, weight dependant, to pitch down from + 500 to +1500 fpm climb during acceleration phase. I’ve seen 0 fpm and even a slight -100 fpm desc when heavy and turning at flaps 0 selection. Usually after that it’s 2500 to 3500 fpm climbs up to 10000 depending on weight and atmospheric conditions. A short video would be great.
  13. Where you still in SRS mode (FLX or TOGA) or were you in CLB thrust in the Acceleration Phase (pitch down to accelerate and clean up) or were you clean and now climbing in Open Climb or CLB mode? Details please.
  14. As Dave said it's very important to give us the details. If you tell me the climb is slow I have no reference. I know what a slow climb in the real airplane is, but a slow climb to you might be normal under the weight and atmospheric conditions RW. Just F.Y.I. Based on your load out here are real world numbers. Climb Profile: Max Climb Thrust (250/300/.78) That's 250 below 10000, 300 KIAS until the transition to Mach then .78 until reaching cruise altitude. Aircraft: A321 ISA: Standard TOW: 84T ALT: FL340 TIME FUEL DIST CFM: :28 2422 kg 183 NM IAE: :26 2260 kg 169 NM Time your's the next time: if you're within 5% of the RW numbers then you're fine, as the RW airplane isn't always exact with these numbers as well. Just keep in mind, no level offs, no delayed climbs it's a straight shot up to that altitude and check your numbers. Anything you do different from above will skew the numbers.
  15. Another way to do it is keep the distance the same and adjust the v/s based on winds. (ALT to Lose /1000)* 3 = TOD Ground Speed/2 + 0 = VS So 30,000/1000 = 30 * 3 = 90 nm TOD GS say 460 Knots / 2 = 230 + 0 = 2300 FPM So lead it by 2 NM @ 92 NM out start down at 2300 FPM and do checks every 5000' on your way down to ensure you're still on profile. At 25000 ... 25 *3 = 75 NM out verify at 20000 ... 20 * 3 = 60 NM out .etc. if your high or low adjust. remember your TAS goes down as you go down wind depending so you will have to divide your new GS in half and add a 0 to get the new VS to stay on 3 deg path. very easy actually. EDIT: This doesn't account for deceleration at 10,000 or for approach and configuration only to keep you on a 3 deg slope. Also you have to take into account Field elevation. if you are 30K and field is at 5K you only have 25K to lose. Also plan to be down at 10000 say 5 nm early so you cna slow to 250, so you will add that distance to your TOD and each altitude / dist check. Complicated??? maybe initially but very easy after you get the hang of it.
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