I don't fly A300, but i fly A310. Most of the stuff is similar, there is a difference between the designation of the flap settings and thus in the Speed limits, green dot speed formula etc. When you are in PROF Mode, you have to set the speed via the FMS, there is a TACT Mode, where you can enter speeds or fly according Cost Index. it ist possible, but rather complicated. You rather want a more direct access, so you wouldn't use it in an approach. It is officially not certified to be used for final approach. V/S is pulled, then you choose your Vertical Rate and "SPD" Window gets activated. When you are flying in "MACH" Mode and you pull V/S, it dials in the actual speed in IAS, and you have to press the "MACH" Button, to go back to "MACH" Mode. And another info on the HDG bug, once it is out of the displayed arc on the ND, it gets displayed as a blue three-digit number. Yes, true, the auto throttle is pretty slow. Especially when it's gusty, it can't keep up the required throttle movements. In normal Operation we just dial in S, F+20 and F on the A310 (different Flap Settings). Apart from that, when flying single engine and starting to configure, we dial in a speed that is liek you said 5 knots above S and F speed, as it will fall exactly 5 kts below the dialed in speed, once its there, just turn down on s and f really quick and it will keep it there. Config Schedulefor the A310 is "Slats extend" at Glide Slope alive and set S speed, "Flaps 15" at one dot below GS and set F+20 speed, then at 2000ft agl/6-7 NM "Flaps 20", select F Speed and then "gear down". The reason you are going for Flaps 20 first and then gear down is, when doing it the other way, the engines would spool up unnecessarily to compensate for the higher drag. Once you have three green lights, select "Flaps 40". Fun fact, when doing the go around, you have to push the yoke forward, as there will be such a pitch momentum just from the TOGA thrust, to prevent it from shooting vertically into the sky. A310 is very pitch sensitive regarding power changes. It's basically a mental interconnect: power in, yoke forward respectively trim down and vice versa. Go around is like: Actuate TOGA Lever, "Go around, Flaps", set Slat/Flaps Lever one notch up, "Positive Climb", "Gear Up", Select Gear Up, Press "NAV" or selcet "HDG/S" on the FCU, and set the Preset to 250 or GD Speed +120 (on A310 GD Speed is Grossweight+100 up intil FL200), at the acceleration ALT hit "CL" for Climb Power on the TRP and hit "LVL/CH" on the FCU. Preset lets you select two different speeds. The Preset gets activated, whenever there is a vertical Mode change. So even when flying in "MACH" Mode, and descending through your Crossoveraltitude, it changes the Mode to "SPD" and takes over the dialed in IAS. Or you can use it to slow down, when after descend ALT* is activated, like descending with 310 KIAS down to FL100, where you want the plane to decelerate down to 250 KIAS.
The best tutorials by far. Very detailed and understandable. A big praise and THANK YOU for this. I hope there are more to come, especially for the A300? Best regards
Hi Ben, thanks for another great video. I’ve really enjoyed this series, particularly your interview with Eric. I’m certainly no authority on the A300, but having been going through some manuals over the last week or so in anticipation of this launch, and from my perspective as a 320 driver in the real world there are just a couple of things I thought may be worth pointing out. The gates for configuration that you’re using are supposed to be the latest points at which you might do so, rather than absolute positions. This is why the approaches are ending up a little on the sporty side. If you think about configuring in terms of distance to touchdown and energy state, you’ll have a lot more time. As a general rule, the standard ATC speed constraints for approach (160 to 4, 170 to 5, and 180 to 6 miles) are good upper bounds for energy on approach. On your first approach for example, a 2000’ platform altitude equates to about a 6.5 mile final. Extending trailing edge flaps before intercepting the glideslope would have allowed you to come back on the speed (anything above F speed) and meet the IMC stability criteria (by 1000’). As an entirely pedantic aside, the FCOM I’ve been looking at also suggests going directly from slats 15 to flaps 20 on approach. Flaps 15 acts principally as a take-off flaps setting, only to be used on approach to facilitate deceleration when Vfe flaps 20 proves prohibitive. In your analogy to A320 flaps settings from the second video, I think of the A300 as lacking config 3, and instead having config 1 and 1 + f independently selectable by the flaps lever. Great to see you demonstrate a go-around too. Just a small note on that is to select flaps up by one stage simultaneously with go-around initiation. Particularly when at flaps 40, this drastically reduces drag for a minimal reduction in lift. Gear retraction however needs to wait until you’ve verified a positive climb, or you can end up with a situation like Emirates 521. Thanks again for all the time you put into your videos, they’re always my go to in deciding what’s worth buying for the sim.
Hey Spruce - thanks for the kind words. Watching back I was a bit too snappy with the gear although I did get the flap up with the press of the Go button. And yep the first approach in particular was quite sporty but I was relieved that we made the gate - just. During the second approach I was faster into config 3 which allowed time to sync up the thrust manually and take control by 1000 ft AGL. You're correct though in that you can get a less stressful approach with earlier deceleration so I'll make another video showing an approach where we come back to F speed before intercepting the GS. You're right in that the FCOM recommends skipping F15 altogether but my scanned copy also has a hand written note saying 'LH Flap 15 then gear + flap 20' which suggests that Lufthansa used the intermediate setting. Having tried it with both, you get a massive balloon going straight to F20 that has you pointing almost at the ground. F15 seems to work out nicer. I'll trust the Germans on this one :)
@@flyairline2sim I love concurring😁, we normally take flap 15 then flap 20 everytime on the approach.You could make an add on too your landing videos showing a flap 15/20 landing when your light with the FMS speed changed in the approach page and the gpws over-ride 15/20 from 30/40 switch next to the FO'S FMS. Plus remember to set F speed flap 20, then when your slow enough you go for flap 40, Vapp and landing checklist. There is nothing wrong with setting Vapp straight away but your in trouble if you forget flap 40. Cheers again
I rarely comment on youtube videos but, I have to say that this video is one of the best sim videos I have ever seen. I was having a difficult time landing the 300 and I am sure this video will help my efforts. Also, appreciated "Thesprucemoose" and "Euin Howie"s comments. Thanks a lot!
Beautifully modelled aircraft. Xplane users are very lucky. I wonder if iniSim will bring it out on the other two major flight sims? 🤔 Would make great business sense ✔
If you enter the the DA(H) into the box and hit approach mode it will use the auto throttle to automatically reduce the speed to VAPP. Not sure if I trust the auto throttle that much in this bird, but is does work
That is more designed for RNAV approaches, you can change your Vapp manually in the landing page of the FMS, try it set 180 kts then clear the speed and it will come back to Vapp. The great thing about this A300 sim is that they have mimicked the auto throttle perfectly, they just don't always do what you want, that's what makes this plane awesome.
I have an issue with the a300, for what ever reason the autopilot does a terrible job at maintaining the airspeed when in profile and when in LVL/CH. Also unless the airspeed is above 250 knots it simple wont maintain altitude for whatever reason I can figure out why it does this. It appear to trim very slowly eventually reacting 7 units of up trim but still cant maintain altitude or climb correctly. Almost like its operating at its maximum altitude. It also loses altitude when banking at 250 knots and below 10000' shouldn't it be able to maintain altitude?
this X-plane or FSX? Video says FSX yet the game looks like X-plane. Just curious because i fly mainly p3d and have been looking for a A300 for a long time
Hey Captain, good tutorial again! Awesome! Are u real pilot? Seems a little bit so:) Pls turn down your ground roll in XPR. I think its too much like a GA. See u soon man!!!
![iniBuilds A300-600 Tutorials: Episode 3 - ILS Approach and Landing [4K]](http://i.ytimg.com/vi/bEUlk-fWHks/mqdefault.jpg)
I don't fly A300, but i fly A310. Most of the stuff is similar, there is a difference between the designation of the flap settings and thus in the Speed limits, green dot speed formula etc.
When you are in PROF Mode, you have to set the speed via the FMS, there is a TACT Mode, where you can enter speeds or fly according Cost Index. it ist possible, but rather complicated. You rather want a more direct access, so you wouldn't use it in an approach. It is officially not certified to be used for final approach.
V/S is pulled, then you choose your Vertical Rate and "SPD" Window gets activated. When you are flying in "MACH" Mode and you pull V/S, it dials in the actual speed in IAS, and you have to press the "MACH" Button, to go back to "MACH" Mode.
And another info on the HDG bug, once it is out of the displayed arc on the ND, it gets displayed as a blue three-digit number.
Yes, true, the auto throttle is pretty slow. Especially when it's gusty, it can't keep up the required throttle movements. In normal Operation we just dial in S, F+20 and F on the A310 (different Flap Settings). Apart from that, when flying single engine and starting to configure, we dial in a speed that is liek you said 5 knots above S and F speed, as it will fall exactly 5 kts below the dialed in speed, once its there, just turn down on s and f really quick and it will keep it there.
Config Schedulefor the A310 is "Slats extend" at Glide Slope alive and set S speed, "Flaps 15" at one dot below GS and set F+20 speed, then at 2000ft agl/6-7 NM "Flaps 20", select F Speed and then "gear down". The reason you are going for Flaps 20 first and then gear down is, when doing it the other way, the engines would spool up unnecessarily to compensate for the higher drag. Once you have three green lights, select "Flaps 40".
Fun fact, when doing the go around, you have to push the yoke forward, as there will be such a pitch momentum just from the TOGA thrust, to prevent it from shooting vertically into the sky. A310 is very pitch sensitive regarding power changes. It's basically a mental interconnect: power in, yoke forward respectively trim down and vice versa.
Go around is like: Actuate TOGA Lever, "Go around, Flaps", set Slat/Flaps Lever one notch up, "Positive Climb", "Gear Up", Select Gear Up, Press "NAV" or selcet "HDG/S" on the FCU, and set the Preset to 250 or GD Speed +120 (on A310 GD Speed is Grossweight+100 up intil FL200), at the acceleration ALT hit "CL" for Climb Power on the TRP and hit "LVL/CH" on the FCU.
Preset lets you select two different speeds. The Preset gets activated, whenever there is a vertical Mode change. So even when flying in "MACH" Mode, and descending through your Crossoveraltitude, it changes the Mode to "SPD" and takes over the dialed in IAS. Or you can use it to slow down, when after descend ALT* is activated, like descending with 310 KIAS down to FL100, where you want the plane to decelerate down to 250 KIAS.
The best tutorials by far. Very detailed and understandable. A big praise and THANK YOU for this. I hope there are more to come, especially for the A300? Best regards
Hi Ben, thanks for another great video. I’ve really enjoyed this series, particularly your interview with Eric. I’m certainly no authority on the A300, but having been going through some manuals over the last week or so in anticipation of this launch, and from my perspective as a 320 driver in the real world there are just a couple of things I thought may be worth pointing out.
The gates for configuration that you’re using are supposed to be the latest points at which you might do so, rather than absolute positions. This is why the approaches are ending up a little on the sporty side. If you think about configuring in terms of distance to touchdown and energy state, you’ll have a lot more time. As a general rule, the standard ATC speed constraints for approach (160 to 4, 170 to 5, and 180 to 6 miles) are good upper bounds for energy on approach. On your first approach for example, a 2000’ platform altitude equates to about a 6.5 mile final. Extending trailing edge flaps before intercepting the glideslope would have allowed you to come back on the speed (anything above F speed) and meet the IMC stability criteria (by 1000’). As an entirely pedantic aside, the FCOM I’ve been looking at also suggests going directly from slats 15 to flaps 20 on approach. Flaps 15 acts principally as a take-off flaps setting, only to be used on approach to facilitate deceleration when Vfe flaps 20 proves prohibitive. In your analogy to A320 flaps settings from the second video, I think of the A300 as lacking config 3, and instead having config 1 and 1 + f independently selectable by the flaps lever.
Great to see you demonstrate a go-around too. Just a small note on that is to select flaps up by one stage simultaneously with go-around initiation. Particularly when at flaps 40, this drastically reduces drag for a minimal reduction in lift. Gear retraction however needs to wait until you’ve verified a positive climb, or you can end up with a situation like Emirates 521.
Thanks again for all the time you put into your videos, they’re always my go to in deciding what’s worth buying for the sim.
Hey Spruce - thanks for the kind words. Watching back I was a bit too snappy with the gear although I did get the flap up with the press of the Go button. And yep the first approach in particular was quite sporty but I was relieved that we made the gate - just. During the second approach I was faster into config 3 which allowed time to sync up the thrust manually and take control by 1000 ft AGL. You're correct though in that you can get a less stressful approach with earlier deceleration so I'll make another video showing an approach where we come back to F speed before intercepting the GS.
You're right in that the FCOM recommends skipping F15 altogether but my scanned copy also has a hand written note saying 'LH Flap 15 then gear + flap 20' which suggests that Lufthansa used the intermediate setting. Having tried it with both, you get a massive balloon going straight to F20 that has you pointing almost at the ground. F15 seems to work out nicer. I'll trust the Germans on this one :)
@@flyairline2sim I love concurring😁, we normally take flap 15 then flap 20 everytime on the approach.You could make an add on too your landing videos showing a flap 15/20 landing when your light with the FMS speed changed in the approach page and the gpws over-ride 15/20 from 30/40 switch next to the FO'S FMS.
Plus remember to set F speed flap 20, then when your slow enough you go for flap 40, Vapp and landing checklist.
There is nothing wrong with setting Vapp straight away but your in trouble if you forget flap 40.
Cheers again
@TheSpruceMoose any chance to get a copy of that FCOM, I am also an a320 driver and loving this bird on xplane
Hi Ben, i'm a huge fan of your videos/cadet program. It's a good mix of information/humor.
Keep them coming :-)
Awesome tutorial. Helping me understand just this portion of the flight. Thank you!
one of the best tutorials out there Sir ... thank you Maestro!
Wow, ears ringing. I just asked on the iniBuilds discord about 'go around' best practices. Then this gets uploaded, thank you so much!
You guys kick major butt! I love these vids!
I rarely comment on youtube videos but, I have to say that this video is one of the best sim videos I have ever seen. I was having a difficult time landing the 300 and I am sure this video will help my efforts. Also, appreciated "Thesprucemoose" and "Euin Howie"s comments. Thanks a lot!
Where can I get the FCOM of this aircraft?
+1
More talk about the FMA modes would be awesome as they are quite different to many other aircraft even the A320!
Beautifully modelled aircraft. Xplane users are very lucky. I wonder if iniSim will bring it out on the other two major flight sims? 🤔 Would make great business sense ✔
Very interesting and helpful as always! Thank you so much.
Good luck with the move.
If you enter the the DA(H) into the box and hit approach mode it will use the auto throttle to automatically reduce the speed to VAPP. Not sure if I trust the auto throttle that much in this bird, but is does work
That is more designed for RNAV approaches, you can change your Vapp manually in the landing page of the FMS, try it set 180 kts then clear the speed and it will come back to Vapp. The great thing about this A300 sim is that they have mimicked the auto throttle perfectly, they just don't always do what you want, that's what makes this plane awesome.
Awesome video!
This is excellent, subscribed, thank you!
Thank you so much very helpful
I have an issue with the a300, for what ever reason the autopilot does a terrible job at maintaining the airspeed when in profile and when in LVL/CH. Also unless the airspeed is above 250 knots it simple wont maintain altitude for whatever reason I can figure out why it does this. It appear to trim very slowly eventually reacting 7 units of up trim but still cant maintain altitude or climb correctly. Almost like its operating at its maximum altitude. It also loses altitude when banking at 250 knots and below 10000' shouldn't it be able to maintain altitude?
How do I keep autopilot from disconnecting
How to turn on vor radios ?
Great, thx alot!
this X-plane or FSX? Video says FSX yet the game looks like X-plane. Just curious because i fly mainly p3d and have been looking for a A300 for a long time
Cessna152ful x plane
Hey Captain, good tutorial again! Awesome! Are u real pilot? Seems a little bit so:) Pls turn down your ground roll in XPR. I think its too much like a GA. See u soon man!!!
XPR is a bit odd with this aircraft - you can see there's no ground roll above 30kts...
@@flyairline2sim I also have XPR and the A300. Can´t confirm this ground roll problem... may i can help u with my set if u want:)
Robert S great maybe you can share your profile - it’s ben (at) airline2sim.com 👍🏻
Get this level of a/c into MSFS and I will have died and gone to heaven . . . . . 😊