This is the first video from your channel that I've watched and I don't know if you are a real pilot or not, but I have to say that I've never seen so many details in a perfect explanation as you brought to us. I've really felt like I was in the cockpit. I'm a commercial pilot in Brazil but I'm still learning to handle big jets like that in the sim, trying and hoping to be on command one day. Thank you so much!
Once again...Thanks, BB! Your knowledge of and guidance as to how to fly the A320 in simple "couch-pilot" terms for us earth-bound captains is very much welcomed and appreciated! Looking forward to may more tutorials on mastering this amazing aircraft. Two thumbs up from Sydney ;)
That was fantastic. Amazing that even in the super modern Airbus you still apply those classic rules of thumb, I guess validating the methods that pilots were using long before they had the assistance of an FMS.
Can i Consider only the Wind from metar to insert the mag wind ? Should i add magnetic deviation of the area of the airport plus or minus the wind from metar ?
I am a Jet transport Captain and trained on A320 in the past and can say with absolute amazement at how precise and simple your course delivery is. One wonders if you have been type rated on A 320 by any chance? Even your English has a Germanic precision! .
Hi. Thank you for your kind feedback. Indeed, I am an A320 rated Captain in Germany. I have also been involved in the development of the FSLabs A320 addon. Hence the fascination about that flightsim addon. I wish you always happy landings, especially in the current demanding time.
Thanks sir, I feel like this video was made for me directly. Thanks for all the support. Fslbabs has been a learning curve for me after dominating the PMDG's. Cant wait for the updates coming! 319, etc
+Efrain Rodriguez .. yes, your Feedback played a big part in making this video. Glad you liked it. I am also very much looking forward to the 321 and 319 and the new FMS functions. Regards
I love these videos, great for review. In Wizz Air the official document used for descent management states Alt in thousands of feet divided by 30, plus 5nm is the distance you need in still wind. 36k ft = 36/3 = 120 + 5 = 125nm. Vice verse 55nm = 55-5 = 50nm * 3 = You should be at 15,000ft. Then correct for wind, weight, nonstand speed (270kts used for descent with CI: 0).
Great video. A question: if you are above the path, what are the actions that may keed you descent faster, like open descent, decrease speed, increase vs with speed breakes etc. Can you recommend me a video regarding flight modes of descend?
Hi. Thank you. The highest descent rates are achieved where the drag of the aircraft is highest. That would be at high airspeed with speedbrake out. That is the case as long as you are further away from the airport and above 10000 ft. Close to the airport it makes more sense to slow down quickly and extend flaps (2) and landing gear.
Another excellent and informative video BlackBox, I just have a question if you wouldn't mind answering it. When the G/S indication is alive and it indicates that you are below the profile, e.g when you were descending through 3500 ft in this video, would you sometimes switch to V/S (-300ft or so) in order to prevent the aircraft being level at 2500ft for quite a long period of time, or would you level off anyway so that the speed can reduce in the quickest possible time? Thanks again for the video.
+Ben Sinclair .. yes you could use V/S to smoothen out the descent. It is just important to make sure you can decelerate for Flaps configuration. Thank you for the positive feedback 👍🏼
Yes I guess as long as you're at 250kts then the priority would be to get the speed down. I suppose you'd be more likely to us V/S if you've been given an ATC speed restriction so the reduction isn't needed
Black Box, I love your A320 training. I initially struggled with the FS Labs "Bus" and your videos have really helped me enjoy flying the airplane properly. I have a couple of questions: I see in your videos you always fly the CFM variant. Have you flown the Airbus with IAE engines in the real world? If so, would you consider doing a training session on the differences in procedures and handling between the two engine variants? If you have the opportunity, I'd also love to see you fly the Quiet Bridge Visual 28 at KSFO or the River Visual 19 at KDCA flown the way a pro would fly it. Thanks in advance
+David Freeman ... Thank you for the kind words. There aren't any big procedural differences between CFM and IAE. However I can do a video on the different behaviors between the two engines. Stay tuned. Regards BB
Hi Blackbox. Thanks for the great videos - just the level of through detail I need. Keep coming back to watch episodes as a refresher and always pick up new techniques. 2 questions; 1) If you are cleared to descend early, (this question is equally appropriate for 737 etc), do you initiate a "descend now" from the MCDU/FMC so that it will descend at a rate (circa 1000fpm usually) that will intercept your calculated descent path, where an idle descent will be initiated ... or do you go into open descent and get down to the cleared altitude at a rate that equates to idle thrust? 2) I know Boeing do not recommend the use of autothrottle with A/P disconnected but is the autothrottle used on the A320 during final approach at all? I'm sure I have seen videos where this is occurring but it leaves glidepath control being led by pitch inputs .. which surely could lead to one chasing the other? Keep up the great work Nick
+Nick Kidd .. Thank you very much. If ATC doesn't give you any descent rate instructions, then I would use managed descent in order to get into the optimal descent profile with the initial 1000 fpm descent rate. You can use the Autothrust when flying manually, since there shouldn't be any pitch changes when thrust is increased or decreased (flight stability function of the Airbus). Some companies actually tell their pilots to do so as SOP. Happy Landings
Great video. I have Pilot 2 ATC, where it tells me the TOD distance to Destination. So, how would you take that number to figure out the FPM in an A320? (In this case, 72.1 NM to Dest; and cruise alt is: 27K.) Thanks
Hi. You need to look at your groundspeed. Let’s say it is 360 kts you will go 6 NM per minute. So 72 NM is about 12 minutes. In those 12 minutes you have to loose 27000 ft. So I let you work out the rest to get the feet per minute descent rate.
Hi, bless your soul for all this teachings, would you kindly show descent incorporating direct to clearances and whether the preferred options would be open descent or v/s. Many thanks
:D Thank you BB! Nice tutorial. A brilliant explanatory video and a landing into Bucharest with a group flight into Bucharest later? I don't know what to say! You've really made my day! Honestly, I wasn't expecting a taxi-in. That was a nice surprise. A quick question: (you knew this was coming :) ) Every time I've flown with Wizzair to Bucharest and visited the flightdeck, the G/A ALT was 9900. Any idea why? I've searched all over the charts and never found any notice to do so. When I've visited the flightdeck at a different destination, the G/A seemed normal. Thanks for your extreme kindness.
+MC KJKRU .. Hello my friend. I am glad you enjoyed the video and approach into Bucharest. Regarding the G/A setting. I assume you visited the flightdeck after landing while passegers were disembarking? I this case I think the pilots have already set the FCU for departure. And since LROP doesn't have an initial climb altitude published, 9900 would be a reminder to set the first cleared level after receiving clearance from ATC. Hope that makes sense?
Very nice vid Captain, as usual. Thanks! I flew quite a lot IRL to OTP in a 318 as an F/O two years ago and was actually reviving the flight. Very good refreshing in those times where everybody is away from a real sidestick... Just a quick question. Where did you get this nice LROP scenery for FSX? In the video, you talked about LH simulations but I could find only LHBP on their website. Jacques
Great Video! Thanks very much! I have a question. If your calculated TOD matches the TOD FMS and winds are mostly cross winds not tail winds, would you decent via. VN relying on the FMS and cross check this way or just simply use ALT INV. regardless and set initially to 10,000, then 5000, etc as you did? Thanks again!
Yes, if the FMS calculation are plausible then I use managed descent according to the FMS. Also if the wind data is correctly entered in the Descent page, the predictions are very good.
why do you disconnect the autothrust for landing? For fun or is there a reason why it's better manually? also: do you keep the speed with thrust or with pitch, beziehungsweise ;) do you adjust for height by using pitch or thrust?
Nice Vid, thanks for sharing. However I believe it's more accurate to use Vapp and not green dot as target speed for deccel factor calculation as we have straight in approach. What do you think? on a 3 DEG GLIDE S
Hmmm, personally I have always worked with the method I showed in the video. You can surely use your own method but I would not say it is more accurate.
I first want to say that your videos are on another level, and with that being said could you upload one on your settings and maybe upload your cfg please?
Hi. I am either guessing the Flex from experience or I am using a program called TopCat. I have not done a video on this topic yet, but I have demonstrated the calculation in alot of my livestreams. Regards
Hello Blackbox, congratulations for your videos. They are a great help. I wanted to ask you something about menaged descent. I noticed that your vnav des profile remains correct until the end of the flight. your idle stays at a minimum correctly. When I try to do menaged descent I can not keep the vertical profile correct. my idle varies from 40% to 20/25% so there is always a bit of thrust even when it would be better to decrease it to keep the vertical profile correct. I have configured mcdu as you recommended. correct init page, correct fuel tl or hd inserted using pfpx. On every flight I am always high compared to the correct vertical profile during the descent. It would seem that a320 calculates the T / D either too close to the destination or in any case not properly. the only way to get close to making a descent close to the correct vertical profile is to set the menaged descent with a speed of 290 knots. however it is very difficult to maintain it. If then I have to slow down no way: the vnav parth is completely lost. Substantially known two differences between your descent and mine: -your descent: Vnav path corret - mine descent: Vnav path high -your descent: idle to a minimum - mine descent: variable idle I do not know if these two differences are the cause of the problem or some setting I'm wrong about the programming of the mcdu (although I seem to configure everything correctly) Thank you
Hi Andrea. Thank you. The idle thrust settings in the A320 can vary a lot, depending on altitude, airspeed, ambient conditions. So I doubt that this is causing your problems here. Regarding the profile, one thing people get wrong most often is that they do not put in the descend winds into the MCDU. So the FMS calculates with wrong parameters, which then messes up the optimum descent path. Regards
+David Stoica .. Hi. Was it you that asked me that on Livestream yesterday? I will need to see if failing pitots and statics separately is possible through the simulator itself. In the FSLabs you can only fail the Air Data Reference Units which is not the same.
Hi. If you are sure that the Flight Plan Page is correctly programmed, then you can take this value as well. For me personally I usually take the threshold direct distance and adjust for any base or downwind that I need to fly. Regards
+Fariz Faiz .. in this case you need a direct distance to the runway and then add the expected additional trackmiles for the radar vectors. This is more or less difficult at that stage though, so don't worry about being a little low in the profile. Just make sure you do not get too high in the last portion of the final approach. A video on that could be interesting. I will see if I can do that in the next 2 weeks. Regards
Hi Blackbox! Thank you for this tutorial! I have a question. I use Tollis A319, and I descend in managed mode. The indication on my FFD in this case is THR DES. I see in your case that's THR IDLE. What is the difference?
Hello, i have previously commented asking about the FSLabs, because I had a flight control bug.. Yesterday i bought FSUIPC 4 but it doesn't seem to have helped, or else I have set it up incorrectly. Do you know if there are any tutorials (besides froogles) on how to set it up? Thank you :) also great video!
Hello! In the beginning of this video, may I know why you use 200kts in stead of Vapp 134kts to lose your speed from 290kts until the final waypoint? Is it that 200 kts made as a reference speed? Could you explain?
No, but it is fairly close to that. The FMS has a performance database and takes the programmed and present environmental data (wind, temperature) etc. and also any path altitude/speed restrictions into account. Regards
Thanks for explanation, very Nice. I have confusion about weather data, From where do you get values to insert in FMGS? do you use real weather data, if yes, then how do you get that weather in flight simulator?
I use an addon called active sky 16. Through this I get real life data for the weather. In the FSLabs A320 MCDU yiu can find the weather data request function.
Hello, I have the FSLABS A320 for FSX. But when I'm on final I get oscillating/flutter ailerons. I have the sensitivity and null zone set exactly as to the manual. Any fixes? I am also on the most updated version
+Ricky Castrigano .. never encountered that problem. I would imagine it is a problem with the flightstick. Please contact FSLabs and open a ticket on their website. Regards
When under radar vectors you need to determine your distance to the runway and then use some basic mathematical stuff to calculate your descent and speed reduction point. As a rule of thumb you can say that to reduce from 250 to 170 kts, you need approx. 4 to 5 NM depending on the headwind component.
Hallo Blackbox! Vielen Dank für das informative Video! Ich hätte zu dem Thema noch einen Wunsch aus gegebenem Anlass ;) Kannst du evtl den Anflug nochmal machen, aber diesmal mit der Dash 8 Q400 unter folgenden Bedingungen: Du hast vor dem Abflug die Landung auf 26R erwartet und programmiert. 10 Meilen vor dem im vnav berechneten Top of Descent erfährst du von der ATC, dass du stattdessen die 08R anfliegen sollst. Ich würde gerne mal sehen, wie du den neuen Approach programmierst und wie der Anflug möglichst professionell funktioniert. wäre cool, wenn du dazu entweder ein Video machen könntest, oder dies live auf Twitch zeigen kannst. Vielen Dank schon in voraus dafür!
For me, when I'm flying offline I just go straight down to the altitude I intercept the glideslope at (e.g. 2300 on the charts) from FL380 for example.. is there anything wrong with this?
That is done with a program like PFPX or the use of SimBrief.com. There you can export the data and save it in the respective folder for FSLabs. The rest is described in the FSLabs manual.
@@Blackbox711 During a Managed Descent the aircraft will attempt to fly a thrust idle profile. This may result in a high rate of descent in order to meet an altitude CSTR and may not comply with company V/S restrictions approaching the last cleared level/altitude. (which is 3000fpm in case of 3000ft difference, 2000fpm in case of 2000ft etc.) FMS prediction can also be immediately invalid if you get a "direct to", as you mentioned in the vid (it happens quite often) Also the FMGS does not always reflect the real wind data even if you enter beforehand
Hi. Everything you wrote is correct. However our company has a different attitude and lets us pilots identify and react to any deviations from the normal profiles. And from my experience it happens rarely that the autopilot exceeds the mentioned limits.
+Riccardo Parachini ... simple mathematics. I.e. If you have 25 kts headwind and your average groundspeed during descent is 250 kts, you will need 10% less distance and vice versa. But again, don't make this more complicated than necessary.
@BlackBox711 maybe you can contact Flight Factor and see ifi you can advise them on any testing of their A320 they are making for X-Plane. Supposedly its supposed to be the most complete Airbus ever made for any civilian sim!
Thank you very much. Is it also allowed to use managed speed until „Retard“ callout? I often heard Airbus even recommands it. I find it easier in the XPlane than without Autothrust. Thanks alot 😉
+elmar001 .. yes and no. I am looking forward to improvements but am worried about having to pay alot for upgrades and the time delay involved. Regards
Well PMDG and ORBX guarantee that you will not have to pay to upgrade to P3Dv4. For HiFi and FSLabs, they have not announced their upgrade plan for P3Dv4 (I'm sure Lefteris Kalamaras will give you an upgrade for free for your service to the FSLabs A320 community)
First :3 Nice video! Just wondering if you have any opinion/insight on why certain airports use shallower than 3 degrees descent gradients? I know steeper gradients are used where terrain clearance is an issue, and I guess some non-precision approaches may decrease the gradient to leave some margin for error, but I don't really see any benefit to using a 2.7 degree ILS
+Iwan Wrigley .. interesting question. A shallow Glideslope profile means higher power setting and more noise as well. So I agree, it doesn't seem to make much sense to use a 2.7 degree glide profile.
This is the first video from your channel that I've watched and I don't know if you are a real pilot or not, but I have to say that I've never seen so many details in a perfect explanation as you brought to us. I've really felt like I was in the cockpit.
I'm a commercial pilot in Brazil but I'm still learning to handle big jets like that in the sim, trying and hoping to be on command one day.
Thank you so much!
Hi. Thank you very much for your kind words! I wish you all the best for your career and always happy landings! Blackbox
the most professional simulator pilot in youtube.. you act like a real pilot of a320 and doing everything very professionally
Thank you very much!
I've watched many videos on the A320 but the last 4 of yours I've watched in a row have been the most informative and well explained. Thank you.
+Martin Parry .. thank you for the compliment 👍🏼
I'll have another binge watch this evening :-)
Once again...Thanks, BB! Your knowledge of and guidance as to how to fly the A320 in simple "couch-pilot" terms for us earth-bound captains is very much welcomed and appreciated!
Looking forward to may more tutorials on mastering this amazing aircraft.
Two thumbs up from Sydney ;)
+nsw72 .. Thank you very much and greetings to you in Sydney 👍🏼
Your lessons are the best sir you're an amazing teacher wish you all the best!
+Bruno Santos .. Thank you very much. Happy Landings 👍🏼👨🏼✈️
That was fantastic. Amazing that even in the super modern Airbus you still apply those classic rules of thumb, I guess validating the methods that pilots were using long before they had the assistance of an FMS.
once again. thanks a lot!! appreciate your efforts. whenever i have doubts, i watch your videos.
One of the most informative video's I have seen. Thank you Blackbox.
Glad to hear that you liked it.
Can i Consider only the Wind from metar to insert the mag wind ? Should i add magnetic deviation of the area of the airport plus or minus the wind from metar ?
If the deviation is larger (more than 20 degrees), then you should. Remember that even the printed out ATIS gives you a magnetic wind.
I am a Jet transport Captain and trained on A320 in the past and can say with absolute amazement at how precise and simple your course delivery is. One wonders if you have been type rated on A 320 by any chance? Even your English has a Germanic precision! .
Hi. Thank you for your kind feedback. Indeed, I am an A320 rated Captain in Germany. I have also been involved in the development of the FSLabs A320 addon. Hence the fascination about that flightsim addon. I wish you always happy landings, especially in the current demanding time.
2:34 is my high school trigonometry classes coming together into something I’m very familiar with
glad youre not a : 21:58
At 9:27 why does the FMA (A/THR section) swiftly changes from THR IDLE to SPEED and back to THR IDLE?
Thanks sir, I feel like this video was made for me directly. Thanks for all the support. Fslbabs has been a learning curve for me after dominating the PMDG's. Cant wait for the updates coming! 319, etc
+Efrain Rodriguez .. yes, your Feedback played a big part in making this video. Glad you liked it. I am also very much looking forward to the 321 and 319 and the new FMS functions. Regards
very nice demonstration. please keep them coming
I love these videos, great for review. In Wizz Air the official document used for descent management states Alt in thousands of feet divided by 30, plus 5nm is the distance you need in still wind. 36k ft = 36/3 = 120 + 5 = 125nm. Vice verse 55nm = 55-5 = 50nm * 3 = You should be at 15,000ft. Then correct for wind, weight, nonstand speed (270kts used for descent with CI: 0).
Sounds good as well
Fascinating, authoritative, and enjoyable.
Great video! How do you get to split the pannel screens? What is the shortcut.
You mean the PFD and ND? Just click on the screens
At 12:18 he is programming the radio nav column. what exactly is he doing and where does he get the values OPE and OPT for the vor1/freq or freq/adf2
Hi. I get those VOR/NDB Infos from my Navigraph Charts. Regards
ahh thanks.. someone said you are/were a rw pilot is that true? I cant see it in your bio
+Ethan Hunt .. correct. 737, 747 and 320. I keep a low profile though.
I love that popout FMS Panel.... I hope MS FS2020 will allow that!!!
Great video. A question: if you are above the path, what are the actions that may keed you descent faster, like open descent, decrease speed, increase vs with speed breakes etc. Can you recommend me a video regarding flight modes of descend?
Hi. Thank you. The highest descent rates are achieved where the drag of the aircraft is highest. That would be at high airspeed with speedbrake out. That is the case as long as you are further away from the airport and above 10000 ft. Close to the airport it makes more sense to slow down quickly and extend flaps (2) and landing gear.
Another excellent and informative video BlackBox, I just have a question if you wouldn't mind answering it. When the G/S indication is alive and it indicates that you are below the profile, e.g when you were descending through 3500 ft in this video, would you sometimes switch to V/S (-300ft or so) in order to prevent the aircraft being level at 2500ft for quite a long period of time, or would you level off anyway so that the speed can reduce in the quickest possible time? Thanks again for the video.
+Ben Sinclair .. yes you could use V/S to smoothen out the descent. It is just important to make sure you can decelerate for Flaps configuration. Thank you for the positive feedback 👍🏼
Yes I guess as long as you're at 250kts then the priority would be to get the speed down. I suppose you'd be more likely to us V/S if you've been given an ATC speed restriction so the reduction isn't needed
Black Box, I love your A320 training. I initially struggled with the FS Labs "Bus" and your videos have really helped me enjoy flying the airplane properly. I have a couple of questions: I see in your videos you always fly the CFM variant. Have you flown the Airbus with IAE engines in the real world? If so, would you consider doing a training session on the differences in procedures and handling between the two engine variants? If you have the opportunity, I'd also love to see you fly the Quiet Bridge Visual 28 at KSFO or the River Visual 19 at KDCA flown the way a pro would fly it. Thanks in advance
+David Freeman ... Thank you for the kind words. There aren't any big procedural differences between CFM and IAE. However I can do a video on the different behaviors between the two engines. Stay tuned. Regards BB
Hi Blackbox. Thanks for the great videos - just the level of through detail I need. Keep coming back to watch episodes as a refresher and always pick up new techniques. 2 questions;
1) If you are cleared to descend early, (this question is equally appropriate for 737 etc), do you initiate a "descend now" from the MCDU/FMC so that it will descend at a rate (circa 1000fpm usually) that will intercept your calculated descent path, where an idle descent will be initiated ... or do you go into open descent and get down to the cleared altitude at a rate that equates to idle thrust?
2) I know Boeing do not recommend the use of autothrottle with A/P disconnected but is the autothrottle used on the A320 during final approach at all? I'm sure I have seen videos where this is occurring but it leaves glidepath control being led by pitch inputs .. which surely could lead to one chasing the other?
Keep up the great work
Nick
+Nick Kidd .. Thank you very much. If ATC doesn't give you any descent rate instructions, then I would use managed descent in order to get into the optimal descent profile with the initial 1000 fpm descent rate. You can use the Autothrust when flying manually, since there shouldn't be any pitch changes when thrust is increased or decreased (flight stability function of the Airbus). Some companies actually tell their pilots to do so as SOP. Happy Landings
Hi, i started fling whit airbus and i didn't know how to fly whit this aircraft, for this moment. I must say big thanks.Ps: love every video👍👍
Great video.
I have Pilot 2 ATC, where it tells me the TOD distance to Destination. So, how would you take that number to figure out the FPM in an A320? (In this case, 72.1 NM to Dest; and cruise alt is: 27K.) Thanks
Hi. You need to look at your groundspeed. Let’s say it is 360 kts you will go 6 NM per minute. So 72 NM is about 12 minutes. In those 12 minutes you have to loose 27000 ft. So I let you work out the rest to get the feet per minute descent rate.
very helpful!!! Thanks a lot.can you tell me about the speed correction , where do you get that 200knots?
Thank you Blacky. Missing you already. lol
Hi, bless your soul for all this teachings, would you kindly show descent incorporating direct to clearances and whether the preferred options would be open descent or v/s. Many thanks
The LROP Scenery from 'LH Simulations' doesn't appear to be available any more for ,P3Dv5.3. :(
That is a shame indeed.
Blackbox if i m in heading mode will i be able to see the top of descent marker
:D Thank you BB! Nice tutorial. A brilliant explanatory video and a landing into Bucharest with a group flight into Bucharest later? I don't know what to say! You've really made my day! Honestly, I wasn't expecting a taxi-in. That was a nice surprise. A quick question: (you knew this was coming :) ) Every time I've flown with Wizzair to Bucharest and visited the flightdeck, the G/A ALT was 9900. Any idea why? I've searched all over the charts and never found any notice to do so. When I've visited the flightdeck at a different destination, the G/A seemed normal. Thanks for your extreme kindness.
+MC KJKRU .. Hello my friend. I am glad you enjoyed the video and approach into Bucharest. Regarding the G/A setting. I assume you visited the flightdeck after landing while passegers were disembarking? I this case I think the pilots have already set the FCU for departure. And since LROP doesn't have an initial climb altitude published, 9900 would be a reminder to set the first cleared level after receiving clearance from ATC. Hope that makes sense?
Very nice vid Captain, as usual. Thanks! I flew quite a lot IRL to OTP in a 318 as an F/O two years ago and was actually reviving the flight. Very good refreshing in those times where everybody is away from a real sidestick...
Just a quick question. Where did you get this nice LROP scenery for FSX? In the video, you talked about LH simulations but I could find only LHBP on their website.
Jacques
Great Video! Thanks very much!
I have a question. If your calculated TOD matches the TOD FMS and winds are mostly cross winds not tail winds, would you decent via. VN relying on the FMS and cross check this way or just simply use ALT INV. regardless and set initially to 10,000, then 5000, etc as you did? Thanks again!
Yes, if the FMS calculation are plausible then I use managed descent according to the FMS. Also if the wind data is correctly entered in the Descent page, the predictions are very good.
Addon scenery details?
how do you set the minimum? Do you need to do it somewhere in the FMC? My A320 doesn't say hundred above, minimums etc (X-Plane 11 FFA320U)
Yes, you enter the MDA or DH into the MCDU approach page
@@Blackbox711 Oh ok I managed to find the DH thing!
Thanks for your help!
Black box, great video as usual, what scenery do you use? It is so real.
Thank you very much! I used AFLOSIM Bucharest and ORBX Global.
+Blackbox711 only the ORBX FTX GLOBAL BASE product? Do you use VECTOR as well? Anyway, what does VECTOR do? Thanks.
Its really nice and informative video, if you Will do another video, pls choose more complicated airport with complicated star.
why do you disconnect the autothrust for landing? For fun or is there a reason why it's better manually?
also: do you keep the speed with thrust or with pitch, beziehungsweise ;) do you adjust for height by using pitch or thrust?
Our company SOP‘s say we should use manual thrust when in manual flight.
Pitch for descent rate and thrust for speed.
@@Blackbox711 thanks, that's interesting to know!
Nice Vid, thanks for sharing. However I believe it's more accurate to use Vapp and not green dot as target speed for deccel factor calculation as we have straight in approach. What do you think? on a 3 DEG GLIDE S
Hmmm, personally I have always worked with the method I showed in the video. You can surely use your own method but I would not say it is more accurate.
I first want to say that your videos are on another level, and with that being said could you upload one on your settings and maybe upload your cfg please?
Thank you. I will try to do that next week. Regards
Boss question; how you obtain or calculate the flex temperature? Any of your videos showing this please? Thanks
Hi. I am either guessing the Flex from experience or I am using a program called TopCat. I have not done a video on this topic yet, but I have demonstrated the calculation in alot of my livestreams. Regards
ok I will check them thanks.
Hello Blackbox,
congratulations for your videos. They are a great help. I wanted to ask you something about menaged descent. I noticed that your vnav des profile remains correct until the end of the flight. your idle stays at a minimum correctly. When I try to do menaged descent I can not keep the vertical profile correct. my idle varies from 40% to 20/25% so there is always a bit of thrust even when it would be better to decrease it to keep the vertical profile correct. I have configured mcdu as you recommended. correct init page, correct fuel tl or hd inserted using pfpx. On every flight I am always high compared to the correct vertical profile during the descent. It would seem that a320 calculates the T / D either too close to the destination or in any case not properly. the only way to get close to making a descent close to the correct vertical profile is to set the menaged descent with a speed of 290 knots. however it is very difficult to maintain it. If then I have to slow down no way: the vnav parth is completely lost.
Substantially known two differences between your descent and mine:
-your descent: Vnav path corret
- mine descent: Vnav path high
-your descent: idle to a minimum
- mine descent: variable idle
I do not know if these two differences are the cause of the problem or some setting I'm wrong about the programming of the mcdu (although I seem to configure everything correctly)
Thank you
Hi Andrea. Thank you. The idle thrust settings in the A320 can vary a lot, depending on altitude, airspeed, ambient conditions. So I doubt that this is causing your problems here. Regarding the profile, one thing people get wrong most often is that they do not put in the descend winds into the MCDU. So the FMS calculates with wrong parameters, which then messes up the optimum descent path. Regards
Thank you for answer. Now i'm testing fslabs on Prepar3d V.4 and all seems to be ok. Before i was on FSX.
BRGDS
Andrea
Thanks man 👍 what camera do you use on your videos? From then beginning in fsx . I like the transition from the pilots seat to the overhead panel .
+Bryan Cazacu .. it is a program called ChasePlane
Thank you blackbox711 , works for both fsx and p3d?
+Bryan Cazacu ... yes
Excellent tutorial , i've enjoyed and learned a lot , thanks
Excellent video!
Thank you very much
Is there any chance you could make a video where you fail the static and then the dynamic ports? Thank you !
+David Stoica .. Hi. Was it you that asked me that on Livestream yesterday? I will need to see if failing pitots and statics separately is possible through the simulator itself. In the FSLabs you can only fail the Air Data Reference Units which is not the same.
Yes, it was me :D Maybe it would work in the PMDG, would be great to see some procedures.
+David Stoica .. I will check to see if that can be simulated in PMDG.
Sir , so we have to compare our distance calculated with direct distance on progress page instead of flight plan distance on flight plan page?
Hi. If you are sure that the Flight Plan Page is correctly programmed, then you can take this value as well. For me personally I usually take the threshold direct distance and adjust for any base or downwind that I need to fly. Regards
Blackbox711 how about on radar vector , is it the same calculation? Can you make a video descent planning when on radar vector to intercept ILS
+Fariz Faiz .. in this case you need a direct distance to the runway and then add the expected additional trackmiles for the radar vectors. This is more or less difficult at that stage though, so don't worry about being a little low in the profile. Just make sure you do not get too high in the last portion of the final approach. A video on that could be interesting. I will see if I can do that in the next 2 weeks. Regards
Hi Blackbox! Thank you for this tutorial! I have a question. I use Tollis A319, and I descend in managed mode. The indication on my FFD in this case is THR DES. I see in your case that's THR IDLE. What is the difference?
What airport/airport scenery was this ?
Hello, i have previously commented asking about the FSLabs, because I had a flight control bug.. Yesterday i bought FSUIPC 4 but it doesn't seem to have helped, or else I have set it up incorrectly. Do you know if there are any tutorials (besides froogles) on how to set it up? Thank you :) also great video!
+chr0sser .. make sure you deactivate your controller in the sim itself and then configure the axis through FSUIPC.
I just tried that, and now it works a bit better, it still does the same though, but now with the autopilot on
Very good and well structured tutorial vid! Thank you :)
+Atte Nurmi .. thank you for watching and commenting 👍🏼
+Atte Nurmi .. Thank you very much 👍🏼
Did a flight yesterday and managed to make a very good continuous descent all the way to FAF. :)
+Atte Nurmi .. 👍🏼 .. Very satisfying, right?
Would any aircraft with passengers descend at a 2300 ftPM rate?
I have done descent rates with more than 3000 fpm in the real aircraft. Happens sometimes.
you are pro, well done!!
Can you record a video from fslabs a320 about hydraulic total failure? How to land using only thrust levers.
+TV FLIGHT .. makes no sense in the FSLabs A320. The FSLabs actually doesn't simulate total hydraulic failures correctly.
u don't have to simulate failure. Just don't touch joystick
Can I make a correction? The LROP Scenery Is by AflOSim? Thank you so much!
You are absolutely correct
Hello! In the beginning of this video, may I know why you use 200kts in stead of Vapp 134kts to lose your speed from 290kts until the final waypoint? Is it that 200 kts made as a reference speed? Could you explain?
200kts roughly corresponds to Green Dot speed, and that is where you start configuring and slowing down with flaps
Hello sir. Does the FMC automatically calculate the top of descent based on a default 3° path ALWAYS??
No, but it is fairly close to that. The FMS has a performance database and takes the programmed and present environmental data (wind, temperature) etc. and also any path altitude/speed restrictions into account. Regards
Blackbox711 Thanks sir for your response. Your videos are absolutely amazing and super helpful.
Thanks for explanation, very Nice.
I have confusion about weather data, From where do you get values to insert in FMGS?
do you use real weather data, if yes, then how do you get that weather in flight simulator?
I use an addon called active sky 16. Through this I get real life data for the weather. In the FSLabs A320 MCDU yiu can find the weather data request function.
Hello, I have the FSLABS A320 for FSX. But when I'm on final I get oscillating/flutter ailerons. I have the sensitivity and null zone set exactly as to the manual. Any fixes? I am also on the most updated version
+Ricky Castrigano .. never encountered that problem. I would imagine it is a problem with the flightstick. Please contact FSLabs and open a ticket on their website. Regards
Thank You again Blackbox! Excellent Video! Would it be appropriate to use this rule of thumb for other aircraft such as the B737?
+Benjamin Nash .. Thank you 😊. Yes, this rule of thumb works for most airline jets. Happy Landings
Ok, I am damn newbie here, but a question : What's with the alitudes given by the ATC? How does that come into the picture?
Which part do you mean? ATC Altitude Clearances take priority over charted altitudes unless they say to respect them.
I meant overall. I told you, I am newbie ;). Thanks for your time to answer!
No worries. That is a complicated matter and can’t be answered in a few sentences unfortunately.
how do I know when to decelerate as if there is the decel point when getting radar vectored by an atc?
When under radar vectors you need to determine your distance to the runway and then use some basic mathematical stuff to calculate your descent and speed reduction point. As a rule of thumb you can say that to reduce from 250 to 170 kts, you need approx. 4 to 5 NM depending on the headwind component.
Hallo Blackbox! Vielen Dank für das informative Video!
Ich hätte zu dem Thema noch einen Wunsch aus gegebenem Anlass ;)
Kannst du evtl den Anflug nochmal machen, aber diesmal mit der Dash 8 Q400 unter folgenden Bedingungen:
Du hast vor dem Abflug die Landung auf 26R erwartet und programmiert.
10 Meilen vor dem im vnav berechneten Top of Descent erfährst du von der ATC, dass du stattdessen die 08R anfliegen sollst.
Ich würde gerne mal sehen, wie du den neuen Approach programmierst und wie der Anflug möglichst professionell funktioniert.
wäre cool, wenn du dazu entweder ein Video machen könntest, oder dies live auf Twitch zeigen kannst.
Vielen Dank schon in voraus dafür!
+Burkhard Bickmann .. Danke sehr. Hab Dir eine PM geschickt. Happy Landings
Interesting that Airbus build a level segment for the Decel. The Boeing tends to aim for a CDA.
Well, it is Airbus
For me, when I'm flying offline I just go straight down to the altitude I intercept the glideslope at (e.g. 2300 on the charts) from FL380 for example.. is there anything wrong with this?
Nope. As long as you keep clear of terrain/obstacles you are good
@@Blackbox711 Perfect. Thanks!
I miss the charm of old FSX platform.....
very good job !
Hello wich addons are in the sim its so green ? and what are youre settings?
+World Unite .. my system settings have changed a lot since I made that video. As for the addons I use ORBX Global, Vector, Europe
ok thank you sir
how can i download the function of wind in waypoint
That is done with a program like PFPX or the use of SimBrief.com. There you can export the data and save it in the respective folder for FSLabs. The rest is described in the FSLabs manual.
I love watching your video so much! And i also have a question: how to set cold and dark fslab a320 in fsx. Thank u!
I don’t have FSX, however I assume it is the same as in P3D. So go to Menu-Panel States-Cold and Dark and activate
awesome video! Thanks for the explanation! btw we only use op des in Wizz ;)
Interesting, since managed climb/descent does make sense. Just need to make sure FMS data is correct
@@Blackbox711 During a Managed Descent the aircraft will attempt to fly a thrust idle profile.
This may result in a high rate of descent in order to meet an altitude CSTR and
may not comply with company V/S restrictions approaching the last cleared
level/altitude. (which is 3000fpm in case of 3000ft difference, 2000fpm in case of 2000ft etc.)
FMS prediction can also be immediately invalid if you get a "direct to", as you mentioned in the vid (it happens quite often)
Also the FMGS does not always reflect the real wind data even if you enter beforehand
Hi. Everything you wrote is correct. However our company has a different attitude and lets us pilots identify and react to any deviations from the normal profiles. And from my experience it happens rarely that the autopilot exceeds the mentioned limits.
Nice video! And you said Budapest right!
Don't you have to activate the approach phase manually?
No. You can do that, but if you don't the plane will activate it automatically when you pass over the circled D.
+Kapten Rifqi .. Like Thomas says. Regards
Blackbox has taught me well! -Airbusfandk
+Thomas Hjortgaard Danielsen .. 😊👍🏼
Very useful. Thank you!
What about wind effect?
+Riccardo Parachini ... simple mathematics. I.e. If you have 25 kts headwind and your average groundspeed during descent is 250 kts, you will need 10% less distance and vice versa. But again, don't make this more complicated than necessary.
Old video, but still really really helpful! Danke! :)
Hi Trevor. Glad it helped.
@BlackBox711 maybe you can contact Flight Factor and see ifi you can advise them on any testing of their A320 they are making for X-Plane. Supposedly its supposed to be the most complete Airbus ever made for any civilian sim!
Hi. I am sure they have real 320 pilots on their beta testing team. And I am already doing beta testing for someone else. Regards
Best Video, are you an actual pilot?
Yes I am
Thank you very much. Is it also allowed to use managed speed until „Retard“ callout? I often heard Airbus even recommands it. I find it easier in the XPlane than without Autothrust. Thanks alot 😉
Hi. Yes some airlines use autothrust until flare in the managed speed mode
BB, are you excited for P3Dv4 64-Bit?
I am ;)
+elmar001 .. yes and no. I am looking forward to improvements but am worried about having to pay alot for upgrades and the time delay involved. Regards
Well PMDG and ORBX guarantee that you will not have to pay to upgrade to P3Dv4. For HiFi and FSLabs, they have not announced their upgrade plan for P3Dv4 (I'm sure Lefteris Kalamaras will give you an upgrade for free for your service to the FSLabs A320 community)
+elmar001 😂.. I will have to talk to Lefteris about that 👍🏼
Brilliant.👋
Thank you
the TOD and TOC are not even appearing on my nd
+Aidas Patas .. do you have any FPL-Discontinuities? And entered all performance data incl. Cruising level in the MCDU?
Blackbox711 I am pretty sure I am, just struggling with some stuff after moving from aerosoft
+Aidas Patas .. I always have a TOC and TOD shown. So somewhere I have to assume you are missing important data in the MCDU.
First :3 Nice video! Just wondering if you have any opinion/insight on why certain airports use shallower than 3 degrees descent gradients? I know steeper gradients are used where terrain clearance is an issue, and I guess some non-precision approaches may decrease the gradient to leave some margin for error, but I don't really see any benefit to using a 2.7 degree ILS
+Iwan Wrigley .. interesting question. A shallow Glideslope profile means higher power setting and more noise as well. So I agree, it doesn't seem to make much sense to use a 2.7 degree glide profile.
Very helpful thanks
Thank you 👍🏼
the best descent option is the 3 miles per 1000 feet.
+Lobzang Dorjay .. that works well under most circumstances
Descent Planning A32X by Steger Grafix
Free app in App Store...very cool
Descent Planning A32X by Steger Grafix
appsto.re/il/W5LrJ.i
Are you hungarian?😃
No, Gernman actually
Good explained. But in real life you will never fly this "perfect" route and speeds...
I would never say never. And if you get a reroute you have to calculate again. Daily business for a pilot.