Відео

Yes indeed, that's my training style. They learn much faster like that.

I'm glad you find it useful. Keep up the good work 👍

Yes indeed

Yes it can. It works well for the B737 (I used to fly that) and even bigger aircraft. Not sure about small business jets, but I think it's not that far off.

Using a different calculation will definitely create a discrepencie between opionions whether you are high or low. However, the difference is not that much. Also, your captain might be calculating for the wind and weight, something I don't teach (take it into account, but don't calculate for it), but that can also create a difference of optinion. The definition of being on profile and how to deal with that is indeed also open to interpretation. The method I teach is not an SOP and therefore you will get as many different answers as to whether you are high or low on energy. However, from my experience, a shocking amount of pilots don't fully understand this subject, including some training captains and examiners. This makes it very difficult for a new pilot such as yourself to find the truth. Not to say that your captain is wrong, but he could actually be wrong. It's easy to check. Ask him if he is on profile, then provided no unexpected shortcut is given, does he need the speed brake, gear down early, or Flap 2 early? One other thing I should mention is CRM. Unless you are way off profile, your captain should just let you fly the aircraft. You are not going to improve much if your captain keeps micro managing your descent and approach. Of course you can't tell him that so bluntly, so unfortunately you will have to navigate the wates of the unspoken social tact of ego sensitive aviation related matters. Keep up the good work. Your inquisitive attitude will get you places. I wish you all the best with your career.

It's a good question but it needs more context. If you do a vertically selected approach, you need to have a level segment before the FDP (or ideally not below 3000 ft, even if the FDP is at say 2000 ft) so that you can pull at 0.3 nm before and thus have a predictable vertical path interception. So in that case, setting a V/S high enough to see the arrows creating a level segment is advisable. If you do a managed approach, you need to be careful that in the case of a dive and drive (only one vertical path segment coded) the aircraft does not over speed once it goes into FINAL APP and dives down to catch the vertical path. In that case, it's best to be fully configured so that a pitch down moment does not cause the speed to increase significantly. Fiddling with the vertical speed in this case does not provide reliable results from my experience. This is because the aircraft can go onto FINAL APP any time it's close enough (provided APPR is armed of course). When doing a vertically managed approach, you can delay arming APPR to prevent an unwanted pitch down moment, but again, that is only an issue if only one vertical path segment is coded. So it depends on how the FMS is coded and what you are trying to achieve. Does this answer your question?

None of the aircraft featured on my channel have DPO. From my experience, it doesn't have much effect on descent management though. DPO doesn't affect the calculation or methodology.

Glad you like it 😊

The increase in vertical speed comes from the period when it is pitching down to catch the speed target. If you would film it like I do and then take an average across several flights, you will find that it makes no difference at all. Especially when there is a bit turbulence, it can give the impression that the vertical speed will increase at ttimes, but it will equally reduce at times as the plane has to pitch up to catch the speed target. Flap 2 does create drag (about the same as speed brakes) but there are other reasons not to use Flap 2 for drag, which I describe in my book.

Glad you like it. Don't forget to buy my book 😁

Thank you for your kind words. Glad you like it.

There is no need to calculate it like that. You just multiply your distance by 3 and fly lower depending your speed. You can find my calculation method here: ua-cam.com/video/4odUv3zTxb4/v-deo.htmlfeature=shared

The autopilot does not allow GS capture unless the LOC is captured. This is a safety measure because you have to be within the safe zone in order to descent on the GS, due terrain and obstacles. So if you set a too low VS, the aircraft is unable to capture the glide slope.

The reason why I am multiplying distance by 3 is that it just works much better, more accurate, and less workload. The notion of 3 nm per 1000 ft is not accurate. It's actually 900 ft.

You have to round down first. So 32 nm becomes 30 nm. Also, you have to multiply your distance by 3, not divide. Then for 250 ft, subtract 2000 ft. So 30x3=9000, minus 2000 becomes 7000 ft.

Get a high quality joystick and 2 engine throttle, then practice with X-plane and Toliss A321. Hire some time on a real Level-D sim if you can. The method I describe in this video I think is tge best way to do it. You might find that another method works better for you, but this is a good place to start.

Yes, but make sure the speed bug is below the current speed, don't select speed brakes with Flap Full, and don't forget to arm it again if previously armed. Gear down has more drag and less to worry about in that situation though.

You could do that, but you have to set the speed bug higher than the current speed and if the aircraft captures the yoyo, it will add thrust if the speed bug is still higher than the current speed. This is a situation you have to watch out for and it increases your workload, so it is better to use OP DES with speed bug up, or VS with speed bug down, which has the same effect but you don't have to worry about the yoyo and unintended thrust increase. A lot of these things have to do with workload management. There are always multiple ways to do things but there is usually only one way which is less workload.

"Using VS when 2000 ft above FL100": That increases your workload. Let the aircraft slow down to 250 kts at FL100 using DES mode and managed speed. That reduces your workload. If you approach FL200 (a few hundred feet above) and you don't think the aircraft will make the speed restriction, you can reduce the VS, but 99%, the aircraft does it just fine. "...because loosing 1000ft only and may be V/S -500 enough? ": At that point, we are 1000 ft high on profile. If you set V/S -500, you will get even higher. The fact that you have only 1000 ft to go is not relevant. "around Delin how about keeping the speed brakes with CONF1 instead of selecting CONF2?": You can only do that if you are not too high on profile. In this case, due terrain we are so high on profile, Config 2 is more appropriate because it allows the aircraft to slow down more and speed up more later when passed the altitude constraint, preventing a high energy situation. "... set STANDARD before flashing not to level bust if qnh is more than 1013 so i have to memorise TA? If the QNH is very high when climbing, an overshoot could potentially be an issue with a very high rate of climb and the cleared level being only 1000 ft higher than the transition altitude. The autopilot is quite aggressive pitching to capture an altitude though. You should not look at the flashing QNH to determine when to set STD though. For example, if the transition altitude is 9000 ft and you are cleared to 9000 ft, QNH will flash as you are at 9000 ft (or approaching depending on the pin settings). You should keep QNH in that case and not set STD, even though it flashes. So yes, memorize TA, but setting STD earlier is risky because you can make the mistake to set STD while cleared to an altitude. Every method has advantages and disadvantages. Not to say your instructor is wrong, but when one situation is more likely to happen more often than another, which method with which advantage/disadvantage do you pick? A level off at transition is very common. A very high QNH with a very high climb rate and a level off 1000 ft after transition is so rare that after 13000 flying hours, I did not see that happen once. But point taken. Next time in the sim with some extra time, see if you can make this an issue, see what climb rate and what (realistic) QNH is needed for an overshoot.

You could do that also. However, in case of speed brakes, do not forget to arm it again after. Whether or not the amount of drag will be enough to prevent an overspeed is questionable though. As for the VS, if you set less than VS 0, it will just take longer to get the result you want, increasing the chance of an overspeed.

The FO should not be in this situation in the first place. So the question is, how to fix the mistake. In theory, indeed you could select speed brake (when the speed target is lower). However, be careful not to forget to arm it again.

The problem is that the aircraft is way too high on energy and the speedbrake does not provide enough drag in this case. Extra drag is needed, and therefore gear down. If you would slow down to about 180 kts for Flap 2, you will get even higher (slow down = reduced vertical speed) and you will end up above the glide slope. In general, I do not recommend using Flaps 2 if you are high on energy (other than flying level and unable to descent close to the airfield). There are several reasons for that, which I discuss in my book.

There are 3 things going on here. 1, we are high on energy, and two we need to slow down. If you are high on energy, you should use speed brakes, not increase the vertical speed. 2, we need to slow down. In order to slow down, you have to reduce the vertical speed, not increase it. 3, we need to make sure we are on the glide slope. If you are above the glide slope, you need to prioritize a high vertical speed over slowing down. The glide slope indication is not valid yet here so we need to calculate the glide slope. We are slightly below the glide slope there, and with the speed brake selected, it is ok to reduce the vertical speed to slow down. However, it is right on the edge and a bit hard to see the situation, so indeed you could increase the vertical speed here to make sure the aircraft is on the glide slope, just to make sure.

Don't forget to buy my book 😄

To censor the aircraft registration and flight number to de-identify the other crew member and comply with company regulations.

Glad you like it. Thank you for buying my book.

You can find the formula here: ua-cam.com/video/4odUv3zTxb4/v-deo.html

Both

It will work a bit further also, but you have to add 1000 ft for every 10 nm more than 50 nm (maximum 3000 ft correction). So at 60 nm (10 nm more than 50 nm) it looks like you are 1000 ft high , but it's notmal. At 70 nm, it looks like 2000 ft high, and at 80 nm it looks like 3000 ft high, all normal. I didn't add that to my method because i doesn't always work and when you are on a mach nr, the whole altitude vs speed situation is very fluid. Also, when you are that far away and you already know you can expect a shortcut, you can just fly below your calculated profile by a certain amount to compensate. You don't need to calculate for more than 50 nm that way. No worries for answering. It's pretty rare someone explains this subject well, and I'm glad to help.

It's 25 nm in that example, not 20 nm. So the 1500 ft extra comes from the 5 nm extra.

Thank you 🙏

Looking into voice recognition

Thank you for your kind words 🙏

Glad you like it 😊

Because you want to put the aircraft on the glide slope exactly where you want it. It's not a good idea to intercept the glide slope at some random point every time. You want to fly a standardized approach every time, if possible. This makes it easier to manage and when you are high on energy,. it's easier to see. In fact, it's better to use VS from 4000 ft.

Glad you like it. When I first started flying, it was my experience also that no one explains this subject well. And judging from Cadet feedback, not much has changed unfortunately. Hopefully I will create a new generation of pilots who are able to pass on this knowledge when they eventually become training captains.

When I was your age, I played flight simulators a lot (MSFS 4.0). It did help me a lot understanding the basics. These days there are not many new pilots who used to play flight simulator when they were young, which surprises me. I think it's a great way to improve your skills, even for experienced pilots. I still practice flying a raw data ILS on my PC to this day. If you have a passion for aviation, pursue the career you love, no matter what people say. If you have the motivation and perseverance, you can do it.

Glad you like it 👍

250 kts below FL100 is everywhere in the world. However, also everywhere in the world you can ask ATC for a high speed descent (above 250 kts). Sometimes ATC will ask you to do that for sequencing. Therefore, the examples given are relevant.

Glad it helped

In my opinion it's not about being behind the aircraft. It's about not understanding descent management. All videos I post are of people who are not yet ready for a line check. It takes a lot of practice and effort to become good at it.