Hi guys, nice video. Your sim is missing the flap speeds on the speedtape. In the real aircraft, once you select for example flap 15 a green "15" will appear next to the minimum speed for flap 15. My guess is that perhaps you don't have the grossweight programmed. Another tip if you are interested, normally flap 40 would be used in a cat 2/3 as the angle of the aircraft with 40 compared to 30 gives is more steep and therefore you are more likely to see something at minimums :) Also, flap 10 is a "drag"flap and will never be used in level flight unless you are trying to loose speed, see how the thrustlever moves up when you select it? More thrust=fuel burn :)
Shouldn't you always try to touchdown with minimum landing speed? How often do you use flaps 40 or is it not possible when doing an autoland with autoflare?
In the FMS on the INIT REF page, you select the flaps you will be landing with depending on conditions, rwy, ect. As shown, the standard flaps 30 was selected and a corresponding VREF speed is shown next to the flap 30 settings. The VREF speed is then bugged on the tape and normally add +5kts to account for minor oscillations as you never want to be below VREF spd for your landing weight and flap setting.
Is my impression correct in that the F/O is pilot flying and captain pilot monitoring? The decision to continue after passing minimums falls on to captain, sure, but why does the captain take over the controls? I would think changing who is pilot flying at a critical phase like flare would cause more confusion than necessary. I don't want to sound smart, because honestly I don't know. I'm jsut looking for an explanation and hence why I'm asking.
In real life for precision approaches, most airlines tend to put the captain in charge with the landing so the first officer will be the Pilot Monitor just to avoid confusion during this critical phase of the flight.
The reasoning is, the captain is PM to be able to look out for visual cues. The FO's task is to monitor the instruments and in case of any deviation initiate a go-around. Some airlines do it like this and some leave it to the captain to be PF. Both ways have it's pro's and cons, changing controls at this low of an altitude might seem strange but like I wrote it has the benefit of giving the captain the capacity to look outside. Hope that explains it for you :)
@@RoRailSystems It's the other way around. The Captain is ultimately responsible so he makes the call whether to continue or go around. The only way he can do this is being PM for CAT II, and CAT III approaches.
Request for you: You're unable to reduce power to climb thrust after takeoff. Both engines stay at takeoff/flex power and do not respond to throttles, either manually or via auto-throttles.
its normal to do so and I do when landing, they may have either forgot about the heading or the standard missed turns to the heading selected incase of a go around
No it is not. The reason pilots (mainly the Pilot Monitoring) keeps the heading updated is good CRM- crew resource management, as if ATC vectors you earlier than you expect and your heading is way off, you don't want to arm HDG SEL and have the aircraft initiate a turn in the wrong direction.
A question Isnt it's suppose to be SINGLE CH on the FMA when the VOR/LOC is captured and then change to CMD when flare arms after the self test indicating that the 2nd autopilot is now connected to the flight controls? And the why not set the missed approach heading on VOR/LOC capture?
Foster101 I have to say no. CMD, means the autopilot computer is engaged, it is show during the whole flight. And after activating APP, single ch appears indicating only one autopilot is engaged, now you can also engage the other one, then it either shows LAND 3, or some other type of configuration you’re using.
@@ramind10001 yea but that Land 3(in fail operational) or CMD (in fail passive) comes only after the self test and when flare arms, before that it's SINGLE CH (after LOC capture) even if the 2nd autopilot button is pressed( coz the 2nd autopilot is still not connected to the flight controls). But in the video it's different.
Foster101 NO, see CMD, is shown both for fail passive and operational aircraft, Land 3 is unique to fail operational, and is show when the second autopilot is engaged and after the test. I’ll send you a pic from the sim :)
In what ridiculous world does the PM take over from the PF at decision height? Anyone who actually flies knows that you get a feel for how the aircraft is responding to current conditions and gets a feel for how to anticipate control inputs based on those conditions. For the PM to all of the sudden then take over at the critical height is an absurd and potentially dangerous practice. There are no "pro's" to it. You either have confidence in the first officer to fly the entire approach/landing or the Capt will decide he will fly it. The ONLY reason the PM should suddenly take control is in emergency and then in that case he's going missed.
THIS is exactly the sort of dangerous practice which comes from people who spend too much time trying to fix things which are broken and get WAY to comfy in the sterile environs of full motion sims. Go fly the line or even suggest this and see the reaction you get. Just wholly impractical in the real world where most FO's are fully qualified and fully proficient and sometimes even a better "stick" than the Capt. He/She either flies the entire leg or they don't.
You got that it was an autoland right? The only thing the PM took over from the PF is the trhust levers which were on autothrust during the entire approach. After touchdown the PF (former PM) will disengage the AP and manually keep the aircraft centered. On a "normal" CAT I/II ILS Approach either the Captain or the FO will commence the entire approach. NOT during an autoland.
You should "park the attitude". I have flown jet aircraft of various types from small business jets to the B747 over a period of 40 + years. One thing I have learned during this time is that various airlines and credible organizations introduce changes to SOPs based on causes of previous accidents. Each Airline I have flown for (3) had some differences in their SOPs, and most had some level of credibility in their reasons. In this case, there are many advocates in the Flight Safety Industry who promote the switch over at "Landing Commit Point" as discussed here. THE SINGLE LARGEST CAUSE OF LANDING ACCIDENTS IS A FAILURE TO "GO-AROUND" in a timely way - if at all! SO - the difference in this SOP style is that Flying Pilot is pre-loaded to 'GO - AROUND" and only if the Monitoring Pilot Sees the proper cues and the aircraft is in a Position to Land - then that Pilot takes control and lands the aircraft with a "Positive Handover". Having said that, every company I have worked for still used the Flying Pilot Lands the aircraft, but there are many credible airlines doing it this other way - and it has some very positive reviews in the Flight Safety Industry. The ADVANTAGE to this style besides the philosophy of 'EVERY APPROACH IS A GO - AROUND " unless interrupted by a landing, is that there is no need to look up from the instruments at DA and acquire the Runway Environment and "DECIDE" during an Approach To Minima.... In this case the Pilot Monitoring is already looking outside and has acquired the runway and analyzed "Position To Land" saving critical seconds and increasing safety margins. Just because something is different from what you have been taught or exposed to previously does NOT make it wrong. Cheers
I'm going to say becasue the guy has his stripes that he might know a little bit more than all the keyboard experts commenting below . Xplane 11 does not make you a pilot .
