Hot and High - Managing your Energy | Jackson Hole | Airline Pilot explains
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- Опубліковано 5 вер 2024
- In todays video we'll have a look at hot and high conditions approaching Jackson Hole airport in summer.
I'll show you how to manage energy and will give you some background into the hot and high conditions. What's special, why do we even care how warm it is and how high our airport is situated?
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These tutorials are not designed as absolute beginner tutorials. It is expected that the viewer already has basic experience with airliners and knows the basics how to operate an aircraft.
Tools and addons used in this video:
nVidia Shadowplay
My system specs:
Intel i9-9900k@5,2GHz
RTX3080Ti
32GB RAM
Windows 10 Pro
My hardware:
Thrustmaster Boeing Yoke and Throttle
Thrustmaster HOTAS Warthog
Thrustmaster Pendular Pedals - Ігри
I know jets don't like hot weather but watching the performance on a sim with perfect explanation makes all the sense. Fly Safe 👍
That was a great and very well explained video. Tbh it's probably something I never really took into much consideration when I first started simming. But as the quality and realism level has increased over the years it certainly makes it possible to take these factors into account
Glad it was helpful!
@@A330Driver absolutely. Keep up the great work with the channel 👍👍
I liked the advise under 200knt at 10m and minus 10 per mile. Find your tutorials very informative. I have been simming since the 80's and always learn something. Thank you!
Great video, thanks for that explanation. I will for sure try this airport out next time. Its seriously impressive that the sim can simulate the atmospheric conditions and the effects on the aircraft so close to real life that you can produce a tutorial like this.
Indeed, it's quite good! But there's more to be added still ;-)
First time I've seen somebody call out the actual IAS/TAS spread. Good way to illustrate just how big a difference it makes; momentum = mass x velocity, and every extra knot is 65 tons of extra momentum! (I think that's what you said your landing weight was...)
Yep, that's exactly what it is!
this one really impress me. thank you!
Been to Jackson hole a few times with good old FS9 PMDG -800. Good times, we did a world tour that went there my pals and I. Plenty nice places in that region.
Few years back I based my PMDG simops in Kabul in an -800 and did more than 100 flights in and out of there in all seasons. close to 6000 ft elevation, can get 30-40 C temperatures. IAF places one at 14000 ft if i recall well and then down you go, slope is 3.50 degs and it's slippery :) . After first time going there, i sure as hell made sure i was 180 KIAS @ 14000... was ton of fun. If windy and it did get windy a few times, will force F30 approaches with 190 kts GS over the fence... i thoroughly enjoyed flying into that blasted place... I'm basing this new PMDG -700 in Toluca, Mexico, at 8000+ ft ever since it got out ... and i can't wait for -800 to make it happen again.
Excellent theory and excellent video. I don't often fly into higher elevation airports, but this explains some of the troubles I've had when doing so. Nicely done!
You don't even have to go into airports with such a high elevation as this one. Even at 2000ft elevation (Madrid, Innsbruck, etc.) you'll already notice the effect and that the aircraft will slow down quite a bit worse once you're established on the GS.
I've chosen an airport particularly high to showcast the effect more obviously, but you will definitely notice it at lower airports as well.
Very informative video regarding high temp landing and approach. Please consider a similar video regarding Take-off, V speeds and energy management for a rejected take-off scenario in similar wx conditions. Thank you!
3 deg G/S stays the same no matter what the conditions are. So the actual glide slope is still at the same angle. Unless they adjust the glide slope antenna.
But of course the FAF altitude is not going to match the actual glide slope intercept altitude anymore and your ground speed is higher so you'll need a larger descent rate.
The angle against the ground stays the same, against the air it changes.
From Spain, good video SR. Im flying the Fenix now but now i know a good chanel for learn about the 737 . Thanks for your tutorial
This particular video applies equally to all aircraft, the Fenix and any other airplane will suffer from the same problem in hot and high conditions.
Even though the Fenix slows down much better than the real Airbus would, so managing your energy will be easier in it.
Thanks!
Thank you so much for your support!
Great and professionell content as always. Maybe you can make a video about the different speeds, IAS, TAS etc. And how they relate to each other.
Maybe, I'll keep it in mind!
Really interesting video idea: compare Pmdg figures to your Boeing OPT
They're quite similar indeed, we did that a lot during betatesting.
@@A330Driver please do it publicly. Don't tell me Randazzo will get upset
Awesome explaination. I am struggling with energy mgnt in the 737 and am now wondering if it's because I've been flying in 90 degree plus temps on my training runs from Madison,WI to Chicago Midway. I'm always high and fast. I know have more knowledge on how temps affect TAS. I also liked that you explained the use of holding flaps at 30 Incase of a GA. Thanks again for sharing and taking the time to create this video.
Surely the temperatures will play a role. You can enter the ISA DEV on the DESCEND FORECAST page, that should help the plane manage it a bit in extreme conditions.
However, if it is deviating, the most important thing is to keep on track and correct if necessary. The earlier you recognize the deviation, the easier it will be to correct it.
XPlane has exceptional physics. I tried an overloaded ng into sucre. Was terrifying
Uh, no. Xplane has terrible physics.
@@dfg-rg3pd you're a real pilot?
@@dfg-rg3pd bruh xplane has the best instrument flying and flight model on the amateur sim market.
Indeed, X-Planes physics are very good. I can only imagine it must have been a very interesting approach!
@@A330Driver yes iirc thrust was gross weight plus 10 or something insane like that. Horrible.
Great explanation. I have a question about headwind in this type of scenario, lets say 20kt. Our VAPP correction should be ref+10 kt AFAIK. Do we disregard it hot+high situation as we are high on energy already or how does it look exactly?
You should do Addis Ababa HAAB, around almost 8000ft easily reaching 40 degrees in the summer
Sounds interesting, it'll have a look!
Great video, thank you for sharing. I am new to your channel, so I don't know if you have done this yet, but can you do video of flying into and out of Innsbruck Airport?
I've done an engine failure on takeoff at Innsbruck, including a return to it. Does that count? ;)
@@A330Driver Yes I guess it would. I am guessing that would be your engine failure video which I have not gotten to yet. Thank you
Aouch! -450fpm
Yet another great video! Thank you. What would be the reason for not using Max AutoBrake instead of Autobrake 3 in this instance?
Brake Energy Limilations. You could probably land with ABK MAX without issues, but then you’d be on the ground for an hour or longer to let your brakes cool again.
@@A330Driver Aha! That makes perfect sense. Yet another thing learned. Thank you.
Wonderful! I realise how much more I have to learn
Thanks for the video! Not too familiar with hot and high approaches myself but this is a good thing to keep in mind. KJAC is also beautiful!
Two questions about the 737NG that are unrelated to this video, if you don't mind:
-I noticed the ignition selector switch has an option for "BOTH", is there any time you would use this in real operations? I only ever see left or right ignition being used.
-Do you find anything off with the stopping distance of autobrakes 1 and 2 in the PMDG? I feel like it's far too weak and I have to rely on autobrakes 3 at the very least
The BOTH position is used during engine start in very cold weather and quite a bit in non normal checklists.
The stopping distances are quite good I'd say, we mostly use ABK3 in real life as well. Rough distances are around 1800m for ABK3, 2100 for 2 and 2500 for 1. Of course varying with conditions, etc.
But indeed in real life you mostly end up with ABK3 since 1800m is roundabout what airports design their runway and taxiway layout around as well, enabling high intensity runway operations.
Depending on your landing technique, if you really feel you need much longer distances than this, be sure to put the airplane down on the marker. If you flare it into eternity, like many simmers do (!), you'll unnecessarily increase your landing distance. To achieve the above numbers you are expected to put it down on the marker.
@@A330Driver Thank you for the reply! Just what I needed to know
Nice vid! Might you please share your settings please ?
Thanks! You can find them posted in the community tab on my channel.
@@A330Driver super, thank you cap
Hello. Nice video. I have a question. Does your glide slope angle really change? Since the Glideslope is a beam it does not have an effect on temp. So for example at glideslope intercept point or FAF your plane should be high because of the hot temp giving you higher True altitude meaning your glideslpe will be below you. So for that you have to descend steeper to capture the glideslope but once you are on the glideslope you'll be descending at 3 degrees or what is depicted on the approach plate. Since your TAS is higher than TAS at normal temp your ground speed will be high making you for higher descend rate but that doesn't mean you are descending at higher angle isn't it? Just want to know what your opinion is. Thank you!
The actual angle of the electronic glideslope doesn't change, but the air itself expands when you heat it up, thus causing a steeper descend within the air you're flying.
So the angle against the air changes while the angle against the ground remains the same.
How come airbus can slow down so much faster?
First we have to differentiate: If you compare it to the Fenix A320, the Fenix actually slows down quite a bit too fast when you compare it to the real Airbus. Have a look at the FSL A320 and some other A320 simulations to get a better idea of how good (or not) the A320 will slow down. It's an area where Fenix still needs to improve on!
However it's true that the real Airbus does slow down a bit better than the 737.
Then: The A320 is a different design than the 737, most noticably the Airframe has been designed exactly around the loads and number of passengers to be carried in the airframe. The 737 however has been designed for less than 100 passengers with a much shorter airframe, resulting in lower weights. It's been strechted several times over the course of its life and always been made heavier, had stronger engines added (which also included higher IDLE thrust settings then!) and it's constantly been modified. The MAX indeed does slow down even worse than the NG and continues in this tradition!
So the A320 is just a little more optimized in its design than the 737 is, resulting in better slowing capabilities.
But keep in mind, the difference is actually by far not as great as it is in the sim when comparing the PMDG and the Fenix.
What Airline do you fly for?
Ryanair. 😊
Hello, a little bit of topic perhaps, but one question about cruise winds and FMC input.
In my flight plan type I do not have CRZ WIND or something to put into the PERF INI cruise wind field for the whole route.
Only I have AVG W/C; being the average wind component, and this UA-cam (ua-cam.com/video/flpJ_C8SoRY/v-deo.html) @ 9:15 also uses this as cruise wind.
But there is a lot of discussion on this. Do you, or any one have ideas if this can be done in the manner this UA-camr uses AVG W/C as cruise wind for the whole flight?
If not, is it enough if I do the 3 wind layer input on the forecast page, as you have shown in you tutorials? Or do you have to fill out the CRZ WIND on pref ini?
I would be glad with some explanation from you. Or somebody else who knows.
Using the top of climb wind there is a procedure in my airline to optimize the climb speed schedule calculated by the FMC.
If you don't have that data available you can always use the cruise wind. The climb speed might be a bit less optimized but overall it'll do the job as well.
By the way, have you tried to search the navlog of the OFP format you're using to see if the TOC is included as a waypoint there? Normally every format will have a TOC waypoint in the navlog.
And in most cases that entry will also include wind data.
@@A330Driver Thank you very much for your answer. BTW, the point is that I have no CRZ Wind in my KLM flight plan from Simbrief. At least I have not found it. Only AVG W/C is in that KLM format, which some pilot on internet also uses in the UA-cam link in my post. But nonetheless, I will do as you suggest, that is a solution, there is T/C wind available in the FMS. I see a lot of discussion on the internet, some people stating that this is not the average wind for the whole rout etc. But if your airline uses it, it must be good enough for my digital KLM 737 NG! Thanks again for all your work and valuable tutorials, flights, etc., for the flightsim community.
Slapping it down like Ryanair I see
What's the option on a runway like this at such a high approach speed?
MSFS itself didn't help either by the way, just look at how high the glideslope brought me in. Wouldn't have happened in real life, I should have been quite a bit lower, enabling a better flare. But as high as I was... no option but to put it down straight away so that the stopping devices some out and help decellerating. You saw how tight it was at the end of the runway.