They have also a correct attitude on final. To get rid of the too fast beacons and strobes of the PSS and Project airbus A32x I have replaced them in the "lights" section of the aircraft. Happy flights to all! Attached Thumbnails. Join Date Jan Posts 1.
Thats a good news! I have not had much luck getting it working. Any airbus does not take off at all. I have made all the changes you mentioned but still does not take off. Appreciate you uploading your files. Thompson Fly Replies: 2 Last Post: , AM. Well, well, well What do we have here? Replies: 3 Last Post: , PM. Your FS system and Add ons and how well does it work? By tjamesbo in forum FS Kenny Anh Tuan. Reynaldo Amaral Duarte Jr. Show More. Views Total views. Actions Shares. No notes for slide.
Pss airbus a flight tutorial 1. This tutorial will show You how to prepare aircraft for flight. Save the setting. In real life left wing pumps are started, because fuel for APU is supplied from left side. Next step is entering of cruise FL, which will be in our case FL You can scroll with arrows up,down. See picture below. Turn on Beacon lights and prepare for engine start.
The ECAM should be as picture below. Enter initial altitude given by ATC let say ft 8. Each knob can be rotated, pushed and pulled. If knob is pulled, the pilots takes direct control of this function. This is called Selected mode. This is Managed mode in managed mode window is dashed with white dot. It is up to you to decide which mode to use.
Example: Prepare for taxing to Rwy To move the airplane normally idle thrust is sufficient. The normal maximum taxi speed should be 30kt in a straight line and 10kt for a tight turn. Monitor ground speed on ND. Press T. Config after performing all actions. Retract Flaps close to kt they will retract automatically at kt.
When reaching ft, select ft on FCU put on managed mode-press button A point where descent should start from cruise alt. It is up to you to decide which mode will you use. Apply Speed brake until speed droped to calculated speed. In managed descent, target speed triangle is replaced by mark and two brackets indicate allowable airspeed range.
Overflying this point will engage Approach Flight stage Manually enter For example, the alpha floor preservation isn't quite as good as it is on the real plane and I managed to stall on full load climb out once or twice, but then you get what you pay for and a real Airbus costs several million times what the sim does - furthermore, a real airline pilot who stalled a plane full of passengers would get fired the moment his feet touched the ground, assuming he was still capable of breathing at the time.
A trap here is that when loaded in the default state, the planes are liable to be overweight, so it is worth checking and making appropriate alterations before you find yourself using the shopping mall parking lot at the end of the runway to take off. The first time anyone but an PSS A user loads the 2D panel, it will be a real shock, because the default version absolutely fills the screen, and beyond a tiny strip at the top to let you know whether it is night or day, there is no forward vision at all.
You can replace this with a 'VFR' version by clicking on the extreme left side of the glareshield and while most people will fly with either that or the VC enabled, the 'full' panel has to be loaded to view the System Display SD.
In practice, while the SD is doubtless of consuming interest to real Airbus pilots, simmers are only likely to want to monitor the fuel page now and again, unless they really get bored during a flight.
In addition to the two main panel views, you also get a functional overhead panel , vital if you like starting from a cold cockpit; and an extremely smart pedestal , which is where the radios are hidden. The fault lights on the overhead are caused by a small bug, which is due to be fixed. If you are used to driving Boeings, the differences in the Airbus panel setup will already have hit you - though the general layout is the same, the details are not.
Beginning with the glareshield, the rotary controls can be 'pushed' and 'pulled' using right and left mouse clicks; pulling puts the pilot in command of the parameter, pushing gives it back to the plane. The multiple ND modes are controlled using a switch set on the glareshield and the SD is managed using a keypad between the MCDUs; this arrangement being absolutely standard on Airbuses. Users have quite a deal of influence over how the panel works. Not only does the Panel Configuration utility let you assign virtually every single panel function to a keyboard input, but an extra page on the MCDU allows you to alter the instrument refresh rates so you can optimise frame rates on your system.
One reason you may want to do this is that you can undock and stretch the main displays - fantastic for approaches, but also a fine method of bringing a computer to its knees, since all that vector graphics has to be drawn somehow. As it was, frame rates were generally good, but I don't think I would try running the sim on much less than a 1. Incidentally, if all this talk of PFDs and NDs is new to you, take a look at our ' glass cockpit tutorial ' and then come back and pick up from where you left off, because the Airbus panels are a world away from the clockwork instruments GA pilots know and love.
Even if you are familiar with modern cockpits, I would strongly advise reading the systems manual before you load the sim, because throttle management has little in common with the methods used in other airliners and at least some programming of the Multi-Function Control and Display Units MCDU is essential if you want to fly high and live long.
Failure to do this will result in a really long taxi. There are a couple of issues with the instruments, both fairly minor. Otherwise everything worked to my satisfaction, at least, although at times the VFR panel was a little slow to load fully when I swapped back to it from the IFR panel - the MCDU would appear, then the most of the panel and finally the gauges.
Since the one time you need to do really rapid swaps is on approach, this phenomenon can make things a little sweaty at times. In fact, this could be a great selling point for parents with noisy kids; why not buy them the A and then bet them they can't fly it from Heathrow to JFK? If you set up a flight plan that goes via Murmansk and Irkutsk, you should be able to look forward to several weeks of peace, particularly if you confiscate the manuals. This aside, while the MCDU is fairly complete, some of the pages haven't been implemented notably 'airport' and 'sec f-plan' but just about everything you could imaginably want is there, plus a bit.
The MCDU is where things get scary for Boeing flyers - because while it looks quite similar its logic could hardly be more different. Trap numero uno is that the 'next page' key doesn't always do what a Boeing unit would lead you to expect, though it makes a weird kind of sense once you get used to it. For instance, there is no hint that there is a second 'Init' page, other than the fact that there is nowhere to enter the Zero Fuel Weight - but guess what? Since I keep forgetting to do this myself, I will probably see you up there some time - I'm the one in the Royal Brunei plane.
Just love that livery. Just in case you reach the point where you think you know where you are at, pressing 'next page' doesn't allow you to navigate through the legs of a flight plan; instead, you have to use the arrow keys for that and 'next page' moves you sideways to enter enroute winds.
Don't worry, you will be. Heh, heh. To ease the pain, PSS have added some unsanctioned modifications which let you enter the V speeds by right clicking the relevant line select keys LSKs and to load FS flight plans, which is done via the data page. Yep, they left it out, just shows you can't trust those wily European engineers.
Instead of exec'ing changes in a flight plan, it becomes active the moment you press the LSK opposite the insert prompt and any changes thereafter are carried out on a live plan, so make sure you know how to cope with discos before you go and create any, or it will be back up there and try and spot my yellow and white A again. An airways and procedures database is included with the MCDU and there is provision on the PSS website for downloading updates, but before you use it make sure you have the plates handy, because once you have entered a SID or STAR it takes time to wipe it out.
Many of the STARs are linked to transitions and by and large they work OK, although it pays off to check 'em out before you fly them live as a few have amazingly out of sequence waypoints. Yes, I realise that you can't do it in a real airliner bet a lot of people wish you could , but it allows you to set a flight off and go eat, or whatever, before coming back to find the plane hanging there just waiting for you to fly the interesting bit. I cannot begin to tell you how useful this feature would be from a reviewer's point of view, because descent and approach are where all the problems get dragged, blinking into the light of day.
0コメント