Відео

You can get it on iPad by installing the Amazon Kindle app. Then you go to the Amazon website to buy the kindle edition of my book. After that it will show up in your Kindle app.

If an engine out is detected, it will ignore THR RED and ACC. Indeed it will even ignore ENG OUT ACC. I have never seen this logic fail it the sim. I suppose the engine would fail just at or after the THR RED/ACC alt, it will still trigger the thrust reduction or acceleration, but that's an edge case.

I think it's because the vertical path is calculated for a much higher speed.

I agree. Suggesting to be at S speed with 30 miles to run is ludicrous. Would cause carnage into any airport with any sort of sequence behind them.

First you have to slow down when you need to descent but cannot. Once you can descent you need to speed up. So it's not about staying at the slow speed. That is time efficiënt and will get you even higher. Priciples of descent management requires context.

I got see your point. However, focusing on this particular case you cannot decelerate to S speed ( therefore being forced to select flaps 1 )30 miles away from touchdown. You’d ruin the airport sequence, and it is not efficient. To solve the situation ( however I can’t see why he’s high on energy) i would just apply the speedbrake or even reducing the speed to 230 aprox( to keep the margin with VLS) in order to be able to apply speedbrake with no flaps selection

@@tolokingperson2944 I am sorry but I do not agree with you. Unless ATC gave you a speed restriction, slowing down and then speeding up in order to manage your energy is in fact efficient and does not ruin sequencing at all. Not even once in my entire career did ATC complain I'm slowing down because I get high, provided of course they didn't tell me maintain a certain speed. Again, the slow down is only temporary. The average speed along the track is the same and thus will not affect sequencing.

​@@a320descentenergymanagemen3 Yes, except there will be significant compression of traffic at the point you choose to go to S speed (even if planning to accelerate after the fact). While you may reach the IAF at the same time, when running a 60 second sequence at a feeder gate for an airport, it would not be acceptable for a pilot to reduce to S Speed 30 miles out. Most flow systems work on the principle of aircraft maintaining a certain performance profile to a certain point. Where you are flying in Vietnam this probably isn't a problem, but using this method at many busier ports around the world would result in ATC not being happy.

You are correct. That is why some people like PM to press the rudder trim center button to center the rudder just before landing. In the FCTM there is more detail about that. Personally I don't find there is much of an effect, unless there was a lot of thrust just before landing. From my experience, with a normal landing, almost no one puts any rudder in for a crosswind landing. Not sure why that is, complacency or bad training. Either way, the aircraft seems to handle this quite ok, so some crab angle at touch down due to engine asymmetry isn't that much of an issue. But combined with a crosswind making it worse, and already being to the side of the runway, can make the situation worse. So it's definitely something to take into account.

Indeed, the NEO has more drag due to the bigger engines. But that is not the only factor. Wind, weight, thermals, are other factors. That being said, my calculation method leaves a 500 ft margin, so if you want to have idle thrust all the way (max 1000 ft AAL), then you need to fly 500 ft above profile. With the NEO that is ok, but with any other variation, you don't leave much room for error.

I made that software myself. It is work in progress and not yet available. It will take probably about a year before it's ready.

They appear to be rules of thumb to account for energy transfer between altitude and speed. I.e 300kts will need 3000ft to slow to approach speeds, 250kt 2000ft, green dot 1000ft and 'S' 500ft. Not sure if that's accurate, just what I inferred from the video.

Correct. Indeed this is just a rule of thumb, not an SOP. But it works really well. It gives a bit of a margin as well. Depending the weight and wind, you can be 500 ft above profile, and still be ok.

The details about these calculations are available in my book. Only 10 usd on Kindle.

I made that software myself. It is work in progress and not yet available. It will take probably about a year before it's ready.

@ it looks amazing for practice at home to calcute descent profile bro, love to see it when it’s ready, let me know ! Ty bro

When at FL100, a shortcut from present position to TAMLA gives 25 nm total track. At that time the speed is 250 kts. Profile calculation: round down first. 20 nm x 3 = 6000 ft. Fly 2000 ft lower due to speed at 250 kts, so that becomes 4000 ft. Then add 1500 ft for the 5 nm (25 nm, not 20 nm), so that becomes 5500 ft. This means that we are 4500 ft too high (1000 ft - 5500 ft), which is excessive. Notice that I did not use the altitude restriction at TAMLA for my calculation. Doing so invokes a method I do not teach for various reasons, mainly because it adds unnecessary complexity. I understand the subject is complex, but it is important to stick to the teaching and not add any other things to the mix. My book is only 10 usd on Amazon kindle, it is all explained in detail there. Let me know if that answers your question.

1: You have to think of it as speed vectors in trigonometry. The shortest route is not necessarily the quickest route. It works the same with road navigation. If you can drive faster on the highway, you might reach your destination earlier, despite driving a longer distance. 2: At taxi speed, the weather cocking effect is small enough to make no noticeable difference on any rudder vs tiller technique. At this time, other variables, such as how far you are off runway/taxiway centerline make far more difference. In general, the easiest way to deal with handling techniques is to apply input whatever is necessary to achieve your goal. It is often not required to think ahead too much. Of course it gets easier with experience. When I first started flying (or even driving), I was the same like you, wanting to understand all the theoretical details so that I could be ahead of the game. But often it created more problems than it solved. Just look out of the window and do whatever is required. With crosswind, the only thing you have to anticipate is kick the rudder the right way just before touchdown, then keep the rudder after nose gear touch down. After that, just react to the aircraft.

If you are more than 70 nm to go then you can speed up initially, without speed brake. There will be enough time to use speed brake later in case speed up alone is not enough. You will have to calculate that later. If you have less than 70 nm to go, speeding up alone will not help, you will need speed brake if you are high on energy. The reason for this is indeed you have to configure, but also, speeding up does not solve a high energy situation because you just trade altitude for speed. You get lower, but now you are fast. So why does it work at higher levels? Because you end up spending more time at a low level where the air is much denser, causing more drag. But this takes time, hence, it only works when you are far away at the higher levels.

I do not advice this because a distance alone does not take into account the speed. If you are at the ring at your target altitude, it might give you the false impression that you are on profile when in fact you are too fast. There are many ways to deal with descent management but I want to stick with the method I teach because otherwise it adds complexity to an already complex subject. My book contains a structured well explained method how to deal with these things. The UA-cam videos are there just to support my book. This is not to say that your method of using rings is not valuable, it certainly can be valuable. As for the platform altitude, I would avoid flying level at 2000 ft unless the procedure specifically mentions that you have to. The reasons for this, and how to deal with this, is also in my book. But basically you want to be gear down just before you intercept the glide slope, privided you are fkying level, and your speed is not too high. All these things you have to view in context. Something that the folks at Airbus also seem to struggle with, judging from the things they write in the FCOM regarding this subject.

It depends the company, but with the company I flew for when I made this video, you can be fast up to 500 ft at daytime. The dark environment was caused by overcast clouds at twilight. It was actually still daytime legally. But yes, it is something to watch out for.

@ believe it not, i would have been on the edge of my seat when it almost reached the Red band. Then with that OPEN DESCENT..!! I would have lost it… 😥looks like as a trainer you give complete chance to ur trainees… 🫡

LOC(*) green will only engage when LOC is blue (which happens when you press either the LOC or APPR pushbutton). Also, you have to be close enough to the llz beam, or on a sharp intercept heading. At what time in the video did you expect LOC* to engage? ATC will not give you a vector expecting you to intercept the LLZ outside of the certified range. However, if that is the case somehow, then indeed you can manage HDG to get NAV blue, provided the flight plan is sequenced. Most of the time you can just wait a bit to get in range before arming APPR without having to push HDG though. But if you do push HDG, you will get NAV blue, and it will remove GS blue and LOC blue if that was present. If you press APPR with NAV blue present, then NAV blue will removed and replaced by GS blue and LOC blue. In that case the INCPT point will be removed and the track to intercept will be removed as if it was never there and you were flying in HDG mode and never managed HDG.

@@a320descentenergymanagemen3 I thought the loc would engaged around 20nm out but watching it back and zooming in I can see it looks like you weren’t actually on an intercept course until CI28 so apologise that’s my dodgy eyesight!😂 so that makes sense. That is all understood above, so the way to do it is manage nav first and wait until you’re within the coverage zone (if you’re going to do this) and NOT press APPR then manage heading as GS and LOC blue would be removed. & then if my understanding is correct this would be slightly different in a FINAL APP approach, at which point you may as well press appr in the first place because it will draw the intercept and arm final and app nav?

Indeed. One other thing to look out for is that with some approaches the procedure takes you through the localizer and you have to intercept it from the other side. Even if ATC clears you for the approach, you still have to follow the procedure track.

The weathercock effect is always way stronger than anything else, no matter what the speed. So you only have to correct for that.

First I want to clear up a possible misconception. In a small airplane you apply cross controls so that you fly with one wing down to prevent drift on short final. With airliners we don't do that because it causes engine ground clearance issues and you also don't want to land with one wheel first with heavy aircraft. So no aileron is applied for crosswind landings, except to counter a roll moment if you kick the rudder hard, but aileron applied for that is only momentary, not continuous. I only had to do that a few times during my career, so it's rare. So what about the plane drifting then as you kick the rudder to align the wheels with the runway (that's the reason we kick the rudder)? The answer is that the plane doesn't drift, if you do it properly. How is that possible? Inertia. You should only kick the rudder when the wheels are a few feet above the runway, so just before touch down. If you do it too soon, it will drift. The inertia will prevent drift because there is not enough time for the wind to start blowing the plane off track. This won't work with small light aircraft but it works beautifully with airliners. As for the transition upon rollout, keep the rudder during the derotation, and after touchdown. Also keep the rudder during the rollout. Of course you have to modulate the rudder amount to suit the need. Never release the rudder upon touchdown. That is a common mistake. That's how you end up in the grass due to weathercocking. So yes, in your example you will still need left rudder during the rollout. Also, do not use rudder to fly the aircraft to the centerline in case you are off track just before touchdown because depending the direction of the wind and if you are left/right off centerline, you could kick the rudder the wrong way, making the wheels slide (drift like with a car) even more upon touchdown. Another common mistake. Instead, always use aileron to fly the aircraft to the centerline. Don't worry about engine clearance. It doesn't take much bank angle to make the adjustments needed. Make sure keep the nose upwind, to the side of the centerline a bit (only relevant as you get close to the runway). Because as you kick the rudder, the nose wheel will move to the side. If the cockpit view is at exactly the centerline, you will toch down off centerline after you kick the rudder just before touchdown. Don't be fooled by various visual illusions. You kick the rudder based on the direction of the wind, not based on the visual picture out of the window. From my experience, there are not many pilots who get that.

@ thank you you’ve really cleared things up for me, would there ever become a point on the rollout where say if there’s a crosswind from the right, would there be a point on rollout where you’d need right rudder to stop drifting downwind or does the weathercock overwhelm any pushing of the wind if that makes sense?

@a320descentenergymanagement

@@Brandon-pq3is You don't use rudder to prevent drifting but instead you use a crab angle for that. The rudder is only used just before touch down and during the rollout.

G/S* is permanent and cannot be lost. There is a difference between line training and flying on the line. During line training they teach you SOPs, techniques, and good habits. Techniques are not SOPs and therefore do not have to be always applied the way you were taught. Also, in an airline there are pilots who initially started at other airlines and subsequently were taught different hings. Even within one airline there is rarely a strict standard between instructors. Instructors also come from different airlines and have different techniques and habits which they teach. Managing the speed before selecting F1 is a good habit for new pilots but not required at all if you are experienced. It has advantages and disadvantages doing so. For example, If you are heavy, it's turbulent, and can't fly a level segment at green dot, it's actually better to select the speed below green dot, then select F1 at green dot, to prevent an overspeed. When high on energy, asking for F1 just to reduce Vls so you can use speed brakes is a valid technique which I also teach. That is better than reducing the speed further and go for F2 early as that can get you above the glide slope if done too late. Also, when drag is not needed anymore, you can easily stow the speed brakes, but you should not retract Flap 2.

Not enough to make any meaningful difference over a long enough time. Flaps 2 should not be used for drag because you can't retract it when not needed anymore like with a speedbrake. And while slowing down to 180 kts, you reduce the VS and if you do that too late, you can end up above the glide slope. So if you use F2 with 180 kts in OP DES, it will be for a relatively short time. If you are very light, the descent angle will be steeper, but not enough to make a big difference over a short amount of time.

1500 ft for 5 nm is indeed 300 ft per nm. But if the approach is more than 3 degrees, the same descent calculation applies though. Once you are on the glide slope in that case, the calculation is different, but before that it's the same. Second point, indeed you can always do distance x3 as a sanity check. A managed descent profile is not any different than a selected profile though. The calculation is the same. Distance x 3 is more accurate compared to altitude x 3. As for the 50 nm, because you will be on a mach number when much further than that, any calculation is unstable and you get inaccurate numbers no matter what. Also, at that diatance you are unlikely to get any shortcuts and if you do, it's easier to just update the FMS track and you will have plenty of time to fix any high profile situation.

@@a320descentenergymanagemen3 Thank you. Lastly, the 500ft rule that open des does to capture the target speed (if it’s slower than actual) is that just an approximate? It’s not something I could find in the FCOM.

@@a320descentenergymanagemen3 thank you, and you know you talk about op des targeting 500fpm when you set a target speed lower than your actual speed (so we can slow down) is that an official number, or is it just an approximate (couldn’t find it in FCOM)

Everything I teach are all techniques, almost nothing is from the FCOM. The FCOM is pretty useless concerning descent management as many points they make are missing context and some points are just plain misleading.

That is not what I teach due to added workload and there is no need for that. Instead, only work with the expected track miles (shortcut taken into account). Then do the profile calculation and figure out if you are above or below profile and deal with that accordingly. If there are altitude restrictions which put you high or low, just fly the VDEV and if you get high on the calculated profile, slow down.

@@a320descentenergymanagemen3 ok so expected track miles to the threshold including the shortcut. I understand.

If you are cleared for the approach, you can follow the altitude constraints and descend according to the STAR and approach procedure.

When you are on base leg, the glide slope is not valid. The glide slope is only valid if you are two dots on the localizer, some airports only one dot. Also, being on the yoyo does not necessarily mean you are on profile as it is not always correct. The only way to find out if you are on profile is to calculate with distance, altitude, and speed. But let's say that you are indeed below profile. The way to fix that is by adding thrust, not by adding drag or slowing down. Flap 2 gives the same amount of drag as speed brakes. And although slowing down does indeed make the deacent angle shallower, now you are slow causing a delay and piss off ATC. That is why you should just use VS-500 to fix that, but again, it is questionable if you were actually below profile or not. Read my book. It's only 10 usd on Amazon kindle. All this knowledge is all in there.

Yes, you are correct.

Let's say the airport elevation is 3000 ft. If you need to have Flap 2 selected by 2000 ft above the airfield (which by the way is way too late), indeed you have to add it, so at 5000 ft (from altimeter) you should have Flap 2 selected, latest. Doing current altitude (5000 ft) - 2000 ft will give you 3000 ft, in which case you just landed without proper configuration (airport elevation 3000 ft). This is not the method I teach though because as you can see, it's easy to mix up adding and subtracting. For configuring at above sea level airports, instead you should work exclusively with distance. For example 2000 ft above the airfield equals 6.7 nm to the threshold. That is the same no matter what the airfield elevation is. Use the runway threshold distance from the FMS progress page only for that because the track distance is not correct for some NPA depending the software setup.

More headwind does not cause more IAS. But if you mean that a sudden headwind increase due turbulence or when turning rapidly into a headwind, then yes, it will cause a temporary IAS increase due to the inertia of the aircraft. So whether or not you call it beneficial, depends on what timeframe you are looking at. What I mean in this video is the benefit of headwind once the wind component is stable.

Indeed, the FMS will draw an invisible line to the active waypoint. So if the flight plan is not properly sequenced or you are too far off track, the FMS distance will not be correct.

Yes, as long as you are in NAV mode, the speed constraints will be followed if the speed is managed. No need to be in DES mode for that.

There is no need to calculate for that. You cannot ignore it, but instead of doing a calculation, just keep calculating the profile as usual. When you get high (due to a tailwind or another reason), use speed brake. When you get low (due to a tailwind or another reason), set VS-500. The wind doesn't make much difference unless it's a lot for a long time.

@@a320descentenergymanagemen3 thank you for the elaboration!

No need to manage HDG, unless you want to fly selected vertically. If you press APPR, you will get APP NAV (blue, or green if already in NAV), which will intercept in the same way as manage HDG.

You have to round down the distance. So 33 nm becomes 30 nm. Then multiply that by 3 and you get 9000 ft. At 300 kts (also rounded to the nearest reference), you have to fly 3000 ft lower, so 6000 ft. Rounding before calculating is done for workload management. There is no need for high frequency calculation, so you can calculate at 10 nm or 5 nm intervals.

Glad you like it

Because you need a sustained 30 kt headwind component for a long time to have the same effect as the speedbrake. That situation is very rare, so in reality you will need to create drag yourself when you are high on energy.

Glad you find it useful 😊

There are some situations where that will work, but not many. But you can try and see if it works for you.

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.