3/30/2024 0 Comments Enroute 4 speed set up![]() ![]() Also, this forum and many other site's forums are great sources of information! Unless, the OP is using this flight sim platform as a source for learning and wants to do things by the numbers, then, by all means, do what's best for you and enjoy it for what it is! If you want RW, find a good flight instructor and let him/her not only tell you, but also show you "the right way!" Most definitely, YouTube is a very valuable source, not only for learning, but also from an entertainment platform. But assuming a jet I'd need to add something about NOISE reduction after take off, as all airports share NOISE issues unless they're in the middle of nowhere.Īll the answers given here were informative, but since my life has taken a turn in flying, now sim only, I fly "whatever toots my horn!" In a flight sim environment, the airplane may many times give you the feel of what makes it happy! Sounds bizarre from a RW pilot's point-of-view, but with aircraft there is no "one size fits all!" I'd be inclined NOT to make such an assumption. Good luck on your flights and happy landings! ) ![]() After reaching each altitude given by ATC, I would reduce slightly, the climb rate and would then switch to MACH instead of using KIAS eventually reaching the cruise altitude.ĪTC is rather notorious for not giving you descent orders soon enough to prepare for your landing, so I would request my own descent about 150 miles from destination. I would set the A/P and and A/T just after takeoff and wheels up.įlying a Southwest 737-800, climb rate of 1,800 FPM and speed set to 250KIAS until passing 10,000 feet.Īfter that, setting climb rate down to about 1500-1600FPM and adjust speed to 280KIAS. I always flew IFR and depended on ATC for turns and for altitude adjustments. Typical cruise altitude would be FLT380 for the near 500 mile flight. Like Larry, I like to elaborate on simple questions to give a little more info than was requested.Ī typical commercial jet flight, for me, would be KSFO to KSAN (this was done in real life many times). Judging by your screen name captarnaud, I would venture a guess that this question pertains to flying a commercial jet as opposed to a GA aircraft. The `250 knot` limit may or may not be relevant. I ignored the detail unless/until the OP expanded on his question by inlcuding greater detail on the type and nature of the aircraft. If there are further questions, I leave it to you. If our OP needed more detail he only had to ask. But mine was definitely an answer to what was a basic question. The complex answer is, technically, correct. is that there is a 250 knot speed limit below 10,000, and once they get above it they are free to use a higher climb airspeed, which often is advantageous in one or more ways, either cooling, travel time or other things. The reason I specify 10,000 MSL in the U.S. * A step climb is when an aircraft is cleared to a certain altitude that is below his intended cruise altitude (usually done for traffic conflicts), then after some period of time is cleared for further climb, maybe to another intermediate altitude or maybe to cruise altitude, depending on the traffic conflicts that ATC sees. Sometimes there are step climbs * and when those are above 10,000 MSL they are typically done as enroute, unless the pilot has a reason to do something different. other places may be different), there is an intermediate climb to get above 10,000 MSL, when they can go to a more normal enroute climb rate. In typical bizjets and airliners, initial is as above, then it depends, but generally (in the U.S. When on an IFR flight plan, there may be some differences at times, due to ATC instructions, but in general it's the same. You would typically maintain this enroute climb until reaching cruising altitude, barring additional restrictions. In light aircraft, the initial climb is the climb until you are out of the pattern, then (on a trip) in so many aircraft you ease the nose down to a higher airspeed climb, which reduces the rate of climb but provides for better engine cooling (not a big deal on a C-172), as well as better over-the-nose visibility. While mallcott has the general idea right, more specific information is: ![]()
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