FirstOfficera320

Today I'm attempting the impossible flight of doing a low pass at all 3 of New Yorks busiest airports! - Enjoy 

leave a comment or like on the video if you want to see more 

https://youtu.be/lS7AvS6yMAs

Hello,

I've run into a small problem that's a little annoying. I left my computer in my parents basements as I've been in the US for 7 months. Pretty constant atmosphere.
Coming home I obviously expected it to work as I left it, but that didn't happen. 

I got no post. Only a Q LED for CPU. Tried reseating it. No bend pins. I've checked some of the PSU 12V with a multimeter.

Here are the specs:

i5 4670k (was overclocked at 4400mhz)
Maximus VI Formula
G Skill F3-2133C9D-16GTX
Asus GTX 770 
Corsair H100i
Cosair HX750 PSU
Evo 750 SSD

There is no visible damage. I have a sixth sense that the CMOS battery may be dead. Can anyone offer any suggestions?

Kind Regards,

Martin

Inigo,

I suggest you head over here and get the free 7 day demo they have. Check it out, and adjust the settings for smooth operation.

Rgds,

Hi Inigo,

In the standart atmosphere (ISA) the temperature is at sea-level 15C, and it drops by 2C per 1000feet. 

An easy way to get you ISA temperature is to take 15 - (FL x2); in our case it would be 15 - (16x2) = -17 C

A small note to add is that the temperature becomes constant above the Tropopause, which in ISA conditions happens around 36080 feet and -56.5 C. The Tropopause is depicted on the high altitude weather chart in a box with a flight level inside. Because of the way the earth is heated it will be higher near equator and fall, in steps, towards the poles. 

I would recommend getting ASN for weather program for FSX.

Let me know if you have any further questions.

Hi Inigo,

First of all good question that covers some of the basics of IFR flight planning. 

*IF* you're operating under FAA rules you will need the following fuel requirements. These are a somewhat different if you operate under EASA, or other state rules. 

So lets take a look at the 14 CFR 91.167 which states that at take-off, you must have enough fuel to complete the flight to the first airport of intended landing; fly from that to an alternate and after that continue for an additional 45min at normal cruise speed. 

So reaching our destination we must have fuel in our tanks to proceed to our destination, and after that fly for 45 minutes. So what Dan wrote here is not entirely true: "You added 45 min reserve and due to weather had to use 16 min of it... that's what the reserve is for; well, that any other unknown that happens." - The unknown could be that you had to hold over your alternate, or over your destination if you hadn't selected a alternate, but in this case there are weather requirements, BUT you must never use you reserves doing the leg from departure to destination. 

If there is adverse weather enroute I suggest you add even more fuel. Try add 15-30 min of extra flight time.

So to keep it simple: take your total flight distance divide by average ground speed. This gives you flight time in hours. From this you can work out your fuel requirements. Many third party weather programs can give you an average ground speed if you put in cruise altitude and true airspeed. 

If you want to go advanced you can always resort to looking into the performance tables in the FCOM.

Hope this helps.

first (:

Hei Morten,

This is not a Vector-line, but more a huge area that has gone magenta. It's been like this for the last 3 hours. Now approaching 72S130W

If you leave SCCI heading for NZAA you'll see it about 90W

That's interesting. I am now 2 hours further into the flight and the magenta "field" stopped at about 115w. The furthest south I am going is 72S

rgds,

Hi all,

After a feast of uneventfull flights, I decided to turn south in a mega ETOPS flight. Yesterday I started in Copenhagen heading for Rio de Janeiro. The Boeing 777 is a real work horse.

I am now heading from SBGL to YSSY. A 9000nm flight. A true test of range and ETOPS.

Here we are, a little over 6 hours into the flight and a mystical magenta path in on the TERR display. This is very near to the Date line.

Has anyone else noticed this problem.

...And in 12 hours time I shall fly straight back to Copenhagen from Sydney, thus circumventing the globe with only 2 fuel stops

Hi all,

After a feast of uneventfull flights, I decided to turn south in a mega ETOPS flight. Yesterday I started in Copenhagen heading for Rio de Janeiro. The Boeing 777 is a real work horse.

I am now heading from SBGL to YSSY. A 9000nm flight. A true test of range and ETOPS.

Here we are, a little over 6 hours into the flight and a mystical magenta path in on the TERR display. This is very near to the Date line.

Has anyone else noticed this problem.

...And in 12 hours time I shall fly straight back to Copenhagen from Sydney, thus circumventing the globe with only 2 fuel stops

Hi,

This is what we use on the Airbus A320.

• at the first waypoint in cruise, insert wind DIR/VEL, and temperature at the initial CRZ FL.
• at next waypoint where wind differs by 30° or 30 kts and temperature by 5°.

This can be entered on the ground or in cruise (to keep you busy). Also before the flight check the DTG with the CFP.

Have a nice flight

Man, I guess I should just leave all the lights on any time I go flying.  Wouldn't want to have to follow those darned checklists, and have to go flipping switches!

 

While I'm at it, I guess I should leave my car's headlights on all the time, too...

That's how we drive here in Denmark....you know the car is moving, or about to, when it's lights are on. So running lights on at all times.

Italy is worse...you do not have to have lights on doing the day time, except if you are in a tunnel. So you do mountinous driving with on hand on the light switch...

To the OP. Just select the Beacon on prior to pushback.

Hi Guys,

I can tell you that Check Flights and Acceptance flights are very different. Some maneuvers are the same. However the Acceptance flight is much much thorough. While the UK CAA may be 30 pages, the Acceptance manual for the A320 is +300.

Just a note

rgds,

Very interesting you mention this because I've noticed that too and on occasions this fact has tempted me not to use TAI especially when it still won't do any real difference in FSX where no icing conditions are simulated at least not with the NGX but trying to fly as close to real world ops as possible it still feels wrong not using TAI flying in conditions where you would IRL.

 

This can't be totally correct or is it like this in the real bird too?

 

 

 

Thanks for your tips and interesting feedback!

 

When you say you used V/S descending @ 3000 ft/min were you also able to do that below 10k keeping the speed below 250 knots?

 

I heard before the 800WL is the most slippery one and I do all my flying in that model so guess that's adding to my problems coming in too hot on many approaches.

It certainly isn't correct to not have the Ilde speed not roll back.

It was only the first 10000feet or so that I did at -3000fpm. At that point I was back on my pencil "vnav" path. Thus keeping the vertical speed at ground speed times 5. In other words a 3 degree decend. The airspeed was around 315kts at it's highest getting back to 283kts.

From FL100 at 240kts I was doing a resonable 1200fpm, which I find realistic. Engines at idle from TOD to 1800 AGL.

May the force be with you

Hi Richard,

I just did a test flight from LAX to SFO using the 738WL, the most slippery of them all. I flew 20nm past the T/D at FL390. 115 track miles I started the decend. No speed brakes and I used V/S -3000fpm. No trouble all the way down, although I remained from 1500 to 2500 feet above the VNAV profile. Despite this I was still stable at 1800AGL on the ILS.

I find VNAV leaves me conservativly low. Still, with proper energy management (Kinetic (speed), Potential (Altitude) and Chemical (fuel)) it's not that hard to manage. Just stay ahead of the aircraft and meet the gates. Plan to be at FL100 and 250kts at 40 track miles to the runway. 15 Track miles should be 3000 agl. and slowing towards Vapp.

Ok, if that's the case I'm surprised this fact wasn't found during beta testing or fixed in one of the service packs after it was released.

 

Well, thanks anyway for all input guys!

Hi Richard,

It's a good thing you're not flying the A321. It's more slippery than the 737-800wl. When heavy you will find yourself with greendot speed above Flap 1 speed. And extending speedbrakes on it will just raise VLS to above Flap 1 speed also. Very trickery....

Speaking of Alternates ... are logging of Alternates in a flight plan required by FAA? I thought I recall a FedEx cargo pilot suggesting they never plan an Alternate?

 

BTW, it appears that most Aircraft in FSX will continue running all the way until 0 ... which is probably not accurate, but there again on larger commercial AC just how accurate is the "actual" fuel quantity on board? (not what was added but actual)

Hi,

Here are a page from the A320 FCOM bulletin regarding FQI accuracy. The supplier could be the same for Boeing and Airbus, Smith and BFE Goodrich(A321)

FAR/JAR 251337 requires that "each fuel quantity indicator is calibrated to read "zero" doing level flight when the quantity of fuel remaining in the fank is equal to the unusable fuel supply..."

According to Airbus the max discrepency you should see between fuel uplifted and fuel reading is plus/minus 750kgs. There are accuracy margins on the bowser, density. Also take into account the APU fuel burn.

Hope this helps.

Hi.

 

I do allow for all those possibilities, please see my original post.

My question was, what if you had to use your extra fuel etc have you still got to land with a legal amount left in the tanks?

Hi,

You may use your EXTRA FUEL as that's he commanders decision to carry. You must however NOT use you Altenate fuel or Final Reserve.

You are required to land at your destination with your Altenate fuel and Final Reserve. If your predictions look like you will not. you either have to replan or divert. Simple as that.

Hi Tony,

In the land of the EU, bless us.....here are the fuel requirements for planning and inflight. A little lenghy, but it's the law.

EU-OPS 1.255. Pre Flight Planning

An operator must establish a fuel policy for the purpose of flight planning and in-flight re-planning to ensure that every

flight carries sufficient fuel for the planned operation and reserves to cover deviations from the planned operation.

An operator shall ensure that the planning of flights is at least based upon 1. and 2. below:

1. Procedures contained in the Operations Manual and data derived from:

(i) data provided by the aeroplane manufacturer; or

(ii) current aeroplane specific data derived from a fuel consumption monitoring system.

2. The operating conditions under which the flight is to be conducted including:

(i) realistic aeroplane fuel consumption data;

(ii) anticipated masses;

(iii) expected meteorological conditions; and

(iv) air navigation services provider(s) procedures and restrictions.

© An operator shall ensure that the pre-flight calculation of usable fuel required for a flight includes:

1. Taxi fuel; and

2. Trip fuel; and

3. Reserve fuel consisting of:

(i) contingency fuel (see OPS 1.192); and

(ii) alternate fuel, if a destination alternate aerodrome is required. (This does not preclude selection of the departure

aerodrome as the destination alternate aerodrome); and

(iii) final reserve fuel; and

(iv) additional fuel, if required by the type of operation (e.g. ETOPS); and

4. extra fuel if required by the commander.

(d) An operator shall ensure that in-flight re-planning procedures for calculating usable fuel required when a flight has to

proceed along a route or to a destination aerodrome other than originally planned includes:

1. trip fuel for the remainder of the flight; and

2. reserve fuel consisting of:

(i) contingency fuel; and

(ii) alternate fuel, if a destination alternate aerodrome is required (this does not preclude selection of the departure

aerodrome as the destination alternate aerodrome); and

(iii) final reserve fuel; and

(iv) additional fuel, if required by the type of operation (e.g. ETOPS); and

3. extra fuel if required by the commander.

EU-OPS 1.375. In Flight Fuel Planning

An operator shall establish a procedure to ensure that in-flight fuel checks and fuel management are carried out according

to the following criteria:

(a) in-flight fuel checks.

1. a commander must ensure that fuel checks are carried out in-flight at regular intervals. The usable remaining fuel

must be recorded and evaluated to:

(i) compare actual consumption with planned consumption;

(ii) check that the usable remaining fuel is sufficient to complete the flight, in accordance with paragraph (B) “Inflight

fuel management” below; and

(iii) determine the expected usable fuel remaining on arrival at the destination aerodrome;

2. the relevant fuel data must be recorded.

(B) in-flight fuel management.

1. the flight must be conducted so that the expected usable fuel remaining on arrival at the destination aerodrome is

not less than:

(i) the required alternate fuel plus final reserve fuel, or

(ii) the final reserve fuel if no alternate aerodrome is required;

2. however, if, as a result of an in-flight fuel check, the expected usable fuel remaining on arrival at the destination

aerodrome is less than:

(i) the required alternate fuel plus final reserve fuel, the commander must take into account the traffic and the

operational conditions prevailing at the destination aerodrome, at the destination alternate aerodrome and

at any other adequate aerodrome, in deciding whether to proceed to the destination aerodrome or to divert

so as to perform a safe landing with not less than final reserve fuel, or

(ii) the final reserve fuel if no alternate aerodrome is required, the commander must take appropriate action and

proceed to an adequate aerodrome so as to perform a safe landing with not less than final reserve fuel;

3. the commander shall declare an emergency when calculated usable fuel on landing, at the nearest adequate aerodrome

where a safe landing can be performed, is less than final reserve fuel.

So as you can see it's pretty clear that you must not land at your destination airport with less than final reserve + alternate fuel

My friend took this picture going into Guangzhou on night.

Kind Regards,

Martin Dahlerup

A320 First Officer

Would you like something like this? Airbus made it with their FOVE program. It is an electronic flight bag really.

Devin,

Please read this entire thread. It will give you a lot of needed background information for getting a smooth and troublefree sim. It has both a hardware and software section.

http://forum.avsim.net/topic/370594-read-before-posting-software-hardware-guide-for-fsx/

Regards,

Hi Devin,

Do you have the Highmemfix in you fsx cfg?

regards,

HI Marx,

What I've been taught is that, most importantly you should arrive over the tresshold at Vapp, at 50feet AGL and decending at a 3degree glide. When you hear the 30feet call out slowly bring the power to idle. at the 20 call out raise the nose to arrest the decend. Let the aircraft settle on the runway. if you are light bring the power back sooner than if you are heavy. Or if it's hot vs cold.

Also remmember to look far down the runway to better guage your height and vertical speed. Slightly different for the different aircrafts. The 800 likes to float. Especially if you are a little fast. The 700 is really easy!

This works for me in real life.

Kind regards,

the cockpit oxygen masks did not automatically deploy, so the pilots had no indication of pressurization problems.

Hi Aexeron,

There are no such thing in the cockpit. The oxygen mask are quick donning type.

Regards,

Hi Joaquin,

In that scenario you are better of going FLC CH and set speed 220kts. This will leave you a little high on the Vnav path, but the distance you will have to slow at the DECEL point is lower too.

Just remmember to monitor your 3x rule.

Kind regards,