Weight and high may be a problem sometimes for most of narrow bodies.
Yeah, but 35K feet for a 60% A321 is slightly high. What speed were you cruising at? But I have had this on all aircraft, including the A350-900. It is to do with your height, speed and weight.
I was at Mach 0.80. Do you mean the lighter and higher my aircraft is the less I will experience this turbulence?
@Generic_Flyer @BP-Aviation your’re saying it’s high and heavy. But do you think that would be consistent with his throttle racing up and down?
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Throttle does that to help balance it out. I noticed it on a flight of mine earlier. It tries to get to the speed you set while constantly slowing down and speeding up due to the turbulence.
This would be consistent with wind that is true, however, we need to know what the actual wind was to see if it is appropriate level of movement
Ok, that’s what I meant, the turbulence. It does show the turbulence exists, and his question was about turbulence being so frequent.
and
Are the support parts and then you mentioned the convulsing throttle. So we replied to that too.
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I don’t think you’re wrong. I’m just trying to understand. I’ve had the 321 issue where I was trying to figure out how much of it might be weight vs heigh vs turbulence vs speed or even my lower frame rate.
As far as turbulence, my own feeling flying is that the frequency of turbulence feels about right. There’s a randomness factor in hitting it of course. Sometimes you might have a longer stretch of encounters just due to chance(?).
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A321s are not very versatile. They usually cruise at around Mach 0.78 while the similar size 737-900 can cruise at around Mach 0.83. Contrary to popular belief, high weight in the A321 in a high altitude will cause more turbulence and because mixed with a lower speed, may cause drag and weight issues which causes the “turbulence” which then causes the throttle to have a seizure which then made OP make the post because he was confused. Chain reaction.
An A321 can cruise at FL370 around that weight, they do it all the time IRL
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They were flying west, that’s why they flew at FL360. It is essentially the same as FL370. Also, please don’t mind the weird resolution
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Very strange then cause I have had problems at that altitude with not much more load too many times in an A321.
The A321 physics aren’t the best in IF. But, I’ve never had those issues before
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Strange, I normally fly it at FL330-340 and I have no problems so does not matter too much.
This example you gave here is not with an aircraft with more than 50% fuel on-board considering the flight time is just above 2 hours, hence why it can fly at FL360/370. Here is more appropriate example taking into consideration the fuel on-board the OP’s aircraft:
This right here is a 5 hour flight from Budapest to Dubai on-board the A321N. Yes it is an A321 Neo but the cruising profile when compared to the regular A321 is extremely similar. As can be seen, the initial cruising altitude for this flight is at FL330 and as it gets lighter, it step-climbs to a higher altitude
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I just searched in support, simply this:
A321 #support
I stopped counting at 12 the number of topics devoted to this issue.
There are some very good responses such as the solution in:
Except this topic is not about the a321 but for every plane I’ve been having this issue with. Maybe I just used a bad example
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If you could post video of other aircraft exhibiting the issues related to what you’re describing (when you encounter them) that would help further tie it down. I made my comment in relation to where some of the other comments were headed added to my own experience with the bank oscillations in the A321 as shown in your gif.
As for the A321 as a special case, the onset of oscillations I feel might be more triggered by turbulence input.
As for turbulence in general in IF, as I mentioned earlier:
I’m all for your topic. Sorting out what is what with turbulence occurrence vs aircraft behavior and all.
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