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SAS443

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About SAS443

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  1. "Oi mate, bit rude putting me in dis holding pattern, innit?"
  2. I won't comment on SOP:s in specific since they arent really applicable for this sort of hmm "special approach" where you don't typically bring an A320 and very few of us are A320 test pilots IRL, I suppose. But hey, that's the cool part about a desktop simulator, we are free to do whatever we want. 🙂 Regarding the 4th attempt. Ask yourself if it's a good idea to carry 235 KIAS into the approach when the runway is 7.5NM out. It's basically back to ADM from your PPL days. Would you carry 115 KIAS into final leg in a PA28 for a short field? Doable, probably (you managed to land and slow down in the video) but reckless and you're giving up lots of overhead margin for any kind of stable approach criteria and adding unnecessary stress. My advice is to configure the plane way sooner for a totally improper approach like this 😄 Benefits are less vertical speed required , also slowing down the pace in general and in return you get added time for lateral/vertical adjustment and for last minute checks to see if any items have been forgotten (such as spoilers etc 🙂 ) In short: slow down in order to increase the pace of cockpit workflow. It works, regardless of airplane. And as always , designate a proper touchdown spot aswell as balked landing spot (where you will trigger Go-Around), again back to basic ADM.
  3. Simply fantastic preview video. This is how it's done. Great job FBW-team.
  4. Tip: you can actually move the levers out of the CL detent and match the current thrust output by using the donut indicators, and THEN disconnect the ATHR. TLA is acting as a thrust limiter in this case.
  5. Thanks @JYW for the detailed write up! Seems like a sound decision if you fly VFR (noted that IFR is still WIP?). Question, how airspace aware is SI? For instance you are flying in a terminal area when an approach controller drops you below TMA limit for traffic avoidance (which is quite common flying vfr near larger airports) so basically class C to class G (EASA) "G-WILL, descend to 1.500ft, uncontrolled airspace, remain on the frequency for flight information" And how aware is SI of Restricted areas? Would it cope with a request permisson to pass? Or better yet, reply if it's active or not? (I mean that info is NOTAMd and public available, A.I might be able to gather those) So many questions.... 😁
  6. CAT3A - fail passive. A failure during your approach where you intend to autoland will result in a Go-around. 50ft Radio DH. CAT3B - fail operational (cat 3 dual). No Radio DH. A failure below alert height (100ft in the A320?) will still accommodate an autoland - you can continue. Alert height is key definition that basically act as a divider between fail passive and fail operational landing systems. It's determined by the manufacturer. Airlines can choose to use lower AH but not a higher (which is more attractive from performance standpoint obviously) Disclaimer: not an airline pilot.
  7. That's a trait of IAE powered airbus. I had a few A320 rated instructors during my private, and they all told me they simply let the plane pick up speed on straight taxiways and then firmly apply brakes, and again letting the speed build up... rinse and repeat. Avoid "riding on the brakes".
  8. That entry, known as Tower headwind component (THWC) only comes into effect if winds are >10kts. Anything below that will simply mean default VLS+5kt Vapp target as the airplane always assumes that wind velocity is 10kts. If winds are above that, it will impact Vapp and the airbus actually computes various Vapp targets but only one value is displayed to the crew. (This is a complete chapter of science, btw)
  9. The odd entry in the A300b2 lineup probably goes to the "Scandinavian Airlines variant" the A300B2-320. Only four delivered (all to SK) with the b2 fuselage and b4 wings powered by a pair of pratt & Whitney JT9Ds Of course, the re-sale value of these hybrid birds weren't great and more importantly , the range was quite poor since they had no fuel thanks in their B2 fuselage, so centre fuel tanks were later installed by SAS charter division Scanair, and type designation changed to A300B4-120.
  10. 0,5 NM is my sweetspot for the DA40 aswell. Yes she is a glider, but not in landing config and FADEC putting the prop into fine pitch. Down she goes. (this is how a 0,5NM pattern looks like from 1000 AGL in the lovely greenhouse cockpit of a Diamond)
  11. IRL The G3X has an internal GPS, but it's VFR only, meaning it will not load IFR approaches. But it can be hooked up to an external navigator (like a GTN or even a GNS530), and hopefully we will have this option via mods... From experience, when flying the G3X coupled to a navigator, all flight plan editing should be done in the external nav unit (changes will be transferred to the G3X flight plan) but if you modify the FPL directly in the G3X you must enable "internal GPS" and then send to external navigator (GTN) and accept the changes in the GTN. It's a very cumbersome workflow....just stay with the GTN for everything flightplanning ..
  12. Its slender wings are to 'blame' for this. They have quite the span, and gusts catching the outer areas of the wing will throw it around the yaw axis. (The smaller DA40 is very nervous in turbulence as well, due to the same reason)
  13. TDI is usually referring to the older airframes with the "centurion" diesel engines from Thielert. I don't think any thielert engines are powering the NG's, instead we have the more powerful Austro AE-300 diesel.
  14. It's gets even more wack when you realize gliders use meters instead of feet for altitude (in the regions where I fly) Some swift mental math is required when sharing airspace with descending gliders and trying to understand their position/altitude reports 😁
  15. Great news! Love flying G3X irl. It is so ridiculously more intuitive than G1000 ever will be. Feels like an Iphone vs Palm Pilot comparison.
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