Great video as always, I am glad you are pointing out the errors in how the fenix isn't flying correctly, so that the devs can improve it. So maqny people have blown so much smoke up Fenix's behind that I fear that they're not getting the constructive criticism and fixes the addon deserves. I own it and it really is fantastic value for money, I own the Toliss A321(meh), FSLabsA320/21, FFA320(Barely worth mentioning now and Airlinetools A3XX. The Only one I don't own is the level D and the Prosim A320 that this is based on somehow?
not to mention they totally removed the fwd/aft cargo temp simulation. and removed the cargo temp controls entirely from ovhd. cabin temp sim needs work too.
Not related to this video but I noted your action about the baro selection. When you depart a airport like Heathrow and the Alt Constrain for the SID is 6000 feet and the transition level is also 6000 feet, when do you set your altimeter to STD? As we know some SID departure from EGLL can be quite lengthy. Do you stay on the current altimeter setting until you cleared for a higher altitude or do you go to standard?
My guess is if the SID alt constrain is 6000 feet, you leave the altimeter as is until you're clear to climb. If the SID alt constain is FL060, you change it to STD.
The transition altitude is, as the name suggests, still an altitude, thus you maintain an altitude. Which means maintaining QNH. Those long altitude restrictions on SIDs in the UK exist just on paper, in hundrets of flights to the UK I never had to stay down low for longer than a few minutes at best.
@@A330Driver Thanks. In real life it make sense. But in VATSIM I'm cautious about this because the VATSIM controller might think I deviated from my planned altitude.
Hello Emanuel, Yesterday I saw in an A320 video something which I ve never seen before. It was in an A320 that has CRTs and was landing in Chile. The A320 made an autoland NO DH. In the area on the PFD where you can see the OM, MM, IM, suddenly the info AWY appears in white color. Can you explain that, please? I tried to find infos for the meaning but couldnt find anything. Thanks.
So what you said at the beginning do you mean on the A320 the RAT would deploy but on the A330 (and I assume A340) it won’t as long as both engines are also running?
Great video as always, thank you! I've heard that it's a good idea to extend the flaps to landing configuration before extending the landing gear, so that the airplane is already in trim when you go into direct law. What do you think?
Not the procedure. The gear down and flap 3 will compensate eachother to some extent. The only procedure where flap3 before gear id G+Y HYD system low pressure because no trim is available at all
the problem with absolutely zero flight computers in an airbus - being fly by wire - you are up the creek. even in direct law you still have your flight computers operating. Is this mechanical law? Where you actually have direct control of cables to control the ailerons and rudder? How does that even work? Everything goes through the magic box. In the 737 you actually still had stick and rudder controls.
There are no cables in A320. Mech backup simply allow you rudder and pitch trim to stabilise in order to reset Flight Control Computers. Remember there are 7 computers all built by different teams. The chances of losing all of them is very very slim
@@csyoutubeacc you could have all the pax plug their electronic devices in to help power the airplane in the event you need a minute more than 30 minutes. Electric flows both ways. I watch too many air disasters lol 🤣
@@A330Driver yea i tried it looks like some things are outa place, the land recovery ac n dc buses are also never shown probably not modeled. I would love a fully simulated A330 by toliss, u never know maybe one day, Aerosoft wont get there anytime soon. Cheers danke
![⭐️( ลอยกระทง 2024 ) Ver. แดนซ์ Remix BY [ ดีเจกิต รีมิกซ์ ]](http://i.ytimg.com/vi/rMWOLhgXUHc/mqdefault.jpg)
30:45 Interesting to see the altimeter rising.
Yeah, what the heck is up with that?
9:17 l think Gen 1+2 off then on cycle should be together. Firstly Gen 1 and Gen 2 should be off then wait 3-5 seconds, and turn them on
Roll in ALTN LAW is direct on the A320.
you should practice a bird strike with dual engine failure on takeoff.
The airplane is rolling wings level due to fac offline. After fac reset the rudder will stop its 1 degree offset
I'd love too see a video about how cross oceanic flights work. Always curious how planes can fly those distances out of atc coverage etc
Great video as always, I am glad you are pointing out the errors in how the fenix isn't flying correctly, so that the devs can improve it. So maqny people have blown so much smoke up Fenix's behind that I fear that they're not getting the constructive criticism and fixes the addon deserves. I own it and it really is fantastic value for money, I own the Toliss A321(meh), FSLabsA320/21, FFA320(Barely worth mentioning now and Airlinetools A3XX. The Only one I don't own is the level D and the Prosim A320 that this is based on somehow?
not to mention they totally removed the fwd/aft cargo temp simulation. and removed the cargo temp controls entirely from ovhd. cabin temp sim needs work too.
Not related to this video but I noted your action about the baro selection. When you depart a airport like Heathrow and the Alt Constrain for the SID is 6000 feet and the transition level is also 6000 feet, when do you set your altimeter to STD? As we know some SID departure from EGLL can be quite lengthy. Do you stay on the current altimeter setting until you cleared for a higher altitude or do you go to standard?
My guess is if the SID alt constrain is 6000 feet, you leave the altimeter as is until you're clear to climb. If the SID alt constain is FL060, you change it to STD.
The transition altitude is, as the name suggests, still an altitude, thus you maintain an altitude. Which means maintaining QNH.
Those long altitude restrictions on SIDs in the UK exist just on paper, in hundrets of flights to the UK I never had to stay down low for longer than a few minutes at best.
@@A330Driver Thanks. In real life it make sense.
But in VATSIM I'm cautious about this because the VATSIM controller might think I deviated from my planned altitude.
Just to point out that you flew with the FDs inoperative and did not use the FPV. Is it a glitch of the software? Great video!
Always a treat !
This was great to see as well as hear your explanation!
Very nicely done 🎉
Thanks for sharing! Great video.
Looks like you need to re-cage your standby ADI no?
Hello Emanuel,
Yesterday I saw in an A320 video something which I ve never seen before.
It was in an A320 that has CRTs and was landing in Chile.
The A320 made an autoland
NO DH.
In the area on the PFD where you can see the OM, MM, IM, suddenly the info AWY appears in white color.
Can you explain that, please?
I tried to find infos for the meaning but couldnt find anything.
Thanks.
Great video emi always love learning something new. Btw how many hours do you have in msfs I’m just curious.
So what you said at the beginning do you mean on the A320 the RAT would deploy but on the A330 (and I assume A340) it won’t as long as both engines are also running?
Is there an equivalent emer elec in the Boeing 737? If so, can you one day provide a tutorial to it?
Great video as always, thank you!
I've heard that it's a good idea to extend the flaps to landing configuration before extending the landing gear, so that the airplane is already in trim when you go into direct law. What do you think?
Not the procedure. The gear down and flap 3 will compensate eachother to some extent. The only procedure where flap3 before gear id G+Y HYD system low pressure because no trim is available at all
the problem with absolutely zero flight computers in an airbus - being fly by wire - you are up the creek. even in direct law you still have your flight computers operating. Is this mechanical law? Where you actually have direct control of cables to control the ailerons and rudder? How does that even work? Everything goes through the magic box. In the 737 you actually still had stick and rudder controls.
There are no cables in A320. Mech backup simply allow you rudder and pitch trim to stabilise in order to reset Flight Control Computers. Remember there are 7 computers all built by different teams. The chances of losing all of them is very very slim
@@csyoutubeacc nothing works without electricity
@@fn0rd-f5o 3 generators plus rat plus 30 mins on batt
@@csyoutubeacc well generator failure is a frequent problem in general and maybe it's the day you have an MEL
@@csyoutubeacc you could have all the pax plug their electronic devices in to help power the airplane in the event you need a minute more than 30 minutes. Electric flows both ways. I watch too many air disasters lol 🤣
Old displays not the new updated ones??
probably an older video, that was for his members
Could you do a video on elec emer config with toliss A340 🙏🏻 ?
At first that was what I wanted to do but it had some bugs which prevented realistic handling of the situation.
@@A330Driver yea i tried it looks like some things are outa place, the land recovery ac n dc buses are also never shown probably not modeled. I would love a fully simulated A330 by toliss, u never know maybe one day, Aerosoft wont get there anytime soon. Cheers danke
How can we set abnormal like this in microsoft flight simulator?
Check the failure menus of your airplane in question. Not many aircraft properly support failures.
You had a lot of problems today 😂
Typical type rating day I'd say :D