I'm really starting to get fed up of stalling at high altitude whilst flying. Once I reach 26000ft, going to 30000, with an altitude increase of 1000, at a speed of about 240k, my aircraft starts to slow down very sharply and at the end it stalls. I always check the payload, and it is always below the maximum permitted.
So, what do I need to do? increase my speed, use my flaps, climb at less than 1000, or just kill myself ???
Yeah I was doing a flight from brussels to nice whilst it happened. So I paused for a bit and wrote a message on here.
After this I tried again using the trim and the flaps. And seemed to be working cause I got to 34000 feet without stalling. Problem is I don't really know if using the flaps at 250 knots is allowed in real life...
Will try guessing again and if I find something useful and easy to understand will certainly post the link on this topic.
LOL please don't tell me you use your flaps in flight 8O In real life you would loose your wings doing that ... all depends off course if you are heavy or not. Most FS noobs (don't know if you are a newbie) don't change their weight and yes then you get that sort of problems.
I had that problem too in the past...But now it didn't happen again. And I don't know if I solved the problem myself.
I got another (stupid) question about FS.
What's the difference between CRS (course) and HDG (heading) ?
RWY HDG 25R BRU is 247 I think. So if I set AP for ILS landing it will hold this heading wright?
But what is this CRS for? If I remember well is has something to do with magnetic course...?
Airbus_fan wrote:all depends off course if you are heavy or not. Most FS noobs (don't know if you are a newbie) don't change their weight and yes then you get that sort of problems.
Could you be a bit more specific because although I'm not really a newbie starting to feel like one???
Moons wrote:But what is this CRS for? If I remember well is has something to do with magnetic course...?
Well the ils only works with the crs. Cannot explain the crs in real life but in msfs you point it to the direction of the runway(ebbr 252 if i remember well) with the nav set on 110.30 and when you are close enough to ebbr well the navigation screen will tell you were you are compared to the runway.
Correct me if i'm wrong but hdg is to go to a particular direction and that's about it.
msfs professionals please correct me if i'm wrong...
Oh got another question why does the ias speed go down when going up when the mach indicator stays the same?
Could you be a bit more specific because although I'm not really a newbie starting to feel like one???
Well imagine : your in a Boeing 737 which is empty, or one that is just on the MTAW (Max Take off Weight), I'm sure you will be much faster at FL330 in the first then the second one. So it could be you are just way to heavy and stall due of you weight (1000 ft / min at high altitudes can cause stall with big and heavy planes)
Airbus_fan wrote:
Well the ils only works with the crs. Cannot explain the crs in real life but in msfs you point it to the direction of the runway(ebbr 252 if i remember well) with the nav set on 110.30 and when you are close enough to ebbr well the navigation screen will tell you were you are compared to the runway.
Correct me if i'm wrong but hdg is to go to a particular direction and that's about it.
msfs professionals please correct me if i'm wrong...
Oh got another question why does the ias speed go down when going up when the mach indicator stays the same?
Mach is roughly calculated as aircraft speed / speed of sound.
Simplified: the speed of sound depends on the temperature you're flying in. A lower temperature means slower speed of sound. When you climb in the atmosphere, the temperature decreases, thus also the speed of sound.
So it's normal that the mach number stays the same when climbing, because the two factors of the mach division (aircraft speed / speed of sound) are BOTH decreasing, which means that the result of the division will continue to be roughly the same (e.g. 6/3 = 2; 4/2 = 2; 2/1 = 2; ... both factors are decreasing, results stays the same).
Thanks for the info people! Will try the msfs tipt tonight and will try to remember the mach explanation...
Oh already planned my flight Nice to Gatwick with a 734 from British airways.
Does anyone know where I could find a better panel for the default msfs 737-400 because having flown many msfs add-on now this one is starting to look a bit "childish"
Yesterday I tried to make an ILS landing on 25R and 25L at BRU, without joystick. I press the "Y" to place the carrier at a certain position, a few miles out of the "green arrow" on my GPS (fs2002). I set the AP with crs and heading, speed and so on. Then the plane picks up the glidepath signal and starts to descent on RWY heading as it should be.
But either the plane is gliding to fast and it ends too low or it's too high and overshoots the runway... So what's the problem?
Is it because I'm flying without joystick, or because of the trim....?
Ivan_Eagle wrote:I see many problems but something like that 8O , full speed is the best I think and NO flaps.
Greats Ivan
8O Full speed approach?!?!?! What happened to "As real as it gets"? Like an approach speed of around 170 for example... And try to enter your ILS glidepath with a speed of max 190. No problems with overshooting or undershooting the ILS here. And if you're near the runway decrease your speed to 150, depending the aircraft you're flying ofcourse.
HDG = the magnetic direction your aircraft's nose points at, or the magnetic direction of the runway or something else
CRS = the magnetic direction you're actually flying, so your heading corrected by wind factor
) Heading
Heading has to do with where you are moving. Heading is the direction that the nose of the aircraft is pointed to. This is detected by the gyros in the aircraft.
2) Bearing
Bearing has to do with where you are. It is the direction to a location from where you are, or between two points. A good example is the OBS course to a VOR, this is the bearing you have to follow to reach that VOR.
3) Track (or Ground track)
This is the course you are following in plotted on the ground. When there’s no wind the heading and track of an aircraft will be the same (and so will be the bearing if they are flying to a certain point).
Let’s say an aircraft is flying from point A till point B and that the bearing to point B is 270. ( so the aircraft will have to fly a heading of 270 degrees to reach point B, when staring from point A). Let us now assume there is wind blowing from 360. If the aircraft flies with a heading of 270 he will never reach point B, since the wind coming from the north will blow him off track. He will now be tracking, depending on the winds strength a 250 (estimate) course. In order to have the same bearing and track necessary to reach point B, the aircraft must adjust is heading to a more Northerly course, lets say 290 in this case, so that the bearing and track are the same.
On short final just before a succesful landing on Palma de Mallorca (click on picture for big version):
Yes, I know about the fuel, I had more headwinds than expected (that's also why the FMC's warning light is illuminated).
The Boeing was full of pax and cargo, therefore the landing speed of 152 knots (actually the FMC said 147 knots but I added 5 knots wind correction).
That's how - to the best of my knowledge - your aircraft should be configured for a succesful approach. It would have been perfect if I hadn't forgotten to change the HDG selector to 061 .
The CRS is used to for the ILS, it's the arrow above and under the magenta runway block. It shows you"re on track.
Greets,
Sebas
Btw if you like this pic I'll make a screenshot flight report later this month.
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