A320 Descent Management - VVDN, too high on energy
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- Опубліковано 15 гру 2021
- Too high on energy on arrival due to a shortcut.
The A320 Descent Energy Management book is available here:
www.amazon.com/Practical-Desc...
The generic jet version of the Descent Energy book (Jet Aircraft Descent Management) is available here:
www.amazon.com/dp/B0CJRH8YF6/...
The Radio Telephony book is available here:
www.amazon.com/Practical-Airl...
Your videos with real life scenarios help me so much with flying in vietnam. Thanks a lot!
I'm glad you find it useful. Keep up the good work 👍
I think that scenario was excellent for the FO to learn some energy management. You keep the flight within a safe envelope so nothing to worry about. We tend to learn better by “messing” things up. I’m pretty sure that FO will keep an eye on his energy very well from now on.
Yes indeed, that's my training style. They learn much faster like that.
Thanks for the interesting video! From my point of view if it was a check flight for the first officer he would more likely fail the check.) He flew behind the AC most of the time.
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.
Hi skipper. Great videos. Sorry to ask but could you explain your calculation in altitude required for deceleration from say 250kts to green dot? I always used to think in 1nm per 10kts but not in altitude required. Thanks in advance
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
You say the 3x distance method only works within 50nm. I think you had another method for >50nm Do you have a link please. Thank you for answering question btw, that is rare for a captain of a A320 on yt
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.
Hello Captain. Thanks for your awesome clips. As you said to intercept glide slope, we should use V/S to descend. Just a small question, if we use a high rate, at what V/S rate the speed will start increasing? TIA 😅
Good question. The answer is that it depends on your speed. When near green dot speed, the speed will start increasing when you set more than 1000 fpm.
To find out what the VS is for higher speeds, do the following: just select OP DES when the speed doesn't change, then observe the VS you get. That VS will be the maximum VS you can set without the speed increasing if you are in V/S mode.
20nm x 3 = 6000ft, 250kts -2000ft = 4000ft. Where did you get the extra 1500ft from? You said 5500ft?
It's 25 nm in that example, not 20 nm. So the 1500 ft extra comes from the 5 nm extra.
Hi, I’ve followed your videos. May I ask how do you calculate when you still got 25 miles and fly 250 knots , you know you should be 2000 ft low? Many thanks 🎉
For 5 nm steps, add 1500 ft. First calculate 20 nm = 6000 ft. Then 2000 ft to slow down (for 250 kts), so 4000 ft. Then add 1500 ft for the 5 nm, so at 25 nm with 250 kts, you should be at 5500 ft.