How to FLY the A2A Comanche | TUTORIAL | Real Airline Pilot 

Really happy to hear that from someone with a license! Thank you!

Unfortunately the compass error, is wrong, all around the compass... un-accelerated, level flight. A desired rollout for exactly east or west, should happen, as you time to roll out, exactly 090/270. A desired rollout for exactly north/south… should be under/over shot, by 30 degrees. Desired rollouts, other than those, should be over/undershot by proportionally less than 30 degrees Also, the Turn-coordinator seems not to work as it should, compared with the PA28 from JustFlight. Hope they will fix it soon.

Thank you so much!

Thank you so much! I fully agree on your statement.

Blu Games channel did a flight on Vatsim and the engine failed, he disconnected from Vatsim immediately and crash landed.

@@WhiteHawk77 Yeah I guess that's what you would have to do because the VATSIM controllers do not like people doing failures/emergencies sadly

@@JohnVanderbeck ah, I did wonder, shame but I guess that could be abused and get messy and the ATC guy he had already sounded pissed off.

@@calumlittle9828I didn't really notice any massive invasions of Comanches on the network - at least not on the radio around where I fly anyway

@@WhiteHawk77he was on pilotedge

You'll love it! Thank you for your kind words.

I had some days off and finished learning the A330 stuff for the next few days yesterday so I invested lime half the day into filming 😅

@@A330Driver I take it you're not married with a family then?

Thank you very much!

In the manual there's some guidance, the AP indeed can't do turns on GPS tracks. The real one struggles with it as well.

The rest is covered in the A2A official RU-vid channel. The cruise tutorial. I learned new stuff there too. The short and good enough version is keep it full rich until cruise and then pull the mixture to lean slowly. Once the engine sputters and changes audio tones then push it in a tiny bit. Now you've leaned it as much as you can and are good to go.

@@HolyOrangeJuice It is cheating I guess, but something I learned from my 4th or 5th skim of the manual is that the engine diagnostic screen actually shows you when you are properly riched or not by the color of various pipes.

You're very welcome!

In unfamiliar fields, one technique is to turn base "x" (for instance, 30 - may vary with airplane type) seconds after passing abeam your landing threshold. A very high profile accident happened in Brazil recently when a Beechcraft King Air carrying a famous pop singer in the prime of her career extended the traffic pattern in a visual approach to an unfamiliar field. He ended up turning base and then final too far from the field, and struck power lines over a hilltop (he shouldn't be there at pattern altitude, as it was some 5 km away from the runway) killing all aboard. In real life, the first VFR landing in unfamiliar airfields can be a difficult proposition. All information regarding obstacles, etc, should be gathered in advance.

Thank you so much! Indeed I couldn't agree any more.

Pitch (and trim) for speed and power for alt is much easier/safer.

That's not generally needed when flying in daylight. Only for night flights you need to check those lights and even then you can check them by watching from the inside, for example for reflection of the Beacon from the hangar, etc. In terms of the stall warning, as you have a light in the Cockpit in the Comanche you can't check that during Walkaround either as you can't see it from the outside. If you check the normal procedures in the manual you won't find such a check either.

@@A330Driver The anti-collision light (rotating or flashing, or just strobes, if there is no beacon) is required for all flights - day or night - by the FAA and EASA. Quite how you can check this in the cockpit, out on a ramp in daylight eludes me. The PA24 had a stall horn as well as a light. I would certainly like to hear that before going on a flight! The "Normal Procedures" for a PA24 were written in 1961 (62 years ago), and revised in 1973 (50 years ago). Later versions barely altered these original ones. I think it fair to say that times (and regulations) have changed. Checking lights, pitot and stall warning are tasks included on most modern third party checklists, and are eminently sensible things to check. I was always discouraged from flying when a landing light was burnt out - admittedly new lights are LEDs, but the switches and maybe some of the wiring may not be OK. I had a load of A2A's planes in FSX (including the Comanche!), and they were amazing. I haven't tried this new one in MSFS, and wonder whether it is so markedly superior (as were the A2A offerings in FSX) to included and other 3rd party stuff. I mainly fly in X-Plane, but I wouldn't be surprised if I buy the Comanche sooner or later ;-)

Thank you so much!

Damn, I hoped nobody would notice 😂 Yes I did.

Glad you enjoyed it!

Because the Comanche doesn't have protection against fuel flowing from one tank into the other. If you fly with 50% fuel in each tank and make a turn to one side all of the sudden you might find yourself with a severe imbalance.

@@A330Driver thank you very much that makes sense

4.5 since its mph. Otherwise 5.25 for kts, to be more precise.

Been a while since I last had to deal with this myself (lovely loadsheets and iPad these days!), but I do seem to recall these are usually in the weight report (Wägebericht in German,not 100% sure about the English word).

@@A330Driver haha yea I thought it might be a while since you looked at something like that 😂. The numbers don’t add up that’s why I am a bit confused, unless I’ve calculated wrong

1709x83.9=143385

I believe it was EDXB

Thank you so much for your support! I'm glad you like the video!

Hi, elevator and aileron

Indeed I forgot - and you're absolutely right that I should have turned it on.

@@A330Driver cool thanks for confirming I hadn’t gone crazy 😂

haha, I wish, but no. Had to buy it myself indeed.

@@A330Driver i know my friend, just messing. It's a fantastic plane!

Why would I reduce power? We want to get to our destination, don't we?

@@A330Driver Lol. True. I just wondered if there was some reason other than getting there faster? Normally I reduce power so the plane descends while keeping the same speed.

Descending to landing pattern I maintain Man @ 16.0/Revs 1800. Then I use trim to keep av descent rate 500 fpm. I allow c 5n/1000' to 1500' pattern. For 'straight in' approach allow c7n to slow down & land.

Thank you so much for your kind words! You'll love sitting in that plane for the first time in real life!