iniBuilds A300-600 Tutorial 6: Takeoff | Real Airbus Pilot
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- Опубліковано 21 жов 2024
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My system specs:
Intel i9-9900k@5,2GHz
RTX3080Ti
32GB RAM
Windows 10 Pro
My hardware:
Thrustmaster Boeing Yoke
WinWings Orion2/F16 Grip
Thrustmaster Pendular Pedals
Honeycomb Bravo Throttle
I'm watching your videos to catch a glimpse of what's going on in the mysterious Airbus world. You're explaining it very well. Thanks for making these!
(On the 747 myself)
Great tutorial series! One note: In the current edition, the take-off go switch is the rivet next to the A/THR switch on the FCU.
Hi, first of all: Thank you! That switch was just changed with the latest updates, long after I created these tutorials.
Thanks for letting us now. I was trying the switch from the video and wondered why it wsn't working. I'll try that rivet next time
Excellent tutorial series, I've learnt something. Thank you :)
I used to Fly 737-CL ...looks pretty same and fun to fly 🤗
Thank you! Had no idea where the “go-lever” shortcut key was! 😇
you can also set up a toga key bind for it, I've forgotten the name of the key bind tho... something to do with go around I think
Interesting how this plane feels more like a Boeing than Airbus
it really does! i feel like it's a perfect mix between the two
Thank You Captain 👨✈️
I dont understand if the deactivation of the A/T after the takeoff in the video was a bug or not..😮
Realy good ! Thank you
Nice.. was wondering where they were gonna put the autothrottle shortcut.. im used to the pmdg screw hole lol
Ive noticed this aircraft tends to lift nose without down pressure. And fairly early sometimes. Around 120-130 range.
You really need to trim it accurately to avoid that. Best to move your point of view actually right above the trim wheel and then trim it from there. That usually works for me.
perfect except have one question. When do you click on the A/Thr button on the mcp as you havent engaged this yet
Another great one!
Forgot the timer lol. I forget all the time too...
Can get toga botton(false atc) to respond when pressing it in take off, and manual max thust do not i activate srs etc. in pdf… What can be missing?
I noticed that you remain in M anual Thrust mode on the climb.. Is that correct?
I gave the first Like! :-) never done that before haha! i was waiting for this tutorial :-) many thanks Emi! these series of tutorials are great!
Great thanks. How on earth did you get the great sound? Turned engine sound to max in EFB still quiet. Thanks
I don’t fully understand for what exactly the pre select vspeed is.
Noticed that you did not activate the Autothrust, can you elaborate on when to use this and when not? 😊
he activated auto thrust after 40% N1, by clicking the dummy toga button disguised as the ATC comm button on the left.
No, the ATC button was to engage TOGA for takeoff; at 5:05 he pressed the AUTO button on the TRP to enable autothrust.
@@gregpugliese ight, Im just gonna tap out on trying to answer shit, just got back from accidentally explaining n1 vs tpr to someone asking about the trp 🤤
Thanks for the video! How do you change the altitude in thousands? I can't seem to find a setting/button which changes it from 100s
Push the alt knob in
Hey Emmi…..can you discuss the thrust panel and potential adjustments that may need to be made. I noticed my trp was 101 through the flight the other day and thought that seemed high.
OK, first things first you mean N1, not TRP. TRP is used on new rolls-Royce engines (ex 787) and is technically a slightly better way of measuring thrust output by measuring inlet and outlet pressure. 100% TRP would be the max pressure ratio at Standard Atmospheric Conditions. Because of this, if the ambient atmospheric conditions are favorable for turbine engines (cold, dense and dry air) you can get higher values than 100% TRP. The same goes for N1, which instead of measuring pressure, simply measures the percentage RPM of the low pressure turbine (the big fan blade on the front). Similarly, N2 is the percentage RPM of the combustion or gas turbine in the center of the engine. 100% N1 is simply the maximum RPM of the engine at Standard atmospheric conditions, and once again, if the air conditions are as such to allow for max continuous performance at a higher RPMs, probably really cold, dense air, the engines can happily run at these higher thrust settings. You can actually see this is how flex temp works by derating rating the engines and telling them to operate as if the temperature outside the aircraft is the flex temp (at sea level).
for the record I have no idea if I explained this terribly, please anyone feel free to correct this explanation as needed...
@@sadbucket …..TRP just refers to the panel itself. The entire display. I just didnt specifiy which gauge. But yes, your explanation explained a few things. Thanks
@@jay-rus4437 Oh my word I'm dyslexic I meant TPR this whole time ☠️ Thrust Power Ratio, vs Thrust rating panel. Im so dumb lol
it saids to me AP off in the memo when i try and switch on
Just FYI - I realized that T/O performance with flaps 15/20 is not being calculated correctly in the EFB.
I was trying to take off from KORD 28R last night, very heavy, was getting higher V1 VR V2 speeds with 15/20 config than 15/15 which doesn't make much sense to me.
it actually might make sense, the VR and V2 speeds will be calculated in order to get the climb performance needed to meet the SID, more flaps create more drag causing terrible climb performance. The increased VR speed would allow the aircraft to accelerate to a speed it could meet the climb restraints at with that flap setting by actually sacrificing airspeed during the initial climb, so basically you should always let the aircraft calculate the optimal flap setting...
@@sadbucket No.
1. There is no SID departing KORD
2. You should always get lower TO speeds with higher take off flap setting.
why do some people hold forward pressure on the flight controls for like half the takeoff roll?
To increase the friction between the front nose wheel and the runway. To help steering during take-off since there is no rudder authority below 100 kts. The rudder controls move the nose wheel by 7 degrees or so each side. After 100 knots and gaining rudder authority you no longer need that pressure.
@@ElitistMagithanks, i'm dumb
Emi, in your opinion, is this different enough to the A310 to warrant purchase?
That’s what I‘m wondering. But I‘m definitely tempted to do those cargo ops 🤷🏻♂️
@benediktmeuren9411 I'm on the fence tbh. The price is putting me off somewhat at the mo I think it's overpriced for what it appears to be.
Personally, it was more about the cargo variant that I wanted, but this aircraft is much more complete than the a310. If you enjoy flying airliners than its probably worth it. If its just another plane in your hanger, than probably not.
Absolutely not its fking 30 fps with my 4070 gpu optimization is soo bad cant even handel 1-2 hour flying time and also as u menitons its nothing new just cargo variant
@@SyhkaKherosl …im running a 4070 and not having any issues at all. Couldnt tell you what my fps is as I dont look at fps unless there seems to be an issue justifying it. Completed a flight last night from KOAK to KPHX, running GSX, ATC Chatter, Navigraph, FS Traffic, FS Realistic, and possibly others. Only list for reference. Havent experienced any stutters or noticeable issues
is this plane on xbox or nah ?
Currently not.
So, everyone is pleased and still sending flowers to inibuilds, to take-off at MTOW, flex a lot.. and still have 5000ft/min climb rate.. whatever the outside temp is ?
Or to have the tiller connected and impossible to disconnect on the rway..
imagine "Driving a 737NG" 😂