TCA NG Airbuses need help!

[Rob D]

Jack, Karl, anyone?

I am sorely disappointed with the new Airbus equipment (the A330, primarily; haven't tried the A340 yet, although I'm betting it's just as bad).

Fresh out of the box, first attempt at takeoff from Tokyo (TC1020), aircraft rotated, and rotated, and rotated... Full forward force on the stick, but the nose just kept going up until she stalled out. Even trying the autopilot couldn't keep this bronco from bucking.

Second try, I replaced the original FDE with the updates from POSKY. I can get the thing rotate and fly, but speed control is near impossible. When the AT is on, the engines surge and idle, surge and idle. There is no constant speed. Even at level flight, speed ranges from M.64 to M.84 for no reason (not the sort of thing a "Heavy" aircraft would do).

HELP!!!

Rob D.

[jackcford]

Rob,

I'd have to say that I wish Karl would answer this but unfortunately he is off the radar and has been for some time. I used Posky files although I would have preferred Karl's.

Here is a comment from the Posky forum which may be part of the problem:

<<....they are too heavy in FS so adjust the weight and you'll be good to go. leave fuel full and just put 0 for all other weights, I just don't go above the 100% max TOW. >>

If that doesn't help I'll keep digging, as for the AT issue you could try using a diferrent panel but the included one should work.

Let me know how you get on?

[jackcford]

Rob,

It seems that the Posky Airbuses do take a bit of flying and I'm certainly not seeking to educate any aging canines here but the Posky FAQs might help?

<<A330

Q) Is this right? The A330 doesn?t climb like a rocket?

A) People need to get over this notion that planes climb straight to their cruise altittude. Typical climb profile to initial flight level for the A330-300 is 1500 fpm to 1500 AGL, 250 knots 1800 fpm to 10000FT, increase to 300 knots over 10000 FT, 1800 fpm to FL240, 1300 fpm to FL270. Initial flight level typically is somewhere between FL280 or FL290. Final climb is about 300 fpm to FL280 or 290. A330-300 is a bit more underpowered than ?200.

Q) The A330 is a big aircraft, about as big as a 777. How is taxing the A330?

A) Taxiing the A330 is pretty easy. You should never exceed 32 ? 33% N1 even when heavy to break away and start rolling. Should coast when heavy at about 29% N1. When light, should coast at idle thrust. Not accelerate, but coast.

Q) The nose seems to bit a bit high on landing. Is this correct?

A) Landing angle is about 4 degrees nose up. More than Boeings.

Q) The handling of the A330 seems a lot different than a Boeing during a turn. Why is this?

A) Uses more rudder in a turn than Boeings. In addition, A330 flight system is fly-by-wire.

Q) I seem to loose airspeed quickly. What should I do?

A) Be careful not to let the A330 climb to fast. Nose too high up causes speed loss.

Q) Climbout seems a bit slow when heavy? Am I doing this right?

A) After vR, rotate the nose upwards smoothly. Avoid overrotation. When the wheels are off the ground, raise the landing gear as soon as reasonably possible to gain airspeed. Hold max 1500 fpm until 1500? AGL. Lower the nose as necessary to gain airspeed. The A330 will climb,however, speed is crucial. If terrain permits, do not sacrifice airspeed for altitude.

Q) So what?s a typical climb profile like for an A330-200 or ?300?

A) Climb to 1500 fpm to 1500? AGL, then accelerate to 250 knots (or ATC restriction) @ 1800 FPM. Pulling sharply on the flight stick will result in rapid airspeed loss from bleeding airspeed. Above 10,000? feet, accelerate to 300 knots, 1800 fpm. Initial flight level when heavy should be in the neighborhood of FL280 to FL330. Step climb to final cruise altitude as weight permits.

Q) Nose angle seems high on landing? Different than Boeings. Is this correct?

A) Yes, Airbuses are more angled on approach, where Boeing aircraft are more flat. Verify your trim and landing weight, however, you should see about +4 degrees nose up. Fly straight at the glideslope intercept at about 180 ? 190 knots. At intercept, lower the landing gear and extend to flaps 4. The A330 will maintain about 4 degrees nose up attitude. If you are seeing more than this, adjust your trim.

Q) Should I flare on landing?

A) To avoid tail strike, it is recommended to fly the aircraft straight onto the runway.

Q) What are the operating speeds of the A330?

A) Sorry, I had to edit these pages out. I cannot release all of the information I received.

However, let?s assume a flight from Zurich to Kennedy. Here are some samples you can use:

TO speeds ? at 447,100 lbs (includes ZFW + fuel required for trip 3931 nm)

Temp = 10 deg C., Runway=Dry, Runway Slope=0, Pressure Altitude= 0FT

Required runway length = 3750 M

v1/vR/v2 ? 147/160/165 - CONF 1+F (Flaps position 1)

Landing Speed (Total weight = 355,200 lbs) ? ZFW (343,242) + Fuel (12,000 reserve)

VREF ? 142 knots + wind component

(Disclaimer ? not always accurate in all situations? )



Q) How do I calculate fuel and range? Can you give me a sample trip fuel calcuation to use as a reference?

A) Sure. Let?s continue the above example. Here we will assume a trip from Zurich, Switzerland to New York Kennedy.

Total trip length (example):
3931nm total trip length.

Next, calcuate your travel time, fuel required, then total fuel:
1) Total travel time (westbound ? assuming aloft winds):
3931 nm / 425 Average ground speed = 9.24 hrs
<Note> Assume Average GS ? Westbound ? 425 knots, Eastbound 525 knots)

2) Fuel Required:
9.24 hr * 5300 lb per hour fuel usage = 49,021 lbs X 2 engines = 98,043 lbs

3) Calculate your total fuel:
98,043 lbs (required fuel) + 12,000 lbs (alternate/reserve fuel) + 2,000 lbs (taxi fuel) = 112,043 lbs.

As you can see here, you only need 112,000 lbs fuel to cross the Atlantic on a westbound flight. Only take the fuel you need. Split this and place fuel in both left and right main wing tanks.

Here, your total weight on takeoff would be:
Takeoff weight - 343,242 lbs
+ trip fuel - 112,043 lbs
================================
Total weight 455,285 lbs

As you can see here, you are well below the MTOW of 507,000 lbs. At this configuration, according to the Airbus documentation, you should be able to climb directly from brake trip to FL330 in 17 minutes. If you cannot do this, you are doing something wrong.

Q) What if I can?t climb this quickly or am loosing too much airspeed? What could be wrong?
A) Verify that you only have the fuel you need, do not simply fill up to 100% fuel on all tanks. You will be over the MTOW. Other than that, confirm your gear is up and flaps are clean.

Q) Typically what engine speeds should I be seeing? Do the engines really work this hard?
A) Yes. Of course, it varies by atmospheric conditions, but typically, at cruise, you should see about 88 ? 89% N1 @ M.80, 92 ? 94% N1 at M.82.

>>

If it doesn't help let me know and we'll keep looking.....

[Rob D]

Thanks for that, Jack! A lot of good information there.

What seems to have done thie trick for me is switching over to the Eric Marciano panel. I saw a distinct improvement in speed control and pitch control during my flight from RJAA to RPLL. Also, just to test out the capabilities, I performed a full autoland at RPLL, with a perfect performance from the A330 and the panel.

Next stop, Jakarta, where I'll hand fly the approach.

(Still would like to see a tweaked FDE someday, as I just don't feel the "weight" of this bird; Flying the MD-11 and 767 recently, and they feel "heavy"; this one feels more like a 737-700. Just my 2 pence.)

Thanks again, Jack! Keep up the good work!

Rob D.

[jackcford]

Rob,

I think the big diference here is the lack of a Karl type FDE - I wish we knew where he is.

As for the panel I used the Dany Setyadi versions which are based largely on Ken Mitchell gauges and seem to be widely used without critisism.

I did find this comment on the iFDG forum about their A320 with the Dany Setyadi panel

<<I think I've found the problem. As I like making the flight from the cold and dark cockpit, I switched off every switch in the Cessna, even the magnetos. It seems that the IFDG plane doesn't fly very well with the Cessna's magnetos off.

I made a flight with the Cessna's magnetos on "BOTH", and it was OK>>

Seems a longshot but would you try it and see what happens please?

Thanks

[rodrigo]

Actually, auto throttle of the original A-330 TCA NG didn´t work for me.
About Eric Marciano panel, don´t know if I understood correctly the posts above, but seems the "original" version of the A330 TCA NG comes exactly with Eric´s panel..now, I am puzzled about what panel should I try.

[jackcford]

Rob D is checking out an FDE authored by Karl some months ago which I found lurking in a dark corner of my HD, hopefully this will help.

As for panels well it is a matter of choice but I like the Dany Setyadi version.

[Rob D]

Hey guys!

Well, I've been testing out the FDE, and it does seem to be a little better. I want to do a little more testing, though, with different weights and different panels.

I'll report more in about a week. Gotta go to work.

[Darrel]

I know I'm a little late chiming in here, but...

I just downloaded and flew the A330, no modifications whatsoever, and had no problems, other than I couldn't figure out how to turn on the autothrottle. I flew it both on and off autopilot and didn't get any indication of control issues.

I have noticed, however, that occassionally old control settings transfer to a new aircraft, like the magneto problem noted earlier. Maybe the elevator tabs setting on the Cessna confused the Airbus? That's just a shot in the dark, especially since I have no idea how an Airbus, virtual or literal, should handle.

Darrel

[jwenting]

An A330 should handle a bit like a slow 767, an A340 like a beached whale :)

Climb performance for the 340-200 and -300 is abysmal, 330 is better but not stellar.