ToLiss A321 RNAV Tutorial with Real Airbus Pilot: X Plane 11
Вставка
- Опубліковано 7 тра 2020
- Join me as we look at flying RNAV approaches in the ToLiss A321!
I am a real world Airbus pilot with thousands of hours flying the real aircraft and thought it would be fun to have a look at the new detailed simulation of the longest baby 'bus by Toliss. Hopefully you find this useful and it brings another perspective to your simulation. Any thoughts or comments are welcome!
This video is intended for home entertainment only and does not reflect or represent any real world aircraft or airline procedures. It is for home flight simulator enthusiasts only and has no real world application.
--------------------------------------------------------------------------------------------------------------------------
Intro Music by Fly24: www.youtube.com/watch?v=UrI2K...
Software used:
X Plane 11
Toliss A321
Avitab
Lua Script for water - Ігри
Now here is a meaty topic! To be able to teach and demonstrate this clearly in 20 minutes is a great achievement
Thanks! Very kind words. I’m sure there will be more to talk about with RNAV ;)
you are a great teacher you must feel an amazing sense of achievement flying this around in the real world . you have made the lock down for me much more tolerable thank you
Thanks for watching as always and you are very kind! I’m always pleased when people enjoy these videos, I do absolutely love my job. I am particularly pleased to hear it is helpful with your lockdown, there are plenty more videos to come and another Live tomorrow :)
wonderfull explanation. Your my best Airbus bible. I love your calm in your explanations. You are my favorite professor pilot.
The true procedures, very informative. Thank you for all the amazing videos !!
Thank you for watching, you are welcome!
Awesome tutorial! Thank you so much to share.
Really great instructional video. What really distinguishes yours from the others is you don't quit with one type. You go the extra distance and show another option ie Final App vs FPA. Thanks.
You are welcome, very kind words! Thanks for watching, I’m glad the content is useful to you, more to come!
Excellent as always! Many thanks...
And as always thanks for watching! You are very welcome.
Such great videos.. Subscribed 👌🏼
Welcome aboard! Thanks for watching!
Just what I needed!
Thanks for watching!
Hi, great videos, really useful. I have a question about final App Mode though which I can’t find an answer too...it’s a bit complex and hard to explain however here goes..:) is there always a level segment prior to the final descent point? In one of your other videos you mentioned the airbus calculated descent point and the FAF potentially not being in the same position? Is that the FMS calculating backwards from the coded final descent point using the coded angle a vertical path? Can final app engage and descend from a higher platform altitude than what is coded at the faf?
Some background on the temp limits I thought I’d share.
From my knowledge the charted cold weather limits apply only to non compensated FMS baro-Vnav systems. Those that are compensated will still fly the nominal VPA as charted until the temp limits for the specific onboard FMS system are reached. LNAVVNAV approaches are Obstacle assessed using an obstacle assessment surface. The lower temp makes the effective vpa much lower, which means it will probably raise the landing minima so it’s flyable for all aircraft including those without temp compensation. At least 246ft of MOC must be provided inside the final approach segment when FAP/FAF is provided.
Thanks again!
i love this video brilliant
Nice! How come there is no white circle illuminated in the altitude window? When I VNAV down to intercept there is usually a white circle. ..thanks
Great vid thanks! Not sure if it's different in Europe, but in the US we have to add 50' if its an MDA (non-precision approach)
Airline dependent
Thank you for this excellent tutorial. I’ve heard of NAV/FPA but never seen one demonstrated before. Out of interest, how often do pilots actually fly RNAV approaches vs ILS/VOR approaches in reality? If an airport has ILS/VOR approaches when would they use RNAV? Or is it up to the pilot to request an RNAV approach (for ease, practice, fun or whatever reason)?
Hi HecUK, thanks for watching! Glad you enjoyed it. How often you fly an RNAV will depend on your base and destination. Some runways will only have an RNAV available so if you fly there a lot you will use it a lot! If an ILS is available it is preferable, but pilots can request the RNAV for practice. In bad weather of course an ILS is preferable. I'll probably talk about this in a Q and A soon!
20:24=BUTTER🧈🧈🧈
Some go better than others! Thanks for watching
Hi. Thank you for your great videos. But A321 is a D perf aircraft, isn't it? Why did you choose 500 ft at 07:14 as your MDA?
Great question! It is only a D perf if your airline certified it up the the higher maximum landing weights, not all airlines do. So many out there are ‘C’.
Many thanks, great explanations and tutorial. Just wondering why you use MDA for Minima and not the radar altitude. What is the reason ?
Thanks for watching again! MDA is used for CAT1 and some other non precision approaches, an altitude. DH would be a height and used for CAT2/3 approaches, this uses radio altimeter. I will add this to a Q and A soon with a more detailed answer!
Is it possible to switch from say an RNP approach that curves 180 degrees onto the final heading and then switch to ILS so then you have better accuracy for poor weather? Or do you have to be committed to one or the other
I would fly the procedure attached to the approach I want to fly. If it is radar vectors it could change before you intercept final approach but you need to make time for yourself to prepare the changes!
Very pedagogical as usual, thank you.
Thank you for watching!
Rookie question.. During your flight training do you fky RNAVs in aircraft without autopilot? These seem rather simple with the autopilot.. I can't imagine without one, having to constantly calculate rate of decent to assure you're on the right decent path.. that seems like it would be a huge workload..
hi i love all your vids, this is great work!! i have a problem tho, i activate approach phase (without pressing LS) yet when i press appr button an LS sign appears on the the PFD. i dont know what im doing wrong, i do prepare the appr phase correctly and still...... (also no bar -LDEV- is visible on the PFD as the one at 9:05 in your vid). Plz help..
You’re likely in FLS mode instead. You can either turn the LS buttons on to try using that or turn it off in the PERF page of the MCDU
I tried to replicate, but having trouble capturing APPNAV. Also get OPEN DES, instead of DES when Pull for Managed. Any suggestions please?
Are there great differences or variations between these approaches and how the 737 would do them? I’ve very much been into Boeing for years and now trying to get into the airbus, not sure if it’s in my head where I’m confusing myself with the procedure.
The only difference I seem to have spotted is that in the 737 for a non precision app on the mcp you would set the minimum alt +40ft e.g but in the airbus that all seems to be taken care of.
Great tutorials by the way, really clears a lot up.
In Boeing I believe you leave it in LNAV/VNAV unless using IAN then you press APP. In Airbus you always press APP but otherwise it’s just a case of following the green line and being at the right height. What I don’t like on 737 is you cannot seem to tell when you can set the missed approach altitude. Do it too early and you loose the VNAV as it just levels off or climbs. On Airbus you can do it once it says FINAL APP. Or is there a trick to knowing?
@@tomstravels520 Yeah that's the slight quirk I often forget, that the airbus seems to have everything covered when pressing APP.
In the 737 on the PFD, in the altitude section as you get lower you'll see a solid white line to the left of the altitude just to the right of your minimums e.g BARO 490 etc and that is when you set your missed approach altitude. A good video to watch is FD2S RNAV/GNSS approach at the 12 minute mark he explains it.
How put L/DEV on
Hi! Thanks for this video! When I press the APPR button 0,3nm to run to the waypoint the PFD was showing F-G/S and F-Loc. LS was flashing…! What did I do wrong? Many thanks for your help!!
This is the more advanced FLS mode which give a display sim sole to an ILS approach. So you would turn in the LS buttons like you would for ILS and then it will display the double pink diamonds. To switch it off and use FINAL APP you need to go into the PERF Page
Great tutorial, could you maybe consider how to divert In an Airbus? Thanks.
Great suggestion!
At about 2:45 into the video, you talk about selecting which GPS to use and you only use 1 of them (AP1 or AP2 I inferred). In the ToLiss standard operating procedures for the A319 v1.4, it says to engage both AP1 and AP2 for ILS and non-ILS approaches. Am I misinterpreting what you are saying, or what they are saying?
A second autopilot is useful for autolanding an ILS because it serves as a backup, for non-precision approaches we do not use both, just one. Hope this helps!
@@320SimPilot If AP2 is switched on and is the backup for AP1 on an ILS, how would AP2 ever become the primary used by the autopilot?
loving you videos, learning alot about the bus its an amazing machine, on my Rnav approach i select the rnav on the fmgc and leave the LS botton like you mentioned using app nav but the LDev and Vdev dont show up on the PFD only a glide slope bar shows but no Vdev and no Ldev am i missing somthing in the setup ? cheers
Thanks for your kind words! Which simulator are you using? The V/DEV bar won’t show up until you have ‘activated approach phase’ in the MCDU. The L/DEV bar is not always present on some Airbus versions!
@@320SimPilot in the xp11 of course in the toliss A321 i tried with all engine variant too and same thing no deviations scale n of course approach phase is active. I am an rj9 pilot, n comparing it to the bus, airbus is such well thought out airplane.
Has the aircraft entered approach phrase? It won’t do so unless you either press the button on the MCDU or it reaches the pink D mark on the ND
@@tomstravels520 yea in the approach phase passed the magenta D, it might have to with the version of toliss maybe i am on the latest version 1.3, but basically all it shows is a green vertical scale with no name on top and no L dev scale.
@@b3njroverr67 in 1.3 there is no lateral deviation scale for RNP/RNAV approaches except RNP (AR)
Have you ever contacted toliss to give them knowledge for changes to be made?
ToLiss seem to work hard at these things, I occasionally ask questions :)
320 Sim Pilot I have to admire their work. I have the FF A320 but I don’t think my computer is powerful enough as it keeps crashing about 10 mins after takeoff yet the Toliss works fine
I noticed there was an EGNOS code for the approach. Are newer Airbus fitted with SBAS.
Thanks for watching! The chart is for all aircraft so it shows things we cannot do in our 321. I do not know if there are any SBAS a320 shorthaul aircraft yet, if there are it will be an option for airlines to add I would guess.
Nowadays yes. The Toliss A321Neo 1.3 has FLS, SLS and GLS capability
13:35 Since I can clearly see the runway, can I just turn off AP, leave FD on and NOT using FPA/TRK mode?
If you are not following the flight directors they should always be turned off to ensure the autothrust stays in speed mode.
@@tomstravels520 thanks
Can you make a video on how to get the maps charts on avtab please
you have to link your navigraph account on the provider tab on avitab
can you do a short vid on vor offsets please from david dg27
Hi, do you mean when the final approach course is not aligned with the runway? Thanks as always for watching!
yes please