Thank you! 👍

Hello, the runway heading for 33 is 334 and the abeam point is at 90 degrees in this case to the right which is 064 👍

Hi Ender, these are the vertical & lateral guidance indicators that show for an RNP/RNAV approach. Very similar to an ILS but do not relate to a radio signal but use onboard GPS and altitude data

@@AirbusCockpitCoach Are they in the FBW a32nx?

I have certainly seen the lateral deviation scale in the FBW

VDEV is not shown in the A32NX

Hello, it all comes down to speed and the type of approach being flown. For a standard ILS aim to be flaps config 1 before intercepting the ILS, Flaps 2 at the top of the glideslope, after flaps 2 gear down, once gear is down flaps 3 and if a config full landing is required then aim to have flaps full before 1000ft. There is a flap speed limiting marker on the speed tape and the next stage of flap can be selected when 10kts below that (my operators operating procedures)

​@@AirbusCockpitCoachwow thanks! 👍🏼

Great! More on the way 👍

Great feedback, thank you Chris. I will take a look at the other options, I do wonder if it is really needed at all?

Possibly, try one without it and ask for feedback. It might be useful as a reminder/summary for those who start watching part way through

No that's London Luton.

This is inibuilds London Luton

@@AirbusCockpitCoach amazing stream btw you and 320 SIM are my go to when it comes to having on in the background whilst I drive my truck

@TheColinAndMindyShow That's great to hear! Thanks for your support! 👍

Thank you! i'm sure I can get that covered off 👍

Hello, in the real world we measure the landing rate by vertical G force. 1g is the equivalent force of the aircraft weight. The aircraft will print out a land 15 report if the g force is 1.8g and above which is received by maintenance, 2.6g is the structural limit. In terms of FPM this roughly equates to -600fpm+ being a notifiable hard landing, -100 to -250fpm being a normal good rate but in wet conditions above -125fpm is safer to get a good grip of the runway surface. Sub -100fpm is too light which can cause the aircraft to delay spoiler activation. Thank you! 👍

@@AirbusCockpitCoach a great answer, thank you. Great not just in content, but also great in that aligns with my MSFS fpm rates, but will also now monitor g force. Have you seen the video of the ANA 767 landing and cracking the fuselage? Ouch

I was thinking that may be the case, thank you! 👍

Thank you! It's usually used for departure sequencing/slots 👍

On the Airbus we do not need to compensate for the rudder induced roll effect but we do sometimes lower the upwind wing slightly to prevent drift once aligned with the centreline and to get the upwind gear down also to prevent drift. I have never been type rated on a Boeing but I believe that you do need to compensate on them, perhaps not the 787 which seems to have very advanced computed assistance. Thanks for watching! 👍

Thank you! Left rudder input will yaw the nose to the left, counteracting the wind from the right

Thank you! That's a great idea and I will look into visualising the control inputs 👍

Thank you! I think it is called 'active pause' it is just the standard MSFS pause feature in the toolbar. The aircraft does still burn fuel in that state though! 👍

Thank you! Glad to hear the practice is paying off, it is a technique that improves with experience to get the timing between the flare and rudder input correct. 🛬👍

Thank you! 👍

Thank you!

Hello, when you select the engine mode selector to IGN/Start it will direct all airflow to the engines even with the PACKs turned on so that is not the cause of your start issue. If you do get a fault on the Fenix it will likely need to be reset to allow a start to take place

@@AirbusCockpitCoach oh okay , thanks for your help so in the real start up procedure you always leave packs on i always did that until a friend of mine told my i should turn them off for engine start but many thanks

@@AirbusCockpitCoachsorry one more question is it normal for the engine n1 to only go to 4.7 percent after a turnaround I set up the plane correctly and the n1 does not pass this very confused I tried dry crank and manual start

That N1 seems right when the N2 is around max motoring speed before the fuel is added. The N1 only really increases above that upon ignition when selecting the eng master switch on

@@AirbusCockpitCoach so is it just taking a longer time to start is it a waiting game or is there something else i can do on a turn around many thanks

Hi Ender, just checked and I was unable to crank the engine in the FBW

Thanks! yes will start covering failures soon! 👍

Great to hear Paul, thank you! 👍

Yes, this is one of the sims we train in 👍

Great! will be interested to hear what you think of it...

Hello, with LTN being my base I should really pick up the inibuilds and take a look, might do that today!

Hello, we have a tablet with a different piece of software for flight performance and some other apps relating to our operations

So you still need to setup the flight on the MCDU or you can import it from the device?

That's great to hear 👍

Hello, thanks! Not yet but plenty more to come including this one 👍

Great, looking forward to them. Keep up the good work

Thank you Paul 👍

Hello, this is Flylive and the FPM box is linked to the info bar at the top of the screen as one package

@@AirbusCockpitCoach thank you very much. I’m really enjoying your tutorial videos so cheers for the content

Hello, that's interesting. My updater says I have the latest stable version installed. Will switch to the dev version and see what happens. Thank you! 👍

@@AirbusCockpitCoach ah yes, I thought of that after I made the comment. For the most up to date features you will need the dev version. 👍

Hello, with managed speed engaged the aircraft will target green dot on entering the hold automatically. The aircraft will also target green dot speed with the approach phase activated in managed speed when you have the flaps at 0.

Hello, pleased the video was useful and thanks for the feedback. ETP is often not used by those flying in the sim but it is a tool we use everyday when flying the real aircraft 👍

I'm pleased the video helped, thanks very much for your comments and support! 👍

Thank you! I'm pleased it helps, let me know how you get on! 👍

Hi Steen, thank you! The temperature restriction is due to the difference in air density an it's affect on an altimeter. When the ambient temperature is colder than standard the aircrafts true altitude is lower than indicated. One way to determine the temperature error is to read your altitude at the Final Approach Fix and subtract the airport elevation and compare the difference to what the charts indicate. 👍

Hi Stephen, flying in the sim and following full protocol can be difficult! The RNP is a great tool, it is interesting to hear how things have changed so much 👍

@@AirbusCockpitCoach I recently watched a TUI crew (one of the companies I flew for was Britannia) carry out a ‘V1 cut’ in a sim, and it left me being grateful to have flown when I did. What a palaver! Being a dinosaur isn’t all bad! 😂

@stephenmckinnell7791 Times have definitely changed! 🤣 I would have loved to have flown a Brittania 757!

Hello, that is one that can vary with SOPs, some operators will guide you to arm the approach as soon as you are cleared to do so

Appreciate the kind words John, thank you! 👍

👍 Challenging but scenic!

Thanks Rob! Check out the RAW Data ILS video and the visual circuit livestream for some Track/FPA guidance but I will be doing more on that 👍

Hello, great question! Generally I retard the throttles at 30ft, many pilots have different preferences for what works for them and some operators will train a different technique to others. In a strong crosswind or tailwind I would retard the throttles at a slower rate sometimes leaving a bit of power on until touch down. Have a go with retarding at 30ft, that is probably the most common technique 👍

@@AirbusCockpitCoach Is it fine if I retard the throttle when the plane calls it out? Would there be a bigger float if I do so?

On an autoland the throttles are retarded on the call out in the other approaches it serves as a reminder and I would still aim to start bringing the power off at 30ft otherwise a float is more likely in my experience. No flight is the same so it is a case of experimenting on what works best in different situations and learning the hard way with some high touch down rates 👍

@@AirbusCockpitCoach Thanks for the advice. I'll try both methods and use whatever works best for me.

@enderchrome6895 No problem, let me know how you get on! 👍

Thank you! Willem 👍👍

Pleased it helped, let me know if you have any questions 👍

Hello, a combination of a lack of local knowledge and simbrief not wanting to give me any alternates so I took extra fuel for a return. 👍

Hello, yes TOGA Lock will be unavailable