Of all the knowledge I've attained over my 10 months or so of simming, I've always 'winged' this. Great to have an explanation on how to actually do it!
B737. The a320 was a floater, hence the later exit. Though I did notice in the b737, you were descending quickly at the 50ft callout, but recovered nicely and planted just past the aiming point.
Going by the comments posted here, this video has struck a positive cord with simmers to the method used to slow down aircraft to land. Best practice is to watch this video on repeat while simultaneously taking a flight in the simulator. This major video goes into my library of Emanuele tutorials. Many Thanks Sir! Greetings from Australia.
Great tutorial how to manage the energy on the approach. Now, virtual residents in the MSFS-world can enjoy low noise aircrafts on final and sleep much better ;-)
@737NG Driver Excellent tutorial. I normally tried to slow down at 20 nm so I could step down to the FAF from the IAF. However, I see that you suggest capturing the ILS from the IAF, typically at 3000 ft AGL. It makes sense the procedure about keeping high energy on the approach to reduce noise and fuel consumption, so I like your approach better as it seems more realistic in these days and times. I thought your A320 landing was a little better than the B737 landing, but both were excellent. One thing that I'd love for you to help us with, is which is the best technique to land both aircrafts once the A/P is disconnected. From other tutorial videos, I've learned that for the Fenix A320, it stays at slight nose up attitude until between 50 to 30 knots, and then goes nose down, so the strategy is to start the flare at 30 ft, but just holding the joystick to arrest the descent and hold a slightly up landing attitude, then retard the throttles. For the B737 I just do as it feels right, but normally I wing it. It would be great if you could do a tutorial about it. You could use the landings in this video, but just add some verbal guidance on what your inputs during landing are for both aircraft. Thanks.
This is a fantastic how to for taking the guesswork out of getting on profile! Amazed how rhythmic the pitch axis oscillates in the A320. Almost as consistent as breathing in and out....
Another beautiful tutorial Emanuel. You better be careful, you might eventually make pilots out of us ;) Wondering if you could teach us how to figure out intersectional take off distances
Thanks Capt Emanuel for another very informative video - you have a natural ability to teach - really enjoy your presentation style - always learning something new from a real professional - now, to put what I have learned from this video into practice :)
There should be a better title... NOT "When to SLOW DOWN and EXTEND FLAPS B737&A320 (and small landing competition) I Real Airline Pilot," YES "Where to SLOW DOWN and EXTEND FLAPS B737&A320 (and small landing competition) I Real Airline Pilot" Where? - 10 miles from airport... When? Airport at third o clock????? :):):):):):):):):)
Thx as always for a very informative video. I love see more a320 videos as I’m trying to learn this along with the 737NG. Although I’ve mostly flown Boeing aircraft in fsims.
737 was the better landing because you should be 50ft when over the threshold (zebra crossing :) ), right? How do you draw the 10 mile radials on the ND?
I won't judge which one was better, as both where within the touchdown zone, both were centered and both were smooth, meaning both were 100% good landings. The rest ist just nitpicking :D Interesting video, thanks for that. I mostly fly Airbus, and I always found it much easier to determine, when to take out the flaps with only four positions. With the 737 having NINE in total (also similar on the 747 and 777 I had in P3D), and some of them are just more or less skipped, I always thought it to be a bit harder to set the correct setting for a certain phase of the approach, even with the flap-markers on the speed dial. Probably I was mostly a bit too early with the flaps, but better that way, than too late and not being able to slow the airplane down on the glide. Besides, even with Airbus, I rarely use managed speed for the approach. Apart from having often speed constraints by ATC anyway, I found it much easier to give the desired speed to the aircraft instead of letting it manage it by itself, despite this being seemingly more economical. I prefer to have the full control on the approach and not having the aircraft decelerate just by me controlling the flaps. I usually go to manual speed somewhere between 10.000 and 5.000ft and activate the approach mode. Only once I go to final approach speed and set the landing configuration flaps, I put the aircraft back in managed speed, as it goes right to final app speed. But as I'm no real pilot, I am not sure, which procedures are more realistic (or maybe both are, depending on airline procedures).
Great video, Could you explain where you got the flaps speeds from, I noticed you were able to put them into the MCP without looking at the PFD, so where did you get those from to input them?
V/REF - V= SPEED; REF = REFERENCE (REFERENCE SPEED) REF 30/145 FLAPS/ At 210 KNOTS the flaps (FLAPS 1) should be UP 3:07 for example... Cute holding pattern... Holdings are cute... :):)
One question about the flap 40 landing, so as I understood you go gear down, flap 15 as you would for a flap 30 landing, and after that flaps 25 and flaps 40? Or is it gear down, flaps 25 instantly?
When you disengage the AP I notice that the warning buzzer buzzes three times and goes out. When I do it, the buzzer stays on until I click on the warning light. I am doing something wrong?
Hiya - Great videos. Could you do a similar video but this time descend via a CDA and apply the same approach principles, showing how tricky it is to "go down and slow down"? This is a principle we use in all London airports and it would be good to see how our speed restrictions and vectoring can interfere with the ideas used in this video.
Another useful video, thank you. I always slow down much earlier, I will try to put this information into practice. The Boeing landing was better, by the way. Both were very smooth but the Airbus floated a little.
Those are very hard to judge, they're both excellent landings I also have a hard time landing the airbus smooth because of the nose pitching down when I disconnect the autopilot and I lose the glide path because I tend to pull to flare and make out for the nose dropping down
I have to say I love your videos, for me who not only want to learn how to setup and fly the 737 and other planes, but also want to understand(not only know) why we do the things that we do, and why and when we shut off switches/ systems and understand what the effect is and what the consequence would be if we didn’t do this and that. Your videos gives such in depth tutorial on the planes you cover while also giving us knowledge, thank you so much for that🫡 The fact you are a real airline pilot makes it 10 times more interesting to watch and that you share your company’s procedure and protocols. I have one question, how do you circle around a waypoint? I see in the star briefing given by navigraph that it has often a path leading into a spiral where it normally say “do not proceed without atc clearance” but how do I cancel the autopilot to continue with the given route and make the plane circle? Thank you in advance
Hi, first of all: Thank you very much for your kind words! Normally if you load a procedure from the database it will have some sort of "protection" against just flying to the next waypoint at a part where a proceudre is "interrupted", for example a VECTOR leg where you are supposed to continue on a certain heading, etc. If you just want to stop at a waypoint and go in circles (note that this is not official procedure anywhere!) you could enter a holding with a 0NM leg. Then it would literally fly circles over that waypoint.
great video! can I ask you for another type of tutorial about what to do when we end up too high for example 4-5000 feet above profile following a shortcut from atc?
While landing and this might a misconception on my part, but when flaring out I try to get the VS indicator as close to the 0 terminator as possible. So without being a professional on the matter, and no flying experience other than msfs I'd say the Airbus landing was better. But that's just based on how I like my landings, which can be kinda floaty. 🤣
In the 737 you reduce thrust to IDLE slowly so that the lever reaches IDLE by touchdown. In the 320 you just set it to IDLE once it calls you a retard.
At most payloads in the -800 the Flap 5 manouvering speed will be somewhere around 165kt, that's what we'll mostly fly then. If you would go down to 160kt we'd have to go gear down flaps 15, which wasts a LOT of fuel. Only when we see someone's right in front of us at close distance we'd actually reduce to 160 in that situation, otherwise if the flap 5 manouvering speed is close to the 160 (as said, mostly around 165) we'll go for that to conserve fuel. At Stansted they usually ask for 165kt until 4DME, but no surprise seeing that Jet2 and Ryanair are primary 737 operators in the UK.
Great Video. In the 737, I usually set a 15nm and 10nm fix ring and extend flaps 1 and 5, respectively. That gives me enough time to drop gear and flaps 15 on glide slope alive, then full flaps on intercept. Haven’t quite mastered the speed management yet, lol.
@@A330Driver thanks to you i always set a 10nm and 4nm fix ring. I usually am at 190kt flaps 5 at 10 miles and make sure im gear down with full flaps by the time I hit 4nm ring for fully established approach. AP off at 1000AGL
This video was outstanding! I just got the Toliss A319 and 340, and flaps scheduling isn't really covered anywhere. I really appreciate your CONDITION->SETTING format i.e. @GS Intercept -> Do this. Awesome and super helpful. Can't wait to try it out on the A319!
This is good. Been doing it wrong, now I have a good guide I can follow: 15 DME = Managed speed, drop to green dot speed 10 DME = F1. Maintain until GS intrcpt 2000 AGL = F2 then at F2 extended, GEAR DOWN F+10 speed = F3, FULL Thats breaking it down into basics, hopefully have it right now. Thanks!
Because the 737NG is a development from the predecessors. The original 737 was much smaller and since they needed to maintain commonality the plane got streched and redesigned to the limits of what the airframe could take. Sure, they put redesigned wings under it, but it's not a perfect design. The A320 on the other hands side is a fresh development. They created it from scratch. Thus aerodynamically it's a much better construction. However when you stretch it (aka A321) it also gets issues with its wing and starts with higher approach speeds. Can't wait to fly the A321 again in the sim, get it out please, Fenix!
Excellent and well articulated video! I would like to add something - it’s not exactly relevant, more of interest. Unlike in the Boeing, selecting Flap1 in the airbus does not actually deploy the trailing edge flaps on approach. Only the slats will deploy. Selecting flap 2 will cause the ‘first’ stage of trailing edge flaps to pop out, hence the sudden burst of deceleration. I’m aware this is due to the flap logic in the airbus, but I can’t for the life of me remember why Airbus designed it this way. Those who are super observant would’ve spotted this in the video but it’s fascinating either way!
Flap full in the A320 is more comparable to flap 30 in the 737 than flap 3. Flap 3 is rarely used,except in strong crosswinds or if required by an abnormal procedure.
Now i know why i'm mostly the slowest guy in the que ... Your explenation is easy to uderstand and to remeber, It will improve my aproach Phase a lot ... Thank your for sharing your knowledge and looking forward for next tips and tricks 😀👍
Not sure if you mentioned but obviously this is all fine if the glide slope or decent path is 3 degrees. Anything steeper like LOWI you want flaps 2 as flaps 1 setting only deploys slats, not flaps in the Airbus
Hey Emanuel, ich sehe dass du schon weit vor dem FAF auf der FAF Höhe bist (3000ft). Mein Problem ist, dass wenn ich meine Route mit STAR und Approach ins FMC programiere, dieses meistens so geplant ist, dass man gerado so hinkommt. Meistens mit Wind und Wetter oder falls mal man irgendwo ein Direct bekommt ist man schon viel zu Hoch und weis nicht wohin mit der Energie. Gibt es da irgendein Vorgehen/Procedure wie man sich auf Abkürzung usw. vorbereiten kann? Wann sollte man schon FAF Höhe sein? Wie erreiche ich das? Per FMC oder LVL Change und selber rechnen? Würde mich sehr über ein Insight freuen! Du machst wirklich super Content! Beste Grüße Ergänzung: Hatte das Problem kürzlich beim Anflug auf EDDB 25L mit KLF 25L STAR. Da gibt es keine Max. Altitude Begrenzung und daher lässt VNAV keinen Meter Spielraum. PS: Habs nicht auf Englisch geschrieben, weil faul und schneller, sry ;)
Hi Torrance, normalerweise würde man einen CDA fliegen, da müsste man dann die Höhe noch mit einbeziehen. Das braucht aber Erfahrung mit dem Flugzeugtyp und um diese Erfahrung und Einschätzung gewinnen zu können ist es ganz gut erstmal mit einfachen Faustformeln anzufangen, wie ich sie in diesem Video demonstriert habe. Im Type Rating machen wir das ähnlich wie hier gezeigt. Und auf der Linie dann erstmal mit VNAV runter um zu sehen wie der Flieger es gerne hätte. Ich meine ich hätte die Vorbereitung auf Abkürzungen in einem anderen Video bereits erklärt, ich habe ja ein paar Videos zum Thema "High Energy Approach Prevention" gemacht. Bin grade leider am Handy online und kann nicht nachschauen. Sorry.
Some really great channels on UA-cam, but I have gained more useable knowledge from this channel than anywhere else. So beneficial in having a better understanding of the aircraft, and aviation dynamics.
As always, very nice done. First Video I found with such a Step by Step explanation on how to set the Landing Flaps. Keep up the good work with your Videos.
I think the 737 was the best. You were a 20 feet extra I suspect above the threshold for the airbus and it took you longer to touch down during the flare. Once again, thanks for such tutorial. This is very helpful.
Excellent video, thank you! Both landings outstanding but if I need to choose one over the other I would say this: From a pilot's pov I prefer the Boeing (firm and positive touch down) From a passenger seat I'd rather be on the Airbus (very smooth but very close to a float)
It took me awhile to just go back to my roots and manage the descent and speed myself in the 737. I tried using the vnav and as you say, it was not exactly where you want it to be on an approach.
I love these types of short videos to make my sim flying more realistic. I've gone from inputting basic information in the FMC to doing a lot of the optional things like forecasting and creating the rings from the airport. I am starting to work on my landings, and liked the video about which auto-brake to use. I have been curious about when to use full flaps vs 3 cfg/30, and if reverses should always be used if the runway is dry.
For anyone that wants to really learn how to fly these aircraft in the sim, as opposed to just play around, this is one of the absolute best channels. So much great info
Is it required to disconnect the auto throttle at the same time as the AP or can you leave the AT on until just prior to touchdown incase of need to TOGA?
Hello, I've been getting into a lot of Japanese airports lately, and I've noticed that a lot of them have curved RNAV approaches. I usually have a hard time managing in the 737 because unlike the A320, it doesn't have an APP NAV mode or an FPA selector. Though the FAC/GP is an equivalent of APP NAV, I'm not quite sure how it works or when it kicks in; I found that at the FAF when the curve starts, the G/P mode doesn't come on, so I set my altitude to 1000ft (from 3000), wait for it to kick in, then set GA altitude once it does. On the A320 whenever I find that the G/P might be wrong, I usually set the FPA to -3.0 or whatever is specified on the chart I'd usually leave the automations as long as possible to reduce the workload while doing checklists until I'm comfortable enough to fly manually so some insight on this would be nice, as well as when to slow down for curved approaches, though I'm guessing in principle is the same.
IAN (FAC/GP) tries to mimik an ILS approach and is only usable for straight in approaches. Anything curved and you have to use LNAV/VNAV. IAN is only installed on a very small minority of 737s any way. Except for Delta I don't know any airline that has it. LNAV/VNAV is what's used for RNAV approaches in the vast majority of operators.
Any chance of more help. I have no problem with the 737 - but with the A320 I found the fix info for the departure runway (EGKK) entered RW08R and got 'not in database'. Could not find fix info page for arrival airport EGPH
Of all the knowledge I've attained over my 10 months or so of simming, I've always 'winged' this. Great to have an explanation on how to actually do it!
hell yeah, the old "drop and flop" technique, the most popular way to overspeed your flaps
@@SpidaMez ⁰oo
My sentiment exactly. I knew I was spending too much time at ~190 knots, now I know how to really do it! Thanks Emmanuel
B737. The a320 was a floater, hence the later exit.
Though I did notice in the b737, you were descending quickly at the 50ft callout, but recovered nicely and planted just past the aiming point.
Going by the comments posted here, this video has struck a positive cord with simmers to the method used to slow down aircraft to land. Best practice is to watch this video on repeat while simultaneously taking a flight in the simulator. This major video goes into my library of Emanuele tutorials. Many Thanks Sir! Greetings from Australia.
Thank you so much Mark and indeed it seems like it!
Greetings to Australia!
Excellent tutorial. Exactly what I needed to know. Thank you so much sir! Both landings are light years better than mine. I’ll take either one.
Great tutorial how to manage the energy on the approach. Now, virtual residents in the MSFS-world can enjoy low noise aircrafts on final and sleep much better ;-)
@737NG Driver Excellent tutorial. I normally tried to slow down at 20 nm so I could step down to the FAF from the IAF. However, I see that you suggest capturing the ILS from the IAF, typically at 3000 ft AGL. It makes sense the procedure about keeping high energy on the approach to reduce noise and fuel consumption, so I like your approach better as it seems more realistic in these days and times. I thought your A320 landing was a little better than the B737 landing, but both were excellent. One thing that I'd love for you to help us with, is which is the best technique to land both aircrafts once the A/P is disconnected. From other tutorial videos, I've learned that for the Fenix A320, it stays at slight nose up attitude until between 50 to 30 knots, and then goes nose down, so the strategy is to start the flare at 30 ft, but just holding the joystick to arrest the descent and hold a slightly up landing attitude, then retard the throttles. For the B737 I just do as it feels right, but normally I wing it. It would be great if you could do a tutorial about it. You could use the landings in this video, but just add some verbal guidance on what your inputs during landing are for both aircraft. Thanks.
737 landing for sure. Smooth, prompt and good exit
This is a fantastic how to for taking the guesswork out of getting on profile!
Amazed how rhythmic the pitch axis oscillates in the A320. Almost as consistent as breathing in and out....
I’m wondering if you are a member of pmdgs tech team🙃
Maybe I'm a member of Techs PMDG team 😇
Another beautiful tutorial Emanuel. You better be careful, you might eventually make pilots out of us ;)
Wondering if you could teach us how to figure out intersectional take off distances
Great video, learned something definitely. Being at 250kts at 15DME freaks me out!! 🙂
In simple terms how do I know what flaps setting to use for landing
For some reason i Dont have those 10 mile rings on my ND display
Thanks Capt Emanuel for another very informative video - you have a natural ability to teach - really enjoy your presentation style - always learning something new from a real professional - now, to put what I have learned from this video into practice :)
I was waiting this kind of tutorial about expend flaps for landing. Its a gift to have it for both 737 and 320.
Thanks again from CYUL !
There should be a better title...
NOT "When to SLOW DOWN and EXTEND FLAPS B737&A320 (and small landing competition) I Real Airline Pilot,"
YES "Where to SLOW DOWN and EXTEND FLAPS B737&A320 (and small landing competition) I Real Airline Pilot"
Where?
- 10 miles from airport...
When?
Airport at third o clock????? :):):):):):):):):)
Thx as always for a very informative video. I love see more a320 videos as I’m trying to learn this along with the 737NG. Although I’ve mostly flown Boeing aircraft in fsims.
Thank you for this! For as long as I've been into FS, I learn something new every day. This worked perfect.
737 was the better landing because you should be 50ft when over the threshold (zebra crossing :) ), right?
How do you draw the 10 mile radials on the ND?
Hello sir! Thank you for your awesomely detailed professional flight simulation videos!
I won't judge which one was better, as both where within the touchdown zone, both were centered and both were smooth, meaning both were 100% good landings. The rest ist just nitpicking :D
Interesting video, thanks for that. I mostly fly Airbus, and I always found it much easier to determine, when to take out the flaps with only four positions. With the 737 having NINE in total (also similar on the 747 and 777 I had in P3D), and some of them are just more or less skipped, I always thought it to be a bit harder to set the correct setting for a certain phase of the approach, even with the flap-markers on the speed dial. Probably I was mostly a bit too early with the flaps, but better that way, than too late and not being able to slow the airplane down on the glide.
Besides, even with Airbus, I rarely use managed speed for the approach. Apart from having often speed constraints by ATC anyway, I found it much easier to give the desired speed to the aircraft instead of letting it manage it by itself, despite this being seemingly more economical. I prefer to have the full control on the approach and not having the aircraft decelerate just by me controlling the flaps. I usually go to manual speed somewhere between 10.000 and 5.000ft and activate the approach mode. Only once I go to final approach speed and set the landing configuration flaps, I put the aircraft back in managed speed, as it goes right to final app speed.
But as I'm no real pilot, I am not sure, which procedures are more realistic (or maybe both are, depending on airline procedures).
Great video, Could you explain where you got the flaps speeds from, I noticed you were able to put them into the MCP without looking at the PFD, so where did you get those from to input them?
V/REF - V= SPEED; REF = REFERENCE (REFERENCE SPEED)
REF
30/145
FLAPS/
At 210 KNOTS the flaps (FLAPS 1) should be UP 3:07 for example...
Cute holding pattern...
Holdings are cute... :):)
Please explain how to get the green dotted circles that show 15, 10, and 5 miles out from runway. Thank you.
Legendary DECEL ""waypoint"" in the FMS...???????? :):):):):):):):)
One question about the flap 40 landing, so as I understood you go gear down, flap 15 as you would for a flap 30 landing, and after that flaps 25 and flaps 40? Or is it gear down, flaps 25 instantly?
I know it's an old video, but how do you add the 10NM ring in the 320? I know how in the 737, but not the 320
When you disengage the AP I notice that the warning buzzer buzzes three times and goes out. When I do it, the buzzer stays on until I click on the warning light. I am doing something wrong?
wow. really informative! I tried it with FS2Crew SOP 1 and 2 lol. very tight!
737 was a better landing for a pilot. A320 was a better landing for a passenger.
more float on the runway in the airbus but definitely smoother. Maybe more efficient in the 737.
My pick is the Boeing landing. The touchdown was not as smooth as the Airbus one, but on the Airbus you floated.
Hiya - Great videos. Could you do a similar video but this time descend via a CDA and apply the same approach principles, showing how tricky it is to "go down and slow down"? This is a principle we use in all London airports and it would be good to see how our speed restrictions and vectoring can interfere with the ideas used in this video.
Landings: A310 was smoother, 737 was more accurate
The Airbus model is too floaty I believe they have fixed it now?
Another useful video, thank you. I always slow down much earlier, I will try to put this information into practice. The Boeing landing was better, by the way. Both were very smooth but the Airbus floated a little.
100% the 737 you landed right on the aiming point. Was a dream
Boeing gross landing, Airbus net performance landing
Those are very hard to judge, they're both excellent landings
I also have a hard time landing the airbus smooth because of the nose pitching down when I disconnect the autopilot and I lose the glide path because I tend to pull to flare and make out for the nose dropping down
Yeah, that's something I struggle with as well. In the full flight sim the Airbus is much easier to fly and land properly.
I have to say I love your videos, for me who not only want to learn how to setup and fly the 737 and other planes, but also want to understand(not only know) why we do the things that we do, and why and when we shut off switches/ systems and understand what the effect is and what the consequence would be if we didn’t do this and that. Your videos gives such in depth tutorial on the planes you cover while also giving us knowledge, thank you so much for that🫡 The fact you are a real airline pilot makes it 10 times more interesting to watch and that you share your company’s procedure and protocols. I have one question, how do you circle around a waypoint? I see in the star briefing given by navigraph that it has often a path leading into a spiral where it normally say “do not proceed without atc clearance” but how do I cancel the autopilot to continue with the given route and make the plane circle? Thank you in advance
Hi, first of all: Thank you very much for your kind words!
Normally if you load a procedure from the database it will have some sort of "protection" against just flying to the next waypoint at a part where a proceudre is "interrupted", for example a VECTOR leg where you are supposed to continue on a certain heading, etc.
If you just want to stop at a waypoint and go in circles (note that this is not official procedure anywhere!) you could enter a holding with a 0NM leg. Then it would literally fly circles over that waypoint.
The Airbus seems to be the better one! 😀 But the Boeing IS actually better and I can relate to the same reasons you put forth! Thx again!
Absolutely!
I be happy if any of my landings were as good as either let’s call it draw 😊
You'll get there!
I'm glad that I'm not alone in saying the Fenix is not optimized during the flare. I either crash or float
Yep, it's either of the two. Just can't make a good landing in it.
How do you get the 737 to call out minimums??
Learn so much from you. Thank you!
Thanks so much for the incredibly well thought out and explained videos. Very much appreciated!🙏
Thank you so much Paul, I'm glad you like them!
A good landing is the landing where you land safe!
great video! can I ask you for another type of tutorial about what to do when we end up too high for example 4-5000 feet above profile following a shortcut from atc?
Hi, I've got one of this kind already, try the search function on the channel.
Okay noticed, I put flaps out waaaayyyyy too early
I love doing 250 KIAS till 10 miles out
While landing and this might a misconception on my part, but when flaring out I try to get the VS indicator as close to the 0 terminator as possible. So without being a professional on the matter, and no flying experience other than msfs I'd say the Airbus landing was better. But that's just based on how I like my landings, which can be kinda floaty. 🤣
VSIs are useless for precise flying, even the improved versions on modern jets still lack behind (yeah... let Boeing call it IVSI... "instant". Not).
On the B737, during the flare (20ft) you not go to full idle until touchdown, correct? If yes, its the same to A320?
In the 737 you reduce thrust to IDLE slowly so that the lever reaches IDLE by touchdown. In the 320 you just set it to IDLE once it calls you a retard.
Do I hit the APPR For the Glide slop capture when the magenta Diamond first comes into view on PFD OR when it is in the center of PFD?
You hit it when cleared for the ILS and correct indications are received.
In the 737, what config do you fly when asked to fly 160kt to 4DME (I ask as an air traffic controller, as this is the standard speed in the UK)
At most payloads in the -800 the Flap 5 manouvering speed will be somewhere around 165kt, that's what we'll mostly fly then.
If you would go down to 160kt we'd have to go gear down flaps 15, which wasts a LOT of fuel.
Only when we see someone's right in front of us at close distance we'd actually reduce to 160 in that situation, otherwise if the flap 5 manouvering speed is close to the 160 (as said, mostly around 165) we'll go for that to conserve fuel.
At Stansted they usually ask for 165kt until 4DME, but no surprise seeing that Jet2 and Ryanair are primary 737 operators in the UK.
Great Video. In the 737, I usually set a 15nm and 10nm fix ring and extend flaps 1 and 5, respectively. That gives me enough time to drop gear and flaps 15 on glide slope alive, then full flaps on intercept. Haven’t quite mastered the speed management yet, lol.
Keep practicing, you'll get there!
@@A330Driver thanks to you i always set a 10nm and 4nm fix ring. I usually am at 190kt flaps 5 at 10 miles and make sure im gear down with full flaps by the time I hit 4nm ring for fully established approach. AP off at 1000AGL
140 knots 15 miles from the runway? That's me! 😁 (well not anymore after watching this video)
😂
Both Landings were great!
This video was outstanding! I just got the Toliss A319 and 340, and flaps scheduling isn't really covered anywhere. I really appreciate your CONDITION->SETTING format i.e. @GS Intercept -> Do this. Awesome and super helpful. Can't wait to try it out on the A319!
Can you do a video on vref and vfly please?
This is good. Been doing it wrong, now I have a good guide I can follow:
15 DME = Managed speed, drop to green dot speed
10 DME = F1. Maintain until GS intrcpt
2000 AGL = F2 then at F2 extended, GEAR DOWN
F+10 speed = F3, FULL
Thats breaking it down into basics, hopefully have it right now. Thanks!
why are the 737 approach speeds so insanely high compared to a320 speeds?
Because the 737NG is a development from the predecessors. The original 737 was much smaller and since they needed to maintain commonality the plane got streched and redesigned to the limits of what the airframe could take. Sure, they put redesigned wings under it, but it's not a perfect design.
The A320 on the other hands side is a fresh development. They created it from scratch. Thus aerodynamically it's a much better construction.
However when you stretch it (aka A321) it also gets issues with its wing and starts with higher approach speeds. Can't wait to fly the A321 again in the sim, get it out please, Fenix!
Excellent and well articulated video!
I would like to add something - it’s not exactly relevant, more of interest.
Unlike in the Boeing, selecting Flap1 in the airbus does not actually deploy the trailing edge flaps on approach. Only the slats will deploy. Selecting flap 2 will cause the ‘first’ stage of trailing edge flaps to pop out, hence the sudden burst of deceleration.
I’m aware this is due to the flap logic in the airbus, but I can’t for the life of me remember why Airbus designed it this way.
Those who are super observant would’ve spotted this in the video but it’s fascinating either way!
Flap full in the A320 is more comparable to flap 30 in the 737 than flap 3.
Flap 3 is rarely used,except in strong crosswinds or if required by an abnormal procedure.
I knew about the 1000' for every 3nm but knew nothing about the rest of the schedule, thanks Emanuel
Is there gonna be max 8 max 9 on MFS2020 and 787 9 a220 757 i know a380 is coming but i don't know max 757 a220 787 9
Now i know why i'm mostly the slowest guy in the que ... Your explenation is easy to uderstand and to remeber, It will improve my aproach Phase a lot ... Thank your for sharing your knowledge and looking forward for next tips and tricks 😀👍
Amazing video ❤
Y'all floated the A320 a bit... hands down the 737 planted nicely and taxied off promptly.
My old PMDG73 (fsx) document tutorial2 has excellent advanced advice on route mods available on the fmc. The msfs doc. is not so forthcoming.
Thank you!
In order to compensate the drag resulting from full flaps stage (at +-5NM), do you increase the engine power ?
Not sure if you mentioned but obviously this is all fine if the glide slope or decent path is 3 degrees. Anything steeper like LOWI you want flaps 2 as flaps 1 setting only deploys slats, not flaps in the Airbus
Thanks!
Hey Emanuel, ich sehe dass du schon weit vor dem FAF auf der FAF Höhe bist (3000ft). Mein Problem ist, dass wenn ich meine Route mit STAR und Approach ins FMC programiere, dieses meistens so geplant ist, dass man gerado so hinkommt. Meistens mit Wind und Wetter oder falls mal man irgendwo ein Direct bekommt ist man schon viel zu Hoch und weis nicht wohin mit der Energie. Gibt es da irgendein Vorgehen/Procedure wie man sich auf Abkürzung usw. vorbereiten kann? Wann sollte man schon FAF Höhe sein? Wie erreiche ich das? Per FMC oder LVL Change und selber rechnen? Würde mich sehr über ein Insight freuen! Du machst wirklich super Content! Beste Grüße
Ergänzung: Hatte das Problem kürzlich beim Anflug auf EDDB 25L mit KLF 25L STAR. Da gibt es keine Max. Altitude Begrenzung und daher lässt VNAV keinen Meter Spielraum.
PS: Habs nicht auf Englisch geschrieben, weil faul und schneller, sry ;)
Hi Torrance,
normalerweise würde man einen CDA fliegen, da müsste man dann die Höhe noch mit einbeziehen. Das braucht aber Erfahrung mit dem Flugzeugtyp und um diese Erfahrung und Einschätzung gewinnen zu können ist es ganz gut erstmal mit einfachen Faustformeln anzufangen, wie ich sie in diesem Video demonstriert habe. Im Type Rating machen wir das ähnlich wie hier gezeigt.
Und auf der Linie dann erstmal mit VNAV runter um zu sehen wie der Flieger es gerne hätte.
Ich meine ich hätte die Vorbereitung auf Abkürzungen in einem anderen Video bereits erklärt, ich habe ja ein paar Videos zum Thema "High Energy Approach Prevention" gemacht. Bin grade leider am Handy online und kann nicht nachschauen. Sorry.
Some really great channels on UA-cam, but I have gained more useable knowledge from this channel than anywhere else. So beneficial in having a better understanding of the aircraft, and aviation dynamics.
You're still teaching people with this one year old videos
Thank you Emanuel
As always, very nice done. First Video I found with such a Step by Step explanation on how to set the Landing Flaps. Keep up the good work with your Videos.
I think the 737 was the best. You were a 20 feet extra I suspect above the threshold for the airbus and it took you longer to touch down during the flare. Once again, thanks for such tutorial. This is very helpful.
Excellent video, thank you!
Both landings outstanding but if I need to choose one over the other I would say this:
From a pilot's pov I prefer the Boeing (firm and positive touch down)
From a passenger seat I'd rather be on the Airbus (very smooth but very close to a float)
The best landing was the Boeing one,because was in the touch down zone,while the Airbus one was a little bit a far touch down.
Captain how can I set those 2 green rings around the arrival airport? The 10 and 5 miles markers!!
Use the FIX page. I've explained it in my descent preparation tutorial for the 737.
@737NG Driver thank you Captain
You did a great job with airbus even with flaps 3 which is not a very comfortable configuration for airbus pilots.
Very helpful video. Wish I could remember all of these rules of thumb!! Airbus landing seemed smoother to me. Thanks!
A320 seems to float longer than B738 before touch down. true?
It took me awhile to just go back to my roots and manage the descent and speed myself in the 737. I tried using the vnav and as you say, it was not exactly where you want it to be on an approach.
G-Force or FPM to test the landings?
They're proportional to one another, thus there'll be no difference in rating the landings based on either ;-)
Ty for making this video I remember a few videos again if you would make a video of this process
I can't judge which landing was better. and the technique you elaborate is wordless
This has always been my biggest issue! When to use what, how to slow down, when to decel and so on... You cleared that up for me! Thank you.
I love these types of short videos to make my sim flying more realistic. I've gone from inputting basic information in the FMC to doing a lot of the optional things like forecasting and creating the rings from the airport.
I am starting to work on my landings, and liked the video about which auto-brake to use. I have been curious about when to use full flaps vs 3 cfg/30, and if reverses should always be used if the runway is dry.
For anyone that wants to really learn how to fly these aircraft in the sim, as opposed to just play around, this is one of the absolute best channels. So much great info
Thanks!
You're welcome Sergio!
So if I fly t 6000 ft. From kdtw to kden, is that a slow descent? Lol
Its the boeing because on the airbus you touched down a littel to late, both landing seemed smooth.
Is it required to disconnect the auto throttle at the same time as the AP or can you leave the AT on until just prior to touchdown incase of need to TOGA?
Interessantes Video. Für meinen Geschmack machst Du ein bisschen zuviel mit "thiii". Kann mann auch mal "the" einstreuen. Aber egal
wonderful video! Thank you very much!
Great video. One to be saved in my A320 tutorials.
Hello, I've been getting into a lot of Japanese airports lately, and I've noticed that a lot of them have curved RNAV approaches. I usually have a hard time managing in the 737 because unlike the A320, it doesn't have an APP NAV mode or an FPA selector. Though the FAC/GP is an equivalent of APP NAV, I'm not quite sure how it works or when it kicks in; I found that at the FAF when the curve starts, the G/P mode doesn't come on, so I set my altitude to 1000ft (from 3000), wait for it to kick in, then set GA altitude once it does. On the A320 whenever I find that the G/P might be wrong, I usually set the FPA to -3.0 or whatever is specified on the chart
I'd usually leave the automations as long as possible to reduce the workload while doing checklists until I'm comfortable enough to fly manually so some insight on this would be nice, as well as when to slow down for curved approaches, though I'm guessing in principle is the same.
IAN (FAC/GP) tries to mimik an ILS approach and is only usable for straight in approaches. Anything curved and you have to use LNAV/VNAV.
IAN is only installed on a very small minority of 737s any way. Except for Delta I don't know any airline that has it. LNAV/VNAV is what's used for RNAV approaches in the vast majority of operators.
How do you draw the rings around the airport threshold in the A320?
Use the FIX page, just like in the 737.
Any chance of more help. I have no problem with the 737 - but with the A320 I found the fix info for the departure runway (EGKK) entered RW08R and got 'not in database'. Could not find fix info page for arrival airport EGPH
you read my mind with this video. always wondered about this one