Sim boy software real alt 175

For now, let's assume that we have about 3,kg of cargo. This means our total ZFW is now 57,kg. We must round this total up to 57, and this is our final ZFW total. Now we need to explore the even more complex problem of Center of Gravity , or "CG".

First thing to understand is that the CG is expressed as a percentage of the aircraft body relative to the center. This would result from something dramatic happening, such as something breaking loose during the flight, or all the passengers running towards the tail of the aircraft and stopping there.

So true Aft CG is not something you'd normally have to think about. The concept of ideal CG is way too complex to give it a fixed value. The ideal CG will vary for each flight depending on the conditions for that flight. It also depends on who is making the decision about what is ideal. For the airline, it is about what gives the most efficiency. Other people with different values will not necessarily agree.

Other people do their best to distribute the load according to airline policy of "load profile", which is effectively a managerial decision rather than operational. Operational factors should always take priority over managerial policy and if they don't then you work for a bad airline! That also includes cabin crew redistributing passengers if necessary. Pilots will be given information about how the load is distributed relative to the CG and they can then make decisions taking this value into account.

CG isn't even a fixed value. We actually should think of it as a "CG Envelope", because things happen in flight that can momentarily shift the CG slightly. Your job will be to examine all the data you are provided with and then give an appropriate CG value to the MCDU so that the correct information is fed to the FMGC and all of the calculations are based on actual operating conditions and not just the default value. Certainly for use in home simulator games such as Microsoft Flight Siumlator, Flight Gear, or X-Plane, you don't have to worry about the CG factor in a realistic way, but in any real world aviation your figures need to be based on actual conditions and not just estimates in this case.

We will cover the topic of the effect of CG on performance in more detail in the book, as it just requires too much detail for the online learning environment. Hopefully this quick guide will help to clarify what all those strange looking fields are for. TAXI: This is the amount of fuel used for moving the airplane on the ground.

Must not exceed MOTW. Must not exceed MLW. Remember when you were learning math in school and you thought it was probably all just going to be a waste of time and effort? You were probably right. But that's beside the point. Calculating the block value is not really difficult provided that you understand a few basic rules. The first thing to be aware of is that the estimate is not based on what you expect to burn, but the maximum burn if you ran your engines at full power for the entire duration of the flight.

This, you will probably realize, means you will always have more fuel than you are likely to use. That's not such a bad thing when you think about it. If you look at your F-PLN page, you will see that the distance of this flight is NM about km and the expected duration is 3 hours 30 minutes.

FAA regulations Tile 14, Part Total is now 16,kg. You need to add kg for taxi time, so now you have 16,kg.

For example, the action associated with V 1 only occurs if there is an operational necessity for that action to occur. V 1 — this is the theoretical "point of no return". Beyond this speed limit, the pilot is supposed to be committed to take off no matter what. So if all four engines on a are not working, you are actually expected to take off at that speed and I am sure you can see how impractical that is.

V R — sometimes written as V ROT , is the "rotation" speed, which really means the point at which the PF would use physical input to attempt to cause the aircraft to lift off.

Note: Some aircraft such as the F in clean configuration don't have a practical VR because they will become airborne without pilot input once they reach V2 and in fact they will almost fly themselves on takeoff. Unfortunately the Airbus is not quite as cool as a fighter jet. V 2 — this is the speed at which the nose should leave the ground.

In many cases it may be the same as VR, but sometimes V2 is a little faster because in some conditions it may take more time for the plane to respond to the input. This is really a two part field, but in many cases the value of both parts is going to be the same.

The exception is when noise abatement takeoff is required, in which case you may use different values. This is a phase transition point between Takeoff and Climb. When possible, it is recommended to use Flaps 2, because this will normally give you the best performance.

You should not use Flaps 1 for takeoff. At last — the secret to instant weight-loss, revealed right here for you on this very page! But don't worry — you can solve this problem easily. You already know that the minimum fuel you can have on board at the final waypoint is 6. Subtract 6 from that number, and this will give you the amount you can somewhat safely adjust your block value by. Even though FANS is not a very complicated system, it has been suggested that it has not been documented well.

The documentation is very technical and can be confusing, plus it does not discuss every possible scenario, nor does it provide many screen shots of the MCDU and only a few screenshots of the DCDU. ATC operators and pilots may use accented speech when communicating by voice, and sometimes verbal instructions can be misunderstood for example "Descend for four thousand feet" or "Descend four four thousand feet"?

Mixing these instructions up can be fatal! And it has happened! The most crucial thing to understand about the differences is that with FANS A, the data link is intended to be the primary communication method with voice communication as a backup. In a FANS B environment, voice communication is the primary method to be used for communicating with ATC and the data link is supposed to supplement this.

You compose messages using the MCDU. The DCDU in these aircraft is controlled by the use of physical pushbuttons. In the A it is quite different. In theory you can use the MCDU to set up a message in the A, but in practice you probably wouldn't, since the large ATC Mailbox display with its touchscreen interface is supposed to make your job easier. You are requesting permission to change course so that you will be enroute to a specific destination, waypoint, fix, or other recognized navigation point.

To initiate this request, type the code of the required destination and then press LSK1. The final step in making the request, assuming that you don't wish to qualify it, is to press LSK6R. WX DEV is a deviation due to weather.

You are requesting a deviation of a certain number of miles left or right of your current ground track to temporarily deviate around the bad weather. The request is formed in 2 parts. The first is a numeric value indicating the number of miles, and the second is a letter value either L or R indicating the direction of the deviation left or right. So for example a value of 5L means "5 nautical miles left of track" and a value of 11R means "11 nautical miles right of track.

An offset is similar to a deviation. MoonGachaTuber 39 days ago. Shit your voice it's cool!! GamerTheZackTheYo days ago. Adr1Kun days ago. Jovian days ago. Red days ago. Atapal days ago. Nightwolf days ago. The secret key 68 days ago. The immersive haptic experience is fantastic! The intensity of movement and vibration lets you feel all the action. This is the closest sensation to a real car!

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