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  1. Hello, Despite of the provided information not being exacly enough to determine a route to aid you, has some clues within. I would like to start by saying that - may not be the case but just to be sure-in case you RTO and proceed to another take off, reset your FDs to make sure all modes get a refresh and therefor allow you a "clean" start of take-off roll. Then, assuming you filled up the FMGS correctly, don't forget to set the proper trim for take-off, it's a major step for a uneventful take-off. During take-off roll, check you fma accordingly and, as you reach Vr, start a smooth rotation to 15º pitch. Not less, not more. If you reach that pitch in less than 5 seconds your been too fast on rotation which sometimes may leed to unwanted AFloor and subsequently Toga LK triggering. When stabilized on 15º climb, follow FDs as they are in SRS mode. You don't select any speed at this stage. SRS makes sure you're climbing at the correct speed with adequate safe margins. Reduce thrust when prompted and at acceleration retract flaps as your speed goes above manoeuvring speed and once in clean configuration you can start playing with selected speed as it best suits you. You can use selected speed earlier if needed, but this is the easiest way to proceed. Hope it helped. Happy flying
  2. While you being vectored, how far or how close have you flyby your To waypoints?
  3. Thanks Dave, no worries. Hope all is good! Take care, see you around!
  4. Thank you Dave. Will get Fuel Planner then, as I dont have any other software, just the airplanes. Have a great day!
  5. Hello, In fact for the A330, as soon as hyd power is avail, the pitch trim should be set by itself automatically based on the actual gross weight cg, which can be slightly different from the mcdu(s) data. The A320 family need to be set by the pilot. Is also worth to mention that the pitch trim vary from up to down on the 320 family, but for the A330 all range of trim for takeoff is up. For the A330 a simple method to calculate by heart is (35-GWCG)/2=your trim units for takeoff (UP, 330 always up). But if after all this you still have the ecam warning, it gotta be something else Happy landings!
  6. Hello Gary, The message is not related with the data you insert on the MCDU as that is optional. But the data is inserted on the PERF Takeoff next to flap setting. Is used to, after start, check/set the trim setting. If you noticed, during after start checklist, one of the items is the pitch trim. That RED ecam is triggered when, while setting take off power or pushing the TO Config pb, your actual trim is not withing the takeoff range. Simply trim to the correct setting(or at least within the takeoff range) and you're good to go. As Markus said, those pink Inhibit are always there for takeoff and landing. Is a smart way to avoid unnecessary distractions during critical phases. Have a great day!
  7. Hello everyone, As we load the plane we can choose the ZFW but not the ZFWCG via MCDU3. Also, the trim for take-off always shows the fixed figure of 4 regardless of GWCG. Thank you
  8. Hello Craig! Also, are you on level flight or stablish on a descend path? On smaller airplanes, the gear makes a big difference on the inertia/drag relationship. Bigger airplanes with a lot of inertia the gear deployment may end up by not making much of a difference depending but not limited to other factors like flap configuration as well as gross weigh. For the A330 as a thumb rule, to keep your speed stable during approach (consider a 3° nominal descend) you'll need either flaps 2 or flaps 1+gear down. If you have already flaps 2 and then drop the gear the speed should eventually decrease but take some time, around 0,5 to 1NM. You don't need to move the throttle - thust lever for airbus - if you see the a/thr command for idle which can be checked on the upper part of upper ecam between epr parameters. You will still see "speed" on fma and idle on upper ecam(assuming your target speed is below current speed). If automation is working properly, closing the thrust levers will make no difference but give you more workload. Gross weight and environmental conditions (wind and temperature profile during descend) can greatly change all this dynamic. While this is true for mid-high weights (160+) lower weights(less inertia) will lead to more reactiveness to any drag increase. Ofc, as pilot you are the last resource and if things don't go as expected like automation not working properly, take appropriate action. I haven't got the chance to ride the new version but will give it a try during the weekend and see how it feels normal. Thank you Have a great day!
  9. What is the flap config you have at the time of gear deployment and what is your GW? Thank you
  10. I had that before and cycling hydraulic power solved it. @Blaster254 even with flight control problems, the side stick indicator is just that, it indicates the side stick input regardless of flight controls position. So that behavior is correct. But if you really wanna do the flight, most likely the elevator will work, even that visually the model is stuck. After a while will be normal.
  11. Hello Jonas, RTA stands for Required Time of Arrival, and its a working feature on the A330. It can be found on the vertical revision page of any waypoint. Vertical revision page is accessed by clicking on the right LSK of the corresponding waypoint. Yet, even if it wasnt a working feature(on any airplane), you can adjust the speed by yourself to meet a desired target. Hope you enjoy the A330, its a wonderful machine. Have a great day!
  12. Good info! Dont forget to, as flight progress, change the tropopause on INIT A if it changes significantly because eventually it may change your OPT FL. About the winds for appr, in case of variable, one of the techniques is to insert that value as tailwind. this is to prevent the worse case scenario as this data may also be used by RAAS if equipped. Tailwind is also used for landing performance assessment in those cases. Remember that to accomplish the "safety first" target, being conservative is key. Safe flights!
  13. Hello Dave! Ideally yes, flying at the tropopause means optimization, if you can reach it. The problem is when the tropopause drops significantly but we keep flying up there. Assuming we are flying at FL410 within the tropopause, if the tropopause starts descending but we stay up there, then the sympthoms will start to show... Speed dropping, eng max rating not enouth to keep it, no choice othen than descende. Just curious if that could be reason of the case presented on the original post. Oh, thats good to know. I always thought the weather injection on the simms was more basic, winds, temps, pressure and clouds to make it nice to too at. Good to know its the big package. Thank you
  14. Dear all, I've noticed during app, if we change data from Perf Appr page at any height, the FMS will always take that into account. The FMS should not take into account any change below 700' RA as at this height all the data is stored(frezze in the memory) and any change(you may change any value on perf appr page) will have no effect. Maybe this was raised earlier, but GSmini is not working, at least for the A330. I dont know about the 20 family. I assume it is as its mentioned in the manual for boeing pilots to understand airbus(forgot the title, but its a funny one) Thank you
  15. Hello all, I dont use activesky, but may I ask if Activesky simulates the tropopause changes, and how does the simulator interpret that data? I am asking because I never tried to fly at an high level from a area with a high tropopause into an area with much lower tropopause in the simulator, but the 1st scenario shown by pierre fsx is exacly that irl. Could it be?
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