No, because you have to switch both Flight Directors off, so there is no point in arming the approach. There is a small section in the presentation where I talk about the reason why both flight directors have to be switched off.
Hello sir, thank you for the explanation, it is so helpful. I will be having an airline interview next month that I need to do a sim eval in an a320 sim, but the problem is i never flew a turbofan before, and i was told i need to perform a raw data ils approach with strong wind, what do you recommend me to do at this time. Would it be ok if i follow your way of flting in the video Thank you once again
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.
Amazing, I was looking for a raw data for the 737, I found this for A320 but your covered many things to be used with any aircraft. Great explanation and you went to the point! Awesome! Same presentation about how to performing in a sim interview will be fantastic. Thank you
Thx: concise, comprehensive. I used X-PLane with pedals and flight multipanel and I would say its helpfull to mantain handflight (rowdata, visual) + operational skills. Additionaly, I can do things that usualy not allowed in company. That is an adventage.
Hello, Tjeerd! I’d really like to purchase your book about descent energy management, but unfortunately I’m from a country which is not allowed on Amazon. Are there any other ways to buy that book? If necessary, I could pay in crypto.
Which is that? You can only buy my book via the Amazon website, not via the Kindle app. Once you buy the book on the Amazon website and sync your Kindle app, my book will appear in your library.
Maybe if possible you could help from the below? I'm at 140 knots following 354° inbound (CGS VOR). From my heading 354° to join 43°inbound RWY 04L at LFMN. I need a right turn of 49°. If I calculate my time for turning, would be speed/3° standard turn = 140knots/3=16.3 seconds. Then my bank angle is (140/10)+7= 21°. From these assumptions and the fact that I cannot turn before 5 NM from VOR, how do I know then when to turn? If I use the other formula IAS (approx to GS as close to RWY) squared / 10 , I get a radius of (140/60)2/10= 0.9 NM. But this assumes a standard bank angle of 25-30° right? Then in first assumption, my bank angle should be 21°. I'm confused there. If I use a third formula, 1% of GS, I get a radius of 0.7 NM (1.4/2) correct? Should I calculate the circumference of the circle and start turning from that circumference? It would be great if you could help me understand this!
Dear Captain thanks for the video. Can you explain the proper technique to fly a ILS with FD on? I’m having some issue in my LT in the last part of the approach and the flare technique. I’ve been told to follow FD until 50ft but I don’t now why lately I’ve experiencing late flare. Specifically, when the red chevron on PFD shows up and the FD indication moves fast and with large amplitude downwards. I’m presently flying A320 and A321. Could help? Kind regards🙏
Flare technique is a controversial subject. Even instructors don't agree. But I'll tell you what I teach. Take the AP off from 1000 ft, provided you are visual. Follow the FD very accurately down to 100 ft. Every now and again look outside and note the position of the aiming point in the windscreen. Remember the average position. Then at 100 ft only look outside and keep the aiming point in the same position in the windscreen. Be assertive and notice the plane getting high or low and fix it. Never look inside below 100 ft. Do not look at the FD, GS, or VS below 100 ft. Only look outside. The flare height depends solely on the vertical speed. The touch down is affected by the VS, how high you flare, how long you flare (time), how much you flare (side stick deflection), and if you modify the side stick input during the flare. Also, always close the thrust at 30 ft, not earlier and not later. Be assertive. Use as much or little side stick input as required. Whatever it takes. Sometimes no flare is required if you have an updraft over the runway. You have to feel the force, like Luke. It all happens too fast to think about it. Get a feeling for it, like driving a car.
If you want to be actual RAW DATA, turn off FPV.
Thank you.
Thank you very much
Very helpful video
T
Bạn b
Hi, do we Arm the approach for ILS Raw Data in A320?
No, because you have to switch both Flight Directors off, so there is no point in arming the approach. There is a small section in the presentation where I talk about the reason why both flight directors have to be switched off.
Nice capt, vietnamese ??🎉
Not Vietnamese, but in Vietnam.
Hello sir, thank you for the explanation, it is so helpful. I will be having an airline interview next month that I need to do a sim eval in an a320 sim, but the problem is i never flew a turbofan before, and i was told i need to perform a raw data ils approach with strong wind, what do you recommend me to do at this time.
Would it be ok if i follow your way of flting in the video
Thank you once again
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.
Amazing, I was looking for a raw data for the 737, I found this for A320 but your covered many things to be used with any aircraft. Great explanation and you went to the point! Awesome! Same presentation about how to performing in a sim interview will be fantastic. Thank you
Very informative, helps a lot!
Are you staying Vietnam ?? Captain
Yes indeed
amazing captain
Excellent Presentation,Superb tips
Thank you, glad you like it.
Awesome video. Thank you.
Thx: concise, comprehensive.
I used X-PLane with pedals and flight multipanel and I would say its helpfull to mantain handflight (rowdata, visual) + operational skills.
Additionaly, I can do things that usualy not allowed in company. That is an adventage.
Xplane is king. Great for energy management.
Wow 🎉 best explanation ever …… for row data , 22 years flying the A320 ,thank you. !!!
Glad you find it useful 😊
thanks for the tips cap
Hello, Tjeerd! I’d really like to purchase your book about descent energy management, but unfortunately I’m from a country which is not allowed on Amazon. Are there any other ways to buy that book? If necessary, I could pay in crypto.
Which is that? You can only buy my book via the Amazon website, not via the Kindle app. Once you buy the book on the Amazon website and sync your Kindle app, my book will appear in your library.
Maybe if possible you could help from the below?
I'm at 140 knots following 354° inbound (CGS VOR).
From my heading 354° to join 43°inbound RWY 04L at LFMN. I need a right turn of 49°.
If I calculate my time for turning, would be speed/3° standard turn = 140knots/3=16.3 seconds.
Then my bank angle is (140/10)+7= 21°.
From these assumptions and the fact that I cannot turn before 5 NM from VOR, how do I know then when to turn?
If I use the other formula IAS (approx to GS as close to RWY) squared / 10 , I get a radius of (140/60)2/10= 0.9 NM.
But this assumes a standard bank angle of 25-30° right?
Then in first assumption, my bank angle should be 21°. I'm confused there.
If I use a third formula, 1% of GS, I get a radius of 0.7 NM (1.4/2) correct?
Should I calculate the circumference of the circle and start turning from that circumference?
It would be great if you could help me understand this!
Hi, I replied at the VOR presentation video.
Dear Captain thanks for the video. Can you explain the proper technique to fly a ILS with FD on? I’m having some issue in my LT in the last part of the approach and the flare technique. I’ve been told to follow FD until 50ft but I don’t now why lately I’ve experiencing late flare. Specifically, when the red chevron on PFD shows up and the FD indication moves fast and with large amplitude downwards. I’m presently flying A320 and A321. Could help? Kind regards🙏
Flare technique is a controversial subject. Even instructors don't agree. But I'll tell you what I teach. Take the AP off from 1000 ft, provided you are visual. Follow the FD very accurately down to 100 ft. Every now and again look outside and note the position of the aiming point in the windscreen. Remember the average position. Then at 100 ft only look outside and keep the aiming point in the same position in the windscreen. Be assertive and notice the plane getting high or low and fix it. Never look inside below 100 ft. Do not look at the FD, GS, or VS below 100 ft. Only look outside.
The flare height depends solely on the vertical speed. The touch down is affected by the VS, how high you flare, how long you flare (time), how much you flare (side stick deflection), and if you modify the side stick input during the flare. Also, always close the thrust at 30 ft, not earlier and not later.
Be assertive. Use as much or little side stick input as required. Whatever it takes. Sometimes no flare is required if you have an updraft over the runway.
You have to feel the force, like Luke. It all happens too fast to think about it. Get a feeling for it, like driving a car.