Efficient Descent | What New Pilots Struggle With
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- Опубліковано 27 сер 2024
- Descent Planning and Energy Management are two areas which are difficult to master and take the longest for new pilots to learn. This video will help you understand how pilots save fuel with proper descent planning, what do pilots do when everything doesn’t go as planned and finally what is energy management and how we use it.
- Наука та технологія
![Lp. Сердце Вселенной #1 НАЧАЛО ПУТЕШЕСТВИЯ [Новый сезон] • Майнкрафт](http://i.ytimg.com/vi/380Q7gLWGvk/mqdefault.jpg)
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- Petr
The 737 Handbook Thank you for the videos; Reaaally clear and nicely done. Helps me a lot personally, in training/TR for the 737
Hello UA-cam community, with this comment I would like to share my personal opinion about the gentleman who produces these amazing videos. I had the honor of sharing cockpit with Petr as First Officer, on his first flight as Captain on our beloved 737 from FCO to TFS. During the day, I took my iPad to share with him a new purchase I made on a new mind blowing 737 interactive book few days back, it was at that time when I opened the book and I realised that he was the author! So humble that he didn’t even mention it. As you can imagine as captain he was the perfect example of professionalism and perfection. I wish you a big success on this new platform Petr, your videos are as good as your book, keep it up!. See you soon Cap.
Hi Sergio! I don’t know what to say😊 Thank you very much for such a nice comment! I will do my best to keep creating new and interesting content! Stay safe😊 -Petr
I used to fly the A320, I was very good at the 3 times table. Now I fly the 777, I had to learn the 3.5 times table 😂. Very well explained video about how we anticipate, monitor and review our descent plan. I would love to see the same video from the perspective of an approach controller.
Good vid - I think it would be worth mentioning that with thrust and weight fixed, total drag is only a function of airspeed. Have a look at a total drag curve and what happens if you decelerate from 250 to 210 KIAS, or accelerate from 280 to 320. The understanding of this speed/drag relationship is the key in idle descents!
Thank you for the suggestion!:) I thought that I did just that in the section about Energy Management. I think that I will expand on this topic in the future
Great video! Very clear, concise and informative. Please keep them coming!
Will do!:)
I really like these, adds another dimension
Thank you Petr! Good job!! Keep rolling ))
Will do!:) Monday I will start on a new one
I usually select FD point on Prog page of Airbus. And consider this point (which is normally 3000ft above field elevation) as a touchdown point. Now 3000 ft is 9NM and 9NM caters for 90kts.. (which is usually difference between Econ n GD speed).... it automatically caters for deceleration from Econ to Green dot while direct distance to FD is useful in calculating vert profile.
Additionally you are ready just in case if ATC cuts you short. This is true with STAR having zig zag downwind, which creates false image of excess track miles resulting in unrealistic profile predictions by FMGS.
Also situational awareness of traffic, and ATC providing any directs, altitude/speed restrictions to be followed not followed all these factors are key in determining the overall scenario. Like in very busy environment going Vs becomes imminent as you really don't want to level off too early Nd drag aircraft in level.....
Very informative video! Well done!
Thanks for your videos! There are amazing ! I learned a lot
The NG is a great glider but the MAX is a whole different story. It just want to glide forever. Always build yourself a small buffer in terms of track miles and don't be afraid to use speedbrake or gear. Better this way than going around. But this will come with experience and good CRM.
Thank you so much! Learned a lot! Keep up the brilliant work!
Awesome! Keep it up!
Hi! Love the video! Do you have any reference available about the claim of extra fuel burn due to late TOD? Cheers! See you on TCAS ;)
Thanks Petr, great videos Marco ex Norwegian not by choice!
Hi Marco😊! Thanks a lot! Same position here, that’s why I keep myself busy with these, hopefully someone will find it helpful/interesting:). Stay safe and see you soon, hopefully in the flight deck ✈️
I've heard that the 737 is a tough plane to descend. My outmost respects to 737 pilots who do this everyday for multiple sectors.
most of the jet aircrafts are
Are you suggesting that 10nm at cruise lvl burns more fuel than 10nm at much lower alt?
No, 10NM at low level burns more than 10NM at cruise. But, this is not the case here if you compare the two flight paths (10NM too early vs 10NM too late) what I am saying is 10NM at low level burns LESS than 20NM at cruise. That’s the difference, have a look at the flight paths
The 737 Handbook i will have to agree
Thx
How will we decide weather we will be on profile by using speed break only or taking landing gear out will make us reach on profile. Is there any thumbrule for decent in case ,we have to use speed break or extreme cases of using lndg gear.I think what u mention 50% for speed break is for reching from 280kts to 200 kts.not the height vs distance calculation.
Correct that calculation is for level deceleration. What you can use is the green altitude range arc to see what effect the speedbrake has. If anyone knows of any other calculations 👇😊