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miguel as far as i see u're still in clean configuration....that's not correct...as i reported it's aerodinamics....if u look at any fcom (even other aircrafts) u should extend some slats/flaps BEFORE catching the glide.
otherwise only way to add some drag is deploying the gear.
airbus describe the approach on its fcoms: before intercepting the loc flaps 1 and speed; one dot before catching the glide flaps 2 and speed....then gear...then continue to full configuration.
regards
fil
fil, you're right with your notes!
But one thing I really do not understand: With Miguel's flaps configuration it's obvious that the aircraft will accelerate on GS. But why does N1 stays on more than 40%? Why doesn't N1 go down to IDLE in this circumstance (with an active ATHR)? As I wrote I sometimes face the same problem (although Flaps 2 set)!
Regards
René
i really don't know renč why a-thr does not commands idle thrust...
only thing i can say: flying with normal (correct) configurations i never experienced this problems...and used JL soft for hundreds of hours...
fil
Hi
Last days FMA indicators are boxed always. Anyone with the same issue?
Regardshttp://www.mycockpit.org/forums/atta...id=11289&stc=1
didn't experienced this leonidas looks strange...
just curious: a climb ias of 340 kt?!?!? pretty high!!! :)
fil
... although the two blue indexes (N1) indicate a reduction of power (set by ATHR). But unfortunately N1 doesn't decrease. I wonder what kind of incorrect configuration could provoke this strange behaviour of A/THR.Quote:
Originally Posted by filippoporcari
René
Hi Fil - I am unable to drop the stats/flaps because the aircraft maintains a speed of 250 kts - this is despite having approach mode activated (done so automatically by the aircraft).Quote:
Originally Posted by filippoporcari
Ben
Hi Ben,
It looks like your aircraft was catching the profile from above Glide Slope, and it can not reduce its approach spd.
I attached the chart of ILS 34 LOWW... can you try again to manually active approach phase earlier and at initial approach fix SNU got the green dot 4000 feet first (may be make a holding pattern if required), and try to catch the ILS at 3000 feet. Then 10nm ILS Flap 1, G/S 1 dot Flap 2, Gear down, F3, Flap full.
I will try this approach when I back home and report later.
http://www.mycockpit.org/forums/atta...id=11295&stc=1
Hi masterp; I was following the descent profile calculated by FMGS -
1. would this this be incorrect (JL has said this needs work) and of course in the real world you will be relying on ATC and charts.
2. Approach mode is also automatically selected (20 NM from touch down if I remember) - would this be incorrect in this case and it would need to be activated earlier? In the real world when would it be an appropriate time to activate approach mode - how would you know - or are you dependent again on ATC, spacing between aircraft, etc.
Regards.
Ben there are many parts of your way of flying that approach which are wrong from a pilot point of view.
let's start with VNAV: vnav in not yet correct 100% of times in JL soft as per JL statement. even in the real aircraft VNAV may not be 100% correct....from this comes the GOLDEN RULE of any pilot (mostly airbus pilots): think ahead of the aircraft...and make mental checks of distance and altitude (as any pilot would do flying any aircraft).
the "3" rule is THE rule used by any pilot to judge if the path is correct.
most of the times i used a managed descent in JL soft making my checks i discovered i would be HIGH and FAST on approach...that's why in due time i reverted to selected vertical mode and selected speed to achieve the correct path/speed...this is pilot job also when flying a total computer based aircraft like 320!
so the point is:u should probably not have started that approach in that conditions (altitude, speed, configuration)...of course u can always deploy the gear to get some drag...but it's not considered a "clean" manouvre even if always usable.
regards
fil