HikaShop , Joomla! Related Products. Our Address we are always available for you! All rights reserved. Shop Contact Privacy.
Delivery time. 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. Note that this message could also be sent to you as an instruction, not always as a result of your own request. Important: You can specify a time instead of a waypoint for the AT clause. Useful when you're a long way from any waypoint. This one is really easy because it is specifying an exact heading. When ATC responds, pay attention to the instruction because they will not just clear you to turn to the heading but also instruct whether they want you to turn left or right to the new heading.
Also you always need to check because the instruction may not exactly match what you are expecting to receive. You may in fact be instructed to a different heading to the one you requested. Be careful when requesting headings. They are not always the most appropriate choice. Ground tracks are more accurate from the ATC perspective, because a ground track is always true.
For example, assume that you are told to fly heading and you turn the aircraft so that the nose is pointing to , but you are moving forward at knots and there is a wind gusting 40 knots at you from the southwest. Your heading will stay at the entire time, but over time you will be more and more off course from the radial you were steered onto at the start of the move due to effect of wind drift and the rotation of the Earth below you. If you don't have a VOR to lock onto, then autopilot can be set to HDG and you set a heading instead of a ground track.
The AP works differently in these modes. The compass tape will not move around unless you take a real hammering from wind or turbulence. If you have never experienced this AP effect before, you could be alarmed to see the compass tape moving about, but this is not a problem as long as the aircraft keeps moving forward along the correct ground track.
In other words, when in NAV mode, your nose does not necessarily point to where you are going, but to where it needs to point to in order to ensure you get to where you are going in the most efficient way. Quite simply, we respect the privacy of all our users. We don't use cookies on this site, and we don't track what you do while you're here or after you leave. There are some links on this site that may take you to other sites.
While we don't use cookies or track what you do, we can't vouch for what other sites will do, as we have no control over them. The only thing we can assure you of is there are no tracking cookies or malicious code on this site. We don't even use the Google analytics that you will find on 99 percent of other sites. If you contact us and provide your name and email address when you do, we will know your name and email address.
Any information you provide to us voluntarily is regarded as confidential except where you explicitly request or permit that information to be made public for example, if you write an article that appears on the site, and you would like people to know that you are the author of the article.
We do not share, trade, or sell private information about our users to other websites or corporations. We are pleased to announce that version 3 is in development.
This new version is based on the updated technology we used for building our A10 CDU system which is also a work currently in progress. Thanks to all who helped make this possible. This site doesn't work even slightly without JavaScript enabled.
You need to enable it. Your privacy is completely respected. What is this? Getting started. Inspection 1. T2-L2 Requests. T2-L3 Reports. Privacy Policy. The middle section is the lesson body, which contains all the content of the lesson. If you can spare just one hour to help with that, even if you only add one line of data, it will go a long way towards getting this project up in the air : Everyone who helps will get a shiny new developer credit that you can display on your CV or brag about to your friends or whatever else you want to do with it.
I can't see the MCDU at all, what could be wrong? Upgrading any of these is a good idea. Also the page might have timed out before all the files were loaded. Refreshing the page can possibly fix this. It is possibly a browser problem. Try loading the page in a different browser. I can see the MCDU, all the buttons work, but some of the text is displaying strangely. What's up with that? Your browser might be set to display fonts more large or more small.
Everything works fine, but your MCDU looks nothing like the one in my game! Why is that? The MCDU in your game only needs to be realistic enough to make the game more fun and immersive. An information screen exists to show the position, altitude and speed of the simulated aircraft against the MCDU target altitudes and speeds, as well as useful information about route discontinuity or hold status.
Flight control is with the user. Side information about weights, and fuel quantity. Flight controls to allow flaps, landing gear, speed brake and thrust lever position to be set. An additional separate Flight Controls Dialog, for those computers that have a screen resolution less than pixel deep. Download the set up file from button below.
Airbus A flight simulator PC version. This PC simulation uses the same windows base of our other PC simulation, with a completely new A aircraft model. We are currently updating our A and A simulations to improve their fidelity and increase the number of malfunctions available. Due to Covid 19 restrictions, we are unable to offer full support at this time. Therefore, all our products are now free of charge. We ask only for you to consider donating to our web site to help with its running costs.
0コメント