@@waypointsaviationi have a question sir…for some reason i don’t really understand this S speed i looked everywhere for it but I couldn’t get the concept of it…like I understand VFE next thats fine but what is S speed or slats retractable speed please explain thank you
Hey, We’ll start with the flaps in the Airbus, we have flap selections from zero (flaps up) to 1,2,3 & Full. We can use flaps 1 to 3 for take-off and flaps 3 and Full for landing. Now let’s say we’re going to do a takeoff, we set flaps from zero to 1. Because the aircraft fmgc phase is in take off mode when you select flaps 1 you will get flaps (1+F) which is 1 notch of slats and 1 notch of slats. You can consider this a flaps 1 take off. Once you take off you’ll see the Green S on the speed tape, this is indicate that beyond this speed the slats and flaps are no longer needed to generate the lifting support therefore we can retract them and streamline the aircraft as we accelerate. Now let’s say you did a flaps 2 or flaps 3 takeoff. After takeoff you’ll first be greeted with a Green “F” on the speed tape, this F indicates that you no longer need flaps 2 or 3 and you can go to flaps 1, after you select flaps 1 you’ll the get the S after which you’ll go flaps up. Hope this helps, feel free to ask if you need further clarification
You are my new goto instructor! Thank you so much for the videos. Back in 2014 I was looking through the window at the row of simulators in The Emirates Training College. Back then I never gave it a thought that I would be viewing the place on RUclips!
It will be great if you do a fast return after takeoff when you has a fire inextinguible. It a good help to see the dona on PFD when you have the CF for visual approach that help for your decent path
We can incorporate this into a future video, it would need to be a long flight cause step climbs are used when we’re heavy with fuel, so we cruise at an altitude until we burn off fuel and get lighter and then climb higher as we can. I’ll keep this in mind for a future video.
@@waypointsaviation I started flying with a Virtual Airline and do a 3 hr plus flight and just like to see the ways to program it in the MCDU. Thanks again
Hey, we usually do, but unfortunately at the time of the recording we had an error in the sim causing the spoilers to deploy so we left them disarmed during takeoff. But usually when you abort the takeoff and engage reversers the spoilers generally deploy anyway.
Hello, Are you referring to the difference Phases of Flight? Could you be more specific with your question so we can be sure to give you the right answer! :)
Ground, Flight & Flare modes would be referred to as the Pitch Control modes of the Airbus A320, and how the Fly-by-wire operates in each mode... Ground Mode: In this mode, when the pilot moves the sidestick, the elevator moves in the same direction. There is no automatic adjustment of the horizontal stabilizer (THS) angle. However, if the flight crew manually adjusts the THS to change the aircraft's center of gravity, that adjustment takes priority during takeoff. Additionally, during the takeoff roll, the maximum upward movement of the elevator is limited. Rotation Mode: This mode is active during the takeoff roll until 10 seconds after the aircraft lifts off the ground. Its purpose is to ensure a smooth rotation (the upward movement of the nose) during takeoff and minimize the risk of the tail of the aircraft hitting the runway. The rotation mode is controlled by the pilot's input on the sidestick, the rate at which the nose pitches up, and the clearance between the tail of the aircraft and the runway. The pilot can override the tail strike protection provided by the system. Flight Mode: This mode is active throughout the flight. It is designed to automatically adjust the elevator and THS to maintain a specific load factor (a measure of the forces acting on the aircraft) based on the pilot's input on the sidestick. The system provides automatic trim (adjustment of control surfaces) and protection (safety features) across various flight conditions. With the sidestick in a neutral position, the system maintains a pitch attitude (angle of the aircraft's nose) that corresponds to 1 g of force. The flight crew only needs to make small corrections on the sidestick if the aircraft deviates from the intended flight path. Automatic pitch trim is available in both manual mode and when the autopilot is engaged. Flare Mode: As the aircraft descends to land, this mode is activated when it passes an altitude of 50 feet above the runway. The THS (horizontal stabilizer) angle is frozen at this point, and the flight mode transitions to flare mode. In flare mode, the relationship between the sidestick and elevator becomes more direct, with some damping provided by load factor and pitch rate feedbacks. The system remembers the aircraft's attitude (pitch angle) at 50 feet, which serves as the initial reference for pitch attitude control. As the aircraft descends through 30 feet, the system gradually reduces the pitch attitude to a slight downward angle over 8 seconds. To flare the aircraft and achieve a smooth landing, the pilot needs to gently pull the sidestick back to raise the nose. Hope this helps! do let us know if you have any further questions or doubts.
With reference to the "Phases" of flight there are two aspects to consider... FMGS Phases which are Preflight - Takeoff - Climb - Cruise - Descent - Approach - Go-Around - Landing. which is not Associated with the FWC (Flight Warning Computers) Phases... they are FWC Phases (which are used to inhibit/display ECAM Warnings and Cautions and Take Off and Landing Memos)
Yes, you are correct, For example in Dubai where I fly out of (OMDB) we have runways 30 L/R and 12 L/R They are magnetically 300 and 120 but the true tracks of them are 299 and 119
@@waypointsaviation I mean the numbers on the chart are depicting the magmatic course 119 and 299 for runway 12 and 30 respectively. With VAR 2 E, the true track of the runways are 121 and 301degrees.
That’s a nice suggestion, however, we are doing a series where we’re flying the A320 to every capital city in the world and we did fly into and out of Ankara Turkey, check it out here … Full Procedure Flight: Tehran to Ankara, Turkey | ILS Error causing a Visual Approach ruclips.net/video/_Bgljvj7z7c/видео.html
Great video! i will try at Fs2020 Fenix A320 214 using all the data you put on the "Box" and practise and practise... because it's a good way to have training visual patterns and it's very quick way to fly a training fly! thanks!! (still i don´t get the idea of using the Bird to land... it seems to me more practical visual landing and no use of the bird because i thinks it like an ils FD and it's no the same.. Is it Possible to do an especific landing explaining the uses and tips of the Bird for that? thanks!!!!!!!!!!!!!!!!!!!!! Regards from Canary _Islands!!!
Hi, Thanks for your comment, we do not use the Bird to Land, we never do, we use it to do the approach but not the landing. We would use the Bird to add some precision to an otherwise manual, visual scenario (Flying without the FDs), once we see the runway, we use visual reference and the PAPI's on the runway to guide us down, Watch this video on how to use the Bird ruclips.net/video/uKT0tLjpVFw/видео.html and if you've still got some doubts let us know. :)
I have a question regarding the side stick. I am using a Thrustmaster T16000M side stick. I have had it for awhile, but my question is that it seems like when I move the pitch axis the roll axis seems to move slightly(i have changed MSFS sensitivity to try different settings). I realize that it might be do do the way I apply pressure on the stick, but wonder how does the real airbus side stick feel with regard to this?
The real airbus side stick is quite heavy to move and all you have to do is place your palm on it and apply pressure in the direction you want and it will manipulate the flight controls, it’s important never to have a tight grip on the stick as it will stiffen your hand muscle and impede your wrist movement. If you watch the takeoffs and landings in our video you’ll see me have a relaxed grip over the side stick. As for your thrust master I’d recommend calibrating it, this should resolve any adverse input
Would much of this advice still be true if you’re flying to a different airport and are cleared for a visual approach? In other words not a circuit but instead being vectored by ATC toward the runway and then doing a visual approach without flying a downwind phase. I haven’t seen if anyone of your videos cover this. Is being +1500 above ground good advice in this scenario too? Any other advice I would need to know? Thank you.
If you're flying from one airport to another, it's very likely you're NOT going to be asked to do a circuit rather they will clear you straight in once you confirm you have visual of the runway. You'd probably start your final approach from 1000 feet or higher depending on the airport
@@waypointsaviationThank you. As a flight sim enthusiast, this channel has been a godsend and has helped me enjoy my first few flights, so thank you. Do you have a video showing such a visual landing? The closest I've found is your raw data ILS landing in the sense that you have to get on track and descend flying the plane manually. I've found this to be much more difficult, as a novice, than flying with the instruments.
Great vid bro but i think you could do a few different things to make life easier for the setup. In the perf page just use 800/1500 , this avoids a level off and climb then level off again at 1500ft. Then go to perf, scroll right to climb page and set 180kts for example in the spd area.... i guarentee your like will be so much easier
Thanks so much for the tip! 🙏🏽Ofcourse we can do this in the mcdu perf settings, I was trying to keep things simple for the crowd. But yes this will help people for sure! Thanks! 🙏🏽
Kind of you. If you have a moment, please share what you appreciate most about it, and also suggest ways we could enhance our aviation awareness efforts.
I got another question. The elevation of OMDB according to the plate is 62 feet. But runway 12R is only 11 feet above sea level. Could you explain why there is a difference? I also see the other end of the runway, 30L is 60 feet above sea level. So the runways are no flat and level, they go uphill?
Helloooooo! Good Questions... As USUAL! Ok, No, you'll never find a perfectly "FLAT" runway, When an airport is being built and the Runway paved, you'll Never get a perfectly flat surface, so it's common to find one end of the runway at 60 feet ASL while the other side is 11 Feet ASL, we factor these into our takeoff and landing performance calculations cause if I was taking off from ray 30L I'd be going downhill, but taking off from rwy 12R would be uphill.
Very nice n excellent video.... But a small input that (May be wrong) we can't make 48sec for 1600ft ind (62ft field elevation) which is actually 1500AGL so it will remain 45sec (3sec per 100ft). Coz for example if we takeoff from runway of 5000ft elevation then our cct ht will be 6500ft Ind that is actually 1500AGL so it will remain 45sec, however wind factor secs will be added/subtracted as per procedure. Best regards
Hi, I believe you've mistaken the info, let me explain, I need to do a circuit at 1500 ft "AGL", Dubai Airport (OMDB) sits at 62 Feet "ASL" FOCUS on the AGL and ASL... as Pilots for safety we MUST take the Field Elevation into consideration therefore realistically instead of performing the circuit at 1500 feet AGL I would have to perform it at 1500+62 (1562 Feet ASL) which factors in the terrain elevation as well... Now on the Airbus FCU I cannot set 62 feet, I can change the values in minimums of 100 feet so I can only set 1600 instead of 1562... Therefore Since the circuit is going to be performed at 1600 Feet... how many hundreds in 1600? 16 right? with the formula of 3 seconds per 100 feet we come up with (3 x 16 = 48) so we fly 48 seconds outbound at 1600 feet adding 1 second for every knot of headwind and subtracting 1 second for every knot of tail wind. Hope you get it :)
I'm going to add if you were at at airport where the airport elevation is 5050 you would then need to fly 1500 feet above that right? This would make your circuit altitude 6550 feet right? in the Airbus FCU I cannot set 50 feet, I can change the values in minimums of 100 feet so I can only set 6600 instead of 6550... Therefore Since the circuit is going to be performed at 1600 Feet (ABOVE GROUND LEVEL)... how many hundreds in 1600? 16 right? with the formula of 3 seconds per 100 feet we come up with (3 x 16 = 48) so we fly 48 seconds outbound at 1600 feet adding 1 second for every knot of headwind and subtracting 1 second for every knot of tail wind.
That was extremely informative thank you. And of course thanks for the freebie download, that's going to come in handy. Cheers. I see a big mistake I am making when landing now, I rely far to much on the ailerons to make my direction adjustments, and I see I should be using the rudders more.
What I like to do is use the Ailerons are much as possible until just over the runway, once I'm in the flare, I just use the ailerons to keep the A/C perfectly level as to not slam and engine or wing into the ground and use the Rudders for Directional adjustment. Remember in Aerodynamics, Pushing the rudder has a secondary effect called Roll... So if you push the rudders long enough the aircraft will eventually bank as well.
Hello, Watch this video to learn more about the Bird (TRK/FPA) ruclips.net/video/uKT0tLjpVFw/видео.html If you've got more questions after that, let us know :)
Why did you time 48 seconds even though you flew at 1500 feet AGL? For example, at an airport with an elevation of 3000 feet you would fly at 4500 feet but still time 45 seconds instead of 135 seconds.
I actually explain this in the video... Anywho... Manuals say you fly 3 seconds for every 100 feet you're above sea-level (ASL), in this Example Dubai (OMDB) is 60+ feet ASL so we would be flying at 1600 feet (added 100 feet to the 1500 to factor for the 60+ elevation). 3 Seconds x 16 = 48 seconds, later on in the video you'll see that I had 2 knots tail-wind, you add 1 second for every knot of HEAD wind and deduct 1 second for every knot of TAIL wind therefore 2 knots tail wind = I minus 2 seconds from my 48 which = 46 seconds I fly out bound before I turn. Hope this helps! :)
@@waypointsaviation Thank you for the reply. I actually asked myself why you used the altitude above sea level instead of the height above ground level for your calculations. With this logic, you would have to time 135 seconds when flying at an airport with an elevation of 3000 feet (4500 feet ASL -> 45 × 3) and no wind. Doesn't it make more sense to use the actual height for your calculations? This way, you would always have to time 45 seconds (if there is no wind) because you are always flying the pattern at 1500 feet AGL.
The chart you showed us that explains the Visual Patterns also refers to a height instead of an altitude (I guess that's why it says 45 seconds of timing because it is always 45 seconds (+- wind component) when you are flying at the normal pattern altitude - no matter the elevation of the airfield).
Field Elevation is ALWAYS taken into consideration for safety. Always. Pilots are trained to factor this in. Thus the extra 100 feet added here to factor for the Airport field elevation.
Your a mind reader too😂I’ve actually just been performing this exact procedure and was going to ask for your explanation and a demo Well what can I say just perfect once again! I’m pleased to say I was performing this procedure correctly 😅 👍 Ps thanks for the PDF very useful
I most certainly will Thanks 🙏 I’m of to my simulator now to perform some circuits at Heathrow my home airport, sadly though I don’t get the same views as you 😢
One of the best aviation channels in youtube if not the best and am not kidding
Thanks Ibrahim! It’s only good based off feedback from our community of subscribers!
@@waypointsaviation i thank god that i found ur channel literally
We appreciate that! Believe us when we say we thank God for our subscribers everyday too! Without you guys we don’t have a RUclips channel!
@@waypointsaviationi have a question sir…for some reason i don’t really understand this S speed i looked everywhere for it but I couldn’t get the concept of it…like I understand VFE next thats fine but what is S speed or slats retractable speed please explain thank you
Hey,
We’ll start with the flaps in the Airbus, we have flap selections from zero (flaps up) to 1,2,3 & Full. We can use flaps 1 to 3 for take-off and flaps 3 and Full for landing.
Now let’s say we’re going to do a takeoff, we set flaps from zero to 1. Because the aircraft fmgc phase is in take off mode when you select flaps 1 you will get flaps (1+F) which is 1 notch of slats and 1 notch of slats. You can consider this a flaps 1 take off. Once you take off you’ll see the Green S on the speed tape, this is indicate that beyond this speed the slats and flaps are no longer needed to generate the lifting support therefore we can retract them and streamline the aircraft as we accelerate. Now let’s say you did a flaps 2 or flaps 3 takeoff. After takeoff you’ll first be greeted with a Green “F” on the speed tape, this F indicates that you no longer need flaps 2 or 3 and you can go to flaps 1, after you select flaps 1 you’ll the get the S after which you’ll go flaps up.
Hope this helps, feel free to ask if you need further clarification
you deserve much more subscribers. Thumbs Up for your excellent work.
1000 subscribers. Congratulations and well deserved.
Thank you very much! Couldn't have done it without Subscribers like you! 🍻
You are my new goto instructor! Thank you so much for the videos. Back in 2014 I was looking through the window at the row of simulators in The Emirates Training College. Back then I never gave it a thought that I would be viewing the place on RUclips!
glad i am .
interersting you mentioned Emirates Training college , did u study there, or were u a cadet in EK.?
Finally, an instructor for my flight simulations. Thank you so much.
Your time and effort are highly appreciated
THANK YOU VERY MUCH❤.
YOUR WAY IS THE BEST & RIGHT WAY OF EXPLAINING IT REALLY HELP.
FIRST YOU ARE BRIEFING THE NOTCES .
THEN PRACTICING THE DRILL.❤
Thank you very much! We’re glad you enjoy the videos, please like and subscribe if you haven’t already done so!
It will be great if you do a fast return after takeoff when you has a fire inextinguible.
It a good help to see the dona on PFD when you have the CF for visual approach that help for your decent path
Sure, we'll do it
Thank you for this tutorial and the document. Very helpful when practicing and my learning curve in sim is getting better (or less worse) 😅
Glad you found it useful! Anyway we can help you learn thats what we’re here for! 😁
we love the videos. great job bro
Thanks for the great video and for the PDF cheers
You’re very welcome!
Any chance you can have a video on how to go about programming a step climb?
We can incorporate this into a future video, it would need to be a long flight cause step climbs are used when we’re heavy with fuel, so we cruise at an altitude until we burn off fuel and get lighter and then climb higher as we can. I’ll keep this in mind for a future video.
@@waypointsaviation I started flying with a Virtual Airline and do a 3 hr plus flight and just like to see the ways to program it in the MCDU. Thanks again
We'll make it happen! :) Stay tuned! 😉
Captain you are amazing. One note only, in 8:18 you wrote DIFRIP but I think you missed the S, DIFSRIP, write ?
Thank you! Yeah small error there on my part... and YES you're right its DIFSRIP
Another great tutorial. Thanks.
Glad you liked it!
Great video again 👍
Glad you enjoyed it
Great video and much thanks for the download link you provided. I have been wanting to see some practical uses for the BIRD
Thanks, Glad you liked it!
Another brilliant video. Keep the content coming
Thank you! Promise you more to come!
Very informative again!!! Noticed you didn’t arm the spoilers at take-off. Is that not required? Thanks again, enjoy your weekend!
Hey, we usually do, but unfortunately at the time of the recording we had an error in the sim causing the spoilers to deploy so we left them disarmed during takeoff. But usually when you abort the takeoff and engage reversers the spoilers generally deploy anyway.
@@waypointsaviation thanks! Understood! And thanks for the pdf download! Good for my learning! Appreciated.
can u please explain what is ground , flight and flare mode.
Hello,
Are you referring to the difference Phases of Flight? Could you be more specific with your question so we can be sure to give you the right answer! :)
yes i am referring to different phases of flight.
Ground, Flight & Flare modes would be referred to as the Pitch Control modes of the Airbus A320, and how the Fly-by-wire operates in each mode...
Ground Mode: In this mode, when the pilot moves the sidestick, the elevator moves in the same direction. There is no automatic adjustment of the horizontal stabilizer (THS) angle. However, if the flight crew manually adjusts the THS to change the aircraft's center of gravity, that adjustment takes priority during takeoff. Additionally, during the takeoff roll, the maximum upward movement of the elevator is limited.
Rotation Mode: This mode is active during the takeoff roll until 10 seconds after the aircraft lifts off the ground. Its purpose is to ensure a smooth rotation (the upward movement of the nose) during takeoff and minimize the risk of the tail of the aircraft hitting the runway. The rotation mode is controlled by the pilot's input on the sidestick, the rate at which the nose pitches up, and the clearance between the tail of the aircraft and the runway. The pilot can override the tail strike protection provided by the system.
Flight Mode: This mode is active throughout the flight. It is designed to automatically adjust the elevator and THS to maintain a specific load factor (a measure of the forces acting on the aircraft) based on the pilot's input on the sidestick. The system provides automatic trim (adjustment of control surfaces) and protection (safety features) across various flight conditions. With the sidestick in a neutral position, the system maintains a pitch attitude (angle of the aircraft's nose) that corresponds to 1 g of force. The flight crew only needs to make small corrections on the sidestick if the aircraft deviates from the intended flight path. Automatic pitch trim is available in both manual mode and when the autopilot is engaged.
Flare Mode: As the aircraft descends to land, this mode is activated when it passes an altitude of 50 feet above the runway. The THS (horizontal stabilizer) angle is frozen at this point, and the flight mode transitions to flare mode. In flare mode, the relationship between the sidestick and elevator becomes more direct, with some damping provided by load factor and pitch rate feedbacks. The system remembers the aircraft's attitude (pitch angle) at 50 feet, which serves as the initial reference for pitch attitude control. As the aircraft descends through 30 feet, the system gradually reduces the pitch attitude to a slight downward angle over 8 seconds. To flare the aircraft and achieve a smooth landing, the pilot needs to gently pull the sidestick back to raise the nose.
Hope this helps! do let us know if you have any further questions or doubts.
With reference to the "Phases" of flight there are two aspects to consider...
FMGS Phases which are Preflight - Takeoff - Climb - Cruise - Descent - Approach - Go-Around - Landing. which is not Associated with the FWC (Flight Warning Computers) Phases... they are FWC Phases (which are used to inhibit/display ECAM Warnings and Cautions and Take Off and Landing Memos)
Good job
THANKS ALOT
You’re welcome! Thank you for watching and we hope you’d consider subscribing and liking our videos if you haven’t done so already. 😁✌🏽
Have been waiting for this one! 👍😀
Hope you like it!
correct me if I’m wrong, the RW numbers are based on magnetic course rounded to the closest tens, not true track.
Yes, you are correct, For example in Dubai where I fly out of (OMDB) we have runways 30 L/R and 12 L/R They are magnetically 300 and 120 but the true tracks of them are 299 and 119
@@waypointsaviation I mean the numbers on the chart are depicting the magmatic course 119 and 299 for runway 12 and 30 respectively. With VAR 2 E, the true track of the runways are 121 and 301degrees.
Great video!!!
Glad you liked it!
Great video, how about flying to Antalya on a simulator?
That’s a nice suggestion, however, we are doing a series where we’re flying the A320 to every capital city in the world and we did fly into and out of Ankara Turkey, check it out here …
Full Procedure Flight: Tehran to Ankara, Turkey | ILS Error causing a Visual Approach
ruclips.net/video/_Bgljvj7z7c/видео.html
Thanks for the information, I'm assuming you have an asoc degree.
Great video! i will try at Fs2020 Fenix A320 214 using all the data you put on the "Box" and practise and practise... because it's a good way to have training visual patterns and it's very quick way to
fly a training fly! thanks!! (still i don´t get the idea of using the Bird to land... it seems to me more practical visual landing and no use of the bird because i thinks it like an ils FD and it's no the same.. Is it Possible to do an especific landing explaining the uses and tips of the Bird for that? thanks!!!!!!!!!!!!!!!!!!!!! Regards from Canary _Islands!!!
Hi,
Thanks for your comment, we do not use the Bird to Land, we never do, we use it to do the approach but not the landing. We would use the Bird to add some precision to an otherwise manual, visual scenario (Flying without the FDs), once we see the runway, we use visual reference and the PAPI's on the runway to guide us down, Watch this video on how to use the Bird ruclips.net/video/uKT0tLjpVFw/видео.html and if you've still got some doubts let us know. :)
I have a question regarding the side stick. I am using a Thrustmaster T16000M side stick. I have had it for awhile, but my question is that it seems like when I move the pitch axis the roll axis seems to move slightly(i have changed MSFS sensitivity to try different settings). I realize that it might be do do the way I apply pressure on the stick, but wonder how does the real airbus side stick feel with regard to this?
The real airbus side stick is quite heavy to move and all you have to do is place your palm on it and apply pressure in the direction you want and it will manipulate the flight controls, it’s important never to have a tight grip on the stick as it will stiffen your hand muscle and impede your wrist movement. If you watch the takeoffs and landings in our video you’ll see me have a relaxed grip over the side stick.
As for your thrust master I’d recommend calibrating it, this should resolve any adverse input
Would much of this advice still be true if you’re flying to a different airport and are cleared for a visual approach? In other words not a circuit but instead being vectored by ATC toward the runway and then doing a visual approach without flying a downwind phase. I haven’t seen if anyone of your videos cover this. Is being +1500 above ground good advice in this scenario too? Any other advice I would need to know? Thank you.
If you're flying from one airport to another, it's very likely you're NOT going to be asked to do a circuit rather they will clear you straight in once you confirm you have visual of the runway. You'd probably start your final approach from 1000 feet or higher depending on the airport
@@waypointsaviationThank you. As a flight sim enthusiast, this channel has been a godsend and has helped me enjoy my first few flights, so thank you. Do you have a video showing such a visual landing? The closest I've found is your raw data ILS landing in the sense that you have to get on track and descend flying the plane manually. I've found this to be much more difficult, as a novice, than flying with the instruments.
Could you also share document for abnormal procedure
Thanks
The only document I have for the abnormals would be the FCOM and the QRH
Great vid bro but i think you could do a few different things to make life easier for the setup. In the perf page just use 800/1500 , this avoids a level off and climb then level off again at 1500ft. Then go to perf, scroll right to climb page and set 180kts for example in the spd area.... i guarentee your like will be so much easier
Thanks so much for the tip! 🙏🏽Ofcourse we can do this in the mcdu perf settings, I was trying to keep things simple for the crowd. But yes this will help people for sure! Thanks! 🙏🏽
super. it is very useful
Kind of you.
If you have a moment, please share what you appreciate most about it, and also suggest ways we could enhance our aviation awareness efforts.
I got another question. The elevation of OMDB according to the plate is 62 feet. But runway 12R is only 11 feet above sea level. Could you explain why there is a difference? I also see the other end of the runway, 30L is 60 feet above sea level. So the runways are no flat and level, they go uphill?
Helloooooo! Good Questions... As USUAL!
Ok, No, you'll never find a perfectly "FLAT" runway, When an airport is being built and the Runway paved, you'll Never get a perfectly flat surface, so it's common to find one end of the runway at 60 feet ASL while the other side is 11 Feet ASL, we factor these into our takeoff and landing performance calculations cause if I was taking off from ray 30L I'd be going downhill, but taking off from rwy 12R would be uphill.
In your charts I see PNF. Is that the Pilot Monitoring? Pilot non-Flying I guess?
Yup, you guessed it right, PNF is Pilot "not" flying aka PM "Pilot Monitoring"
Very nice n excellent video.... But a small input that (May be wrong) we can't make 48sec for 1600ft ind (62ft field elevation) which is actually 1500AGL so it will remain 45sec (3sec per 100ft). Coz for example if we takeoff from runway of 5000ft elevation then our cct ht will be 6500ft Ind that is actually 1500AGL so it will remain 45sec, however wind factor secs will be added/subtracted as per procedure. Best regards
Hi,
I believe you've mistaken the info, let me explain, I need to do a circuit at 1500 ft "AGL", Dubai Airport (OMDB) sits at 62 Feet "ASL" FOCUS on the AGL and ASL... as Pilots for safety we MUST take the Field Elevation into consideration therefore realistically instead of performing the circuit at 1500 feet AGL I would have to perform it at 1500+62 (1562 Feet ASL) which factors in the terrain elevation as well...
Now on the Airbus FCU I cannot set 62 feet, I can change the values in minimums of 100 feet so I can only set 1600 instead of 1562... Therefore Since the circuit is going to be performed at 1600 Feet... how many hundreds in 1600? 16 right? with the formula of 3 seconds per 100 feet we come up with (3 x 16 = 48) so we fly 48 seconds outbound at 1600 feet adding 1 second for every knot of headwind and subtracting 1 second for every knot of tail wind.
Hope you get it :)
I'm going to add if you were at at airport where the airport elevation is 5050 you would then need to fly 1500 feet above that right? This would make your circuit altitude 6550 feet right? in the Airbus FCU I cannot set 50 feet, I can change the values in minimums of 100 feet so I can only set 6600 instead of 6550... Therefore Since the circuit is going to be performed at 1600 Feet (ABOVE GROUND LEVEL)... how many hundreds in 1600? 16 right? with the formula of 3 seconds per 100 feet we come up with (3 x 16 = 48) so we fly 48 seconds outbound at 1600 feet adding 1 second for every knot of headwind and subtracting 1 second for every knot of tail wind.
That was extremely informative thank you. And of course thanks for the freebie download, that's going to come in handy. Cheers.
I see a big mistake I am making when landing now, I rely far to much on the ailerons to make my direction adjustments, and I see I should be using the rudders more.
What I like to do is use the Ailerons are much as possible until just over the runway, once I'm in the flare, I just use the ailerons to keep the A/C perfectly level as to not slam and engine or wing into the ground and use the Rudders for Directional adjustment. Remember in Aerodynamics, Pushing the rudder has a secondary effect called Roll... So if you push the rudders long enough the aircraft will eventually bank as well.
how to fly with bird mode?
Hello,
Watch this video to learn more about the Bird (TRK/FPA)
ruclips.net/video/uKT0tLjpVFw/видео.html
If you've got more questions after that, let us know :)
@@waypointsaviation it is perfect,,, i will see another video from you,, thanks..
Auto flight Chapter please ❤️❤️
That's been done :)
Watch it here... ruclips.net/video/-o7Z5bMfkxo/видео.html
If you have any more questions feel free to contact us :)
Why did you time 48 seconds even though you flew at 1500 feet AGL? For example, at an airport with an elevation of 3000 feet you would fly at 4500 feet but still time 45 seconds instead of 135 seconds.
I actually explain this in the video... Anywho... Manuals say you fly 3 seconds for every 100 feet you're above sea-level (ASL), in this Example Dubai (OMDB) is 60+ feet ASL so we would be flying at 1600 feet (added 100 feet to the 1500 to factor for the 60+ elevation).
3 Seconds x 16 = 48 seconds, later on in the video you'll see that I had 2 knots tail-wind, you add 1 second for every knot of HEAD wind and deduct 1 second for every knot of TAIL wind therefore 2 knots tail wind = I minus 2 seconds from my 48 which = 46 seconds I fly out bound before I turn.
Hope this helps! :)
@@waypointsaviation Thank you for the reply. I actually asked myself why you used the altitude above sea level instead of the height above ground level for your calculations. With this logic, you would have to time 135 seconds when flying at an airport with an elevation of 3000 feet (4500 feet ASL -> 45 × 3) and no wind. Doesn't it make more sense to use the actual height for your calculations? This way, you would always have to time 45 seconds (if there is no wind) because you are always flying the pattern at 1500 feet AGL.
The chart you showed us that explains the Visual Patterns also refers to a height instead of an altitude (I guess that's why it says 45 seconds of timing because it is always 45 seconds (+- wind component) when you are flying at the normal pattern altitude - no matter the elevation of the airfield).
Field Elevation is ALWAYS taken into consideration for safety. Always. Pilots are trained to factor this in. Thus the extra 100 feet added here to factor for the Airport field elevation.
Your a mind reader too😂I’ve actually just been performing this exact procedure and was going to ask for your explanation and a demo
Well what can I say just perfect once again!
I’m pleased to say I was performing this procedure correctly 😅
👍
Ps thanks for the PDF very useful
That’s awesome Steve! Anything else you wanna see us explain in the sim which we haven’t dont so already let us know! We’re at your service!
I most certainly will
Thanks 🙏 I’m of to my simulator now to perform some circuits at Heathrow my home airport, sadly though I don’t get the same views as you 😢
Have fun bud!
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We’re there! Thank you so much!
The lack of a 'straight ahead' view spoilt what was a fair presentation. It felt quite disorientating for a while. try the FSLabs A320 next time, eh?
ruclips.net/video/H2HO_VHC1Q4/видео.htmlsi=frJii51wlI7xCHWr