This is a great video, thank you Emanuel! Taking this opportunity to answer a few questions you had brought up, in case anyone else was also wondering about them: 6:00 - The anti-ice "Auto" option will simply return a calculation with engine anti-ice on if there is visible moisture (or a wet runway) and the OAT is +10 degrees or below. 6:18 - The wind input is actually in Magnetic degrees, they differ slightly from the METAR winds since those are in True degrees. The logic being that if you are getting your winds from an ATIS (which are reported in magnetic), you can simply enter those directly without needing to first convert them into true. The flipside is it does make it more cumbersome to convert METAR winds into magnetic, but this is normally done automatically for you since most users will input the METAR data using the "Auto Populate" button. 11:30 - It is possible to view the airport METAR, as well as other weather and NOTAMs, by clicking the cloud icon above the airport ICAO code. 19:50 - A quick way to automatically calculate the "1/2 steady + gust factor" correction can be accessed by clicking the dropdown arrow to the right of the VREF additive input. Once again, great job and thank you for the detailed overview of this feature! 😀
Thank you very much, I really apprechiate your answers! In regards to the wind input, wouldn't it be simpler if you showed the winds in true and then internally change them to magnetic, if they are automatically populated? I think that would avoid a lot of confusion. Since pretty much all weather sources in flight simulation report their winds in true (remember even the VATSIM ATIS is just a METAR, drawn into an ATIS) I think this would be the easier way.
@@A330Driver Thanks! Yes this is a good point and we will possibly re-think this in the next update. Or perhaps even give users the option of entering either true or magnetic winds.
Some of the best content comes from you. I always learn something. Thank you. I try to watch some of the live stream content from others but it's just unwatchable. After 30 minutes of shootouts to all their live chatters I've gotten bored. Just not for me.
Not just in Doha, there's lots of airports that demand this. I wanted to keep it nice and simple though, otherwise we could easily spend a couple days during performance theory.
Howdy Emi, thank you for the excellent video as always. I just noticed when creating a flight plan on SimBrief there’s a section called Runway Analysis which provides all sorts of takeoff and landing type data which isn’t part of the new preference calculator section. Is there any chance that you may do a look thru video going over the type of data that is presented and how to best interpret and apply all of the information?
Excellent video as always. Love the level of detail you provide. I'm curious your thoughts on this feature from a mod developer standpoint (even though I know you're not one but rather from your extensive experience in flight simulation). Why would you (as a developer) spend time and money developing a custom takeoff/landing calculator for your aircraft if your customers can just get this from Simbrief now? Sure, not everyone has a Simbrief account but simmers are still going to buy my product regardless.
Thank you! At this point it is not clear yet how good the simBrief calculator really is and if it has equal quality across all airframes. Time will tell I guess. And that answer will strongly influence the response.
Thank you so much for this Video, today I have again learned from you. I will now prepare my flight in simbrief with the calculate of take of and landing. Are you from Germany? I am from Poland but I am living in Germany since 34 years.
@@A330Driver schön das es dich hier gibt, ich habe schon eine Menge von dir gelernt. Was meinst du, kommt bald auch das Seitentablet zu der Boeing 787-10 Dremliner? Weil da würde ich auch gerne den Simbrief importieren lassen.
Thanks for great content as always. I couldnt understand why you subtracted stopway distance from TORA to calculate LDA though. Isnt it excluded from the TORA info on T/O minimums page already?
captain in the PMDG B737 when doing RNP approach using LNAV/VNAV do you have to use the approach button to intercept the glide path or jus LNAV/VNAV ?? let me know please thanks
@@mic83hele on Airbus aircraft, click the PERF key on the MCDU while on the ground to open the Takeoff page. If you want the approach page, click the bottom-right soft key, which should have an arrow next to it, until you get to the Approach page.
@@yannisl8259 this is unfortunate. I thought we could import all this straight to FMC, if we have to add manually I'll add manually in the EFB instead of doing it twice
I can't understand the point of having an ASDA half way along the runway? I mean you can hardly stop off for groceries can you!? Only people from the UK will understand this lol.
@@A330Driver As a GA plane it doesn't have all the fancy thrust reductions and so on, but it definetly has different takeoff and landing speeds depending on the wheight and the distances vary significantly depending on weight, altitude and temperature. If you google "poh c310r", in the first result, page 132 you can see it by yourself.
The tool - at least for the 737 - is so mindblowing. Today I recreated a real life flight with a -400SF Reg that actually exists in our fleet (including Aerodrome Weather, Weights etc) and It was mindblowing to see that the Numbers calculated by Navigraph almost completely matched the numbers of our real life performance calculation tool. Actually Vr and V2 we’re exactly the same V1 was only 1kt lower and Assumed Temp. 2° higher.
Great video, yesterday I was studying performance and I found that Flex / reduced thrust is not allowed when using increased v2/ improved climb procedure. Is this correct? It doesn't seem to be reflected in the performance calculations
Very informative video, thank you! Could you clarify what you said at 22:08 about the reverse thrusters? You mentioned dry and wet, I think in the same sentence and I got a little confused. Is if that the reversers don't make a difference on dry runways but they can on wet runways of the autobrakes cannot achieve constant decel? If so, does that mean that you don't usually use the reversers on a dry runway unless, say, you floated too much and landed later etc.?
Hi Emanuel thank you for the video. I wonder that why there are 2 different guarded rat switch in overhead panel. When you available can you make a video about it ?
Great video, thank you very much. I have two questions about the performance calculation. The first is the flex and the climb gradient should remain activated. And the second question would be to use the factored distance in the landing calculation and not the other one, is that correct?
I thought that this would be great for takeoff performance calcs for the FBW A32NX. However, not all of the information required for the FMC is shown. CG% and trim (FLAPS/THS entry) is missng from the calculation. Am I missing something or does that data have to come from elsewhere? I know that CG% is available by presssing the LSK on the MCDU but trim setting is never shown for the FBW.
Do you think Navigraph worked with Airbus at all on calculations as I thought Airbus kept the numbers and calcs for things like flex temp confidential? I am finding that SimBrief generates much higher V speeds than the in-built calculations from the fbw a320NEO MCDU - and I am wondering which to believe
All the performance calculators I've tried give different numbers. I think they just provide best guess figures and are not based on any real world data.
