[P3D] FSLabs A320 Pitch and Power Basics
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- Опубликовано: 1 окт 2024
- In this video I demonstrate the importance of knowing certain Pitch (Attitude) and Power (Thrust) values. This leads to a demonstration where I fly and land the A320 with no speed and altitude indications. Only by using certain Pitch Attitude and Thrust settings. The idea behind this is however to enable pilots to produce more stable approaches when flying manually.
Tips and Instructions are only to be used for the Flight Simulator on your PC! It should go without saying that I am only flying a PC Simulator, not a real aircraft. My videos therefore are not intended as professional instruction! And my videos do not show SOP ( Standard Operating Procedure) of any distinct airline.
Please leave a thumbs up if you liked the video. Cheers!
Twitch - / blackbox711
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Software:- FSX & FSL A320-X (www.flightsimla...)
- P3D PMDG B737 & B777
- Aktive Sky Weather
- Navigation Charts provided by NAVIGRAPH (www.navigraph.com)
PC Specs:
Intel i7-4790K @ 4.00 GHz, Nvidia GeForce GTX 1080, 32 GB RAM, Logitech K120 Keyboard, Zowie FK1 Mouse, Thrustmaster Warthog Stick, Throttle and Rudder Pedals
I just love to hear you describe your opinions while piloting the A320 so well, Blacky. Over the years, all your valuable videos have helped us all but now, you have covered almost every thing, so an enormous thank you, from us all. We will miss you greatly.
An extremely interesting and very well done video, thumbs up! And it does show as well, how incredibly good the A320X by FSL is modelled!
Thank you very much. Yes, the FSLabs is well modelled. And the FlyByWire makes life alot easier with the 320. I will upload the same kind of video for the PMDG 737 tomorrow. It is interesting, that this works very nicely there as well.
Hi ..
Are there any misbehavior in the speed scale !
You are use selected speed
But
In the pfd there is no even magenta or blue indication !
Again engineer prospective.
Probably one of the most important reasons why Turkish Airlines Flight 1951 crashed in Amsterdam. Pilotes failed recognizing a too high pitch and thus too low air speed. Plus many other failures in piloting and training. But I find this very important in this case.
Basic pitch and power training in airliners was neglected at some point until some accidents occurred that clould have easily be prevented with simple pitch and power flying. Then the focus was shifted back again to more basic flying training.
Children of the magenta is the video he is talking about. Good video. It's an American Airlines video about automation dependency and overuse of automation. It's from 1996. There is 4 other AA advanced aircraft upset recovery video that i suggest everyone who fly's anything to watch them.
What is the pitch for flap full and flap 3 landing?
awesome video .. thank you
you published this video way too late. the AF447 crew missed this training...
what is the formula to calculate your pitch and thrust values in regards to the type and weight of the aircraft?
Thanks for the video
As an observer, I can't help feeling that once you were on the final approach (following the go-around), you were much too concerned about reaching the right the numbers (pitch angle and thrust) instead of simply aiming for the runway threshold. I noted that the four Papi lights were all white for a long time.
I would have simply selected idle thrust and put the nose down until I get the two red and two white Papis -- and then keep them as 2 red + 2 white by finely adjusting the pitch & thrust as necessary -- and keeping my eyes focused on the runway ahead.
Congratulations for the Videos! Great Help!
Can you please, explain me, how i get the failures to work? and how do i get that menu on the FMGS, to modify payloads, failures etc...? thank you very Much! and keep up the excellent Work!
note: i have the A320 from Ultimate @ Xplane 11
Great video, you are a star. Thanks very much. Not sure the Aerosoft Airbus behaves as well but I'll give it a go.
BlackBox Thank You very Very much for this kind of training. Especially in the A320. Your vids are the only ones I like to watch on RUclips because only u do something besides flying from A to B, and do it very professionally.
Thank you very much for that comment! I really appreciate that. Happy Landings, BB
Really clear explanation, will try this with other airplanes. In FSX, maybe I use autoland and notice the trim and thrust settings. Next step, I fly with AT on and notice thrust settings again. At last I do all manually. Because I do not find informations about the 747 in the PMDG manuals for this.
Yes, some manuals are very good, others..... So unfortunately you have to try it out yourself. But it is worth it!
Another great tutorial. Thank you very much for teaching us basic flying at its best. I learned now that flying and safe landing with pitch and power setting only is still possible. My question to you as an professional: Is it still possible to fly and land safely if additonally (worse case) the angle of attac indicators would fail (XL-Airways-Germany-Flight 888T). By special manual trim setting values??
Best regards
+dreamflight111 .. Thank you. If the AOA information is lost, the aircraft would likely go into alternate law. This would not be a problem, even though you would lose some protection features. And here these Pitch and Power values are even more important. If autotrim should fail you would have to anticipate trim requirements with changing speeds and thrust settings. Regards BB
Hi, thanks you very much blackbox for those informations :) . Please can you tell me in what case in should land the airbus with flaps 3 or full.
Assad Kansao I think you land with flaps 3 if you dont have enough power (ex. engine failure) or hyd fails?
How can I add the automatic "V1" callout? Thanks in advance!
It is in the MCDU under the point "MCDU MENU" - "OPTIONS"- "FWC/SDAC" - "SDAC" - "V ONE INST". Regards
Excellent videos always. Are you a real-world instructor?
Thank you. No, just a regular A320 Captain
It's so nice to see a pro driving fslabs' bus. It's a video of great value. Thanks!
Glad you enjoyed the video
no loud engines as your view was basically inside the cabin
Great video as usual. When I was learning to fly I was taught that speed was controlled via the elevators and altitude was controlled with throttle. Do the flight laws (normal) in the Airbus change these rules?
Thank you! In the A320 it is a bit different because of the FlyByWire system and the 1G flightpath the aircraft maintains. So really you concentrate on the correct thrust and pitch setting. Trim is automatic and if you increase thrust the pitch should remain the same, contrary to other aircraft like the 737. Regards
Thanks Captain BB. I flew my A320 following your advice and had the most rewarding experience and the best landing to-date. Keep up the good work
Great Informative Video! You really seems to be in a deep love with your aircraft, with flying! and this is what should the pilot be!
Thank you. Yes, I am very passionate when it comes to aviation and the A320. Happy Landings ✈️
Hello, thank you once again :D
Can you make a video tutorial how to use auto- thrust?
What specifically would you like to learn about?
@@Blackbox711 Well, I had trouble after Take Off and engaging A/P and A/T and during descent and approach. I was not lazy and found some explanation videos, that thrust levers are not moved by F/D (like in Boeing) and that after FLEX/SRS or TO/GA thrust levers should be placed at CLB (which at normal operations of both engines is maximum available thrust for F/D). At Flare, pilot manually puts back thrust levers to iddle...and A/T disconnects if thrust levers are put into any position above CLB (with both engines operating normally) or above FLEX/SRS if operating with one engine... getting used to new philosophy of operating A/P and FMC ^_^
Thank you for your tutorials and streams.
With love from Serbia,
YUPI007
Hi BB, great video as always. How can you adjust pitch & power values based on EPR indications?
Thank you. On EPR engines you also have a N1 indication. Either use that one directly or have a look at the corresponding EPR values. Happy Landings BB
Danke dir.
Muchas gracias ! / Tnks !
Hey! You teached me so much! I have a question: what difference does the iae engines make to the values?
It is just the numbers which are different. You will have to test that for yourself. Regards
But what about trimming? Neutral?
+Nikolay Klimchuk .. The trim first of all depends on load distribution and center of gravity. So the absolute trim indication is not so interesting here. And since the Airbus has automatic trim, you fortunately do not need to do that yourself. In an conventional aircraft you need to anticipate the trim requirements yourself. So if you reduce thrust and speed you need to trim nose up etc. Regards BB
How would this apply to IAE engines?
You mean regarding EPR? Same method. You also have a N1 indication with the IAE engines. Simply use those and then note down the EPR values.
Thanks!
Works lovely in an aircraft with FBW, automatic trim and a stability augmentation system.
Hi. Do I detect a hint of sarcasm here? Of course this also applies to other aircraft. And yes, even to the good old 737 where you have to trim yourself and has no stability augmentation system. And you also know that you cannot feel the misstrim in a PC joystick which you can feel in the real aircraft. So what is your point? That this excercise in the A320 is too easy?