A320 fmgs trainer for mac

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.

‎FMGS A on the App Store

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. This is the amount of fuel used for moving the airplane on the ground. This is the calculated total fuel burn for the trip and duration of trip. This is an estimate of the amount of fuel used while holding for final approach. Actual fuel reserves for emergency use, in case you have to divert, etc. 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.

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.

A320 fmgs trainer for mac full version download

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. After typing in your request always in the format shown, eg: 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.

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The middle section is the lesson body, which contains all the content of the lesson. 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!

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Why is that? The MCDU in your game only needs to be realistic enough to make the game more fun and immersive. It is not really intended as a real training tool.

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Our device is intended to help you learn, so we pay more attention to detail and ensuring that everything is as realistic as we can get it. Also, games can limit what the developer can do, whereas here we do not have to worry about that. Most likely this is because your aircraft is very new or very old. If it is more old then your airline sucks and you should contact me and let me know which airline so I can avoid flying with them!

A320 FMGS trainer

Seriously, if the MCDU in your airplane is more old, then the keys will be in different locations, some may be labeled differently, and the screen may lack colors or may have some things a bit different, but the basic operations will be very close. Our model is based on the release installed in A If it is neither of the above problems, then please contact us with details of what needs to be changed and we will do our best to fix the problems.

Thank you for helping us! When I am typing something, the screen jumps. How do I fix that? This happens because the browser tries to scroll the window when you press the space bar. You've probably noticed something similar when you try to pause a YouTube video and the screen scrolls instead of pausing the video, or when you are using your mousewheel to scroll a page and suddenly the pointer goes over the top of a Google Map and now instead of the page scrolling the map is zooming.

If the screen jumps when you press the space bar, the best way to fix it is to press the F11 key on your keyboard which takes you to full screen mode. Pressing that key again will return you to normal mode. When I make a typo and press the backspace key to clear it, the whole webpage navigates back to the previous page.

How can I stop that? This annoyance is caused by a very very stupid keyboard shortcut in Firefox that causes the backspace key to be a shotcut for navigating to the previous page, because apparently Mozilla developers think all their users are too lazy to press Alt and left arrow key to do the same thing. The reasoning must be "why press 2 keys when you can do it with only 1? Fortunately this bug does not exist in Chrome or Chromium, so those browsers are recommended for use with this MCDU program.

What happened? This is another Firefox keyboard problem. Boy, Firefox users sure must be lazy, huh? There is no way to override this, so you either have to press ESC to exit the search feature, or click on the MCDU again to reset the keyboard focus point. Fortunately this bug does not exist in Chrome or Chromium, so these browsers are recommended for use with this MCDU device. This can cause an invisible character to be typed on the keyboard buffer, and the MCDU reads all the information, including the invisible characters. Just press CLR or use the "spare" key to instanstly erase the line exception if you were using a debug function.

Unfortunately if you have a laptop, you probably don't have this keypad. How can I get more information about my browser or computer to make a help request? Remember Me? Mark Forums Read. Questions If you are a professional pilot or your work involves professional aviation please use this forum for questions.

Enthusiasts, please use the 'Spectators Balcony' forum. A FMGS trainer. Thread Tools. Does anyone here have a link to the download for the trainer? Most of the websites also give fake links and useless torrent files. Even my training center technician seems so reluctant to help. I dont know whats wrong with all these people and i am so pist i could use a sledge hammer and hit my lap top.

I really hope someone out here would be kind enough to help a fellow aviator under training. Thank you in advance. View Public Profile.

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