I Airbus Professional Series I Episode 4 Descent and Landing
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- Опубліковано 18 бер 2019
- The final video in the professional series. We talk about when to start planning for the approach and arrival, as well as the airbus "Deceleration" point and when to "activate approach phase." This, followed up by a RNAV gps approach. Hope you enjoy!
- Ігри
There is no better tutorial for A320 than yours. Thanks for your time, much appreciated.
Enjoyed this series very much, thank you captain!
Thank you Q8!
Captain V1, after digesting much of the Airbus Professional Series, you brought a life long unrealized dream closer to reality.
Your videos are in line to satisfy my desire to learn. Brings a different perspective to flight simulation, where one learns the where, what and why’s when an action is performed, whether is turning on a switch or moving a lever.
To compliment this further learning, would be to be able to have access to a real airliner cockpit.
Briefly looked at one of the GA tutorials and looking forward to learn the do’s and don’ts.
Thanks again for what you do.
There was so much I was doing wrong thank you so much for these videos
Watched your whole Airbus Pro series. It was really very helpful.
Absolutely stellar tutorials. Thank you so much for your contributions. Cheers!
Tanks for you time very much 👏🏼👏🏼
Thank you for your time. Great Tutorials .!!
Another great video!
I enjoyed that very much. Thank you.
Love all the little details, like turning the timer on after reverse. Keep these coming, they are appreciated for sure.
Superb, Captain! Thank you for your great tutorial. Much appreciate.
The Best Ive seen! " If it dont look good going down, you can always go around!" :-)
Nice video, thanks!
I can confirm that you have different SOPs than with our Airline, but it's always good to learn from a different perspective
For us, we usually climb in TCAS ABOVE, then turn the TCAS mode to BELOW as soon as we arrive in CRZ FL as part of the CRZ flow, unless we are on relatively low CRZ FL. This as the TCAS BELOW scans for trafic ranging from +2700/-9900ft, ABOVE is +9900ft/-2700ft and ALL/THRT is +2700/-2700ft if I recall well.
Excellent - wish my landings were so smooth! Love the detail!
Thanks a ton! Great video! Keep it up!
That was really informative and solid! Thx.
Beautiful. Thank you sir.
Outstanding tutorial series! The best I have ever seen. Please continue even though I don't understand the majority of it, yet.
Many thanks for an excellent tutorial. Learnt quite a bit.
Excellent tutorial. Thank you very much for your expertise and willingness to share it!
very informitive and percise thank you for your effort and sharing your knowlege as a A320 Captain
I am studying for my PPL but I am fascniated with the a320, I have the flight factor too and you really help me to understand some things that I always wondered, thanks
Awesome Series! Thank You for doing this and taking the time out of your day to do so. On a side note, when you said you grew up right over there during approach to KPHX I got the chills. I live in Queen Creek, AZ. Saving and studying everything I can find, using flight sim, manuals, resources etc to hopefully get into flight school. A little late to the game for me but better late than never I hope. :) Thanks Again, Subscribed and Followed. A+
thank you so much! I am very familiar with cave creek ;) Glad you are enjoying the content
Glad I found your streams, and eventually this video series (and this particular video on Descents and energy management. I fly the A319/20 a lot in XP11, and yet I find myself wanting to learn more. Great job with this series!
And, I swear, most of these waypoints have questionable pronunciation... I always thought BNNKR was "bunker". Haha!
Great video ! You explained very well something pretty difficult, i subscribed ;)
This is an awsome video. You should consider to do livestreams, it's easier to do because you don't have to edit. A full flight takes 2 hours it can contain a ton of info. Also you can have ATC with pilotedge.
Thanks for sharing, i ll waiting for the toliss 1 3 1 update test
Great video sir just a quick hint, at DEcel point aircraft speed will slow down to Green dot and not Vapp.
You will slow down to Vapp only with the selection of flaps.
Correct me if I’m wrong but, when you activate app phase A/C drops the speed to green dot , not vapp. We also select tcas BLW as soon as Alt Crz appears on FMA. I really liked your videos:) I’m having my line training in these days so, still learning:) greetings from turkey
you just melted the stick man with hot engines ha only jokeing great video
Your tutorials are AMAZING! Thanks so much for sharing this with us! Just a question, are you a captain or a first officer for your airline? Edit - Almost at 1k subs!
Excellent content! Thanks a lot! Could you explain holdings and go around? Please.
Just, a nice tipp to improve the look of X Plane: use Ortho4XP
Thank you for your work in these tutorials. Could it be possible to do one tutorial for a VOR approach?
I beg for more tutorials like this
On the Toliss A321 I find that on a 7.5 mile final flaps 2 at 200 knots I can drop the gear, roll the speed to Vapp, as it decelerates through 180, flap 3, 165 flap full, you'll be stable on glide path by 1,000 ft with landing speed now selected. Works pretty well with the FF777 as well except instead of 7.5 miles I use 10 miles. Comes out perfect every time! Keep up the good work, anytime I get questions on Airbus problems, watching your work usually answers the question. Could you possibly make a 5 minute video on setting TO trim properly? Ever since the update on the 321 It's been hit or miss a lot of times whether it's set properly. Then one only finds out on the TO roll with the alert. Thanks!
Managed speed in approach phase does not, to my knowledge, slow down to vapp until final config, typically flaps 4/full. It just helps adjust speed following your flaps settings. But starts from green dot speed when no flaps set yet. GD can still be too slow and overriden with selected speed. But important to state that it does “jump” to vapp when passing the D.
Why do you turn off FD (Flight Director) upon landing ?
By the way great presentation. I've learned a lot from this series.
Subscribed already ...
I don't get why you activated the approach phase so early , but love the tutorial I fly the a320 in msfs wanted to get more realism which it has truly done .
That's how his operator does it IRL. That's why. + it gives him more direct control over the speed. I'm sure he'd have kept it out longer if there were multiple speed restrictions or something on the approach.
As always superb.
One point I did not understand fully is why you activated APPR at 10000. Why not follow all the speed restrictions further down with managed and activate it later?
This can vary at every airline, its our procedure to activate at 10k. Did you by chance watch the localizer video I did? You can see here the importance of the "Activate Approach phase" when I pushed for managed speed the aircraft attempted to accelerate to 250kts due to it not being in "approach mode" and when you are low to the ground this engine spool up can really destabilize an approach. I will admit sometimes when feeling lazy and there are multiple speed restrictions I will intentionally leave the aircraft in managed speeds for some time thereafter. However you can get into trouble with this if the STAR ends in a vector and the aircraft flys into the Deceleration point and you begin to slow while every plane around you is maintaining the last assigned speed such as 200 180 etc. By having a standard of 10k activation it simplifies the operation of the aircraft in the terminal environment regardless if you fly into somewhere extremely busy where ATC want you to maintain 180kts to a 5 mile final, or a very rural area with no traffic at all its always going to be the same procedure for the crew, which also leads to our second procedure of 2,000 Above field flaps 2 and 180kts PUSH for managed speed and gear down. Not every airline does that, we do it for maximum efficiency and fuel conservation. I will perhaps throw a short video together explaining all this with examples as I can see it being confusing. Thanks for watching!
@@V1Sim Very interesting procedure, but very efficient too. Especially compared to flying a 737 where I think you would hardly ever switch to fmc managed speed at final approach. Thanks for sharing so much knowledge
Great video, very in formative thank you.
Just would like to clarify something. when approach phase is activated in managed speed does it slows down to green dot speed?
@@sampinnto8132 yes
Awsome video are u a real pilot
When do you stop the timer which you activated when you retracted the gear after take-off?
I think you are on an old version, the ND indicated R25LY but it has been corrected to RNV APP (i believe) a few months ago
yeah very possible, i don't buy any of the updated nav databases I have enough to worry about keeping my real world charts up to date and current lol
Great video as usual. Thanks for doing that.
I have a question. Do you always land the plane using auto thrust mode in real life? If not what are conditions that you decide to use it or not?
A/THR is a real asset, as it incorporates the GD SPEED MIni functions (Search for it on the Net) that takes into account the possible Tail/Head wind variations that may impact our GS during the apparoach. And company SOPs mandate the use of A/THR unless for any failure that prevent its use.
@@JacquesZahar Thanks, I will check that out.
When you activate approach phase, won't the aircraft reduce speed to green dot (flaps up) and not vapp as long as your flaps are up? So in a way, can't you control your speed with your flaps and not necessarily selected speed mode?
Excellent! One question, why not press LS?
Doesn’t display any info for RNV approach.
Is it a standard procedure to land with autothrust ON?
great tutorial. one question, in app phase the managed speed decelerate to clean speed as far as the flaps are up, and not to vapp, right?
Moe Ghaziri Same sentiments, wouldn’t the bus slow down to green dot when approach phase is activated, then slow down only when flaps are set?
You are correct! And I have just confirmed this in the FCOM. Once approach phase is activated the aircraft slows to GD, S, F and then VAPP. I'm sure our friend here will correct himself in due course...
in which video did you do the LOC approach?
Quick question - why not just use a radio altitude of 200 for minimums instead of having to check approach plates for various DA or MDA heights?
Do pilot make open descent/climb to avoid constrain
Scenario. SFO runway 28R. ATIS/TWR reports winds 27018G25. As you input that wind info into the MCDU, is there a rule of thumb when to add an addition cushion to the Vapp speed when gust is involved?? Meaning, I input 270/18 into MCDU and have Vapp as 136 but I shoot the approach at 140 (unless, do I have to shoot the approach as what the Vapp says?). But since the Vapp speed doesn't take into account the gust wind speed (unless I'm mistaken), what do you normally do??
VAPP will vary with the gusts. That’s what it does.
When the MEL of an Airbus aircraft says: "the maximum approach and landing capability is: APPR1, LAND2, LAND3 SINGLE or LAND3 DUAL", what does it mean? Is it the same as saying that you can't perform CAT operations: CAT II, CAT III A, CAT III B?
So much is missed here. No vertical profile check for final, no capability check in the PROG. No alternate (hence all your “extra” gas).
how do you select a fly by i cant see function in xplane
When’s V2 simulations coming?
Hey cool tut, I just have a bunch of points and questions, why activating approach phase at 10K and leaving speed selected? It defeats the point of a managed descent profile. In fact that Deceleration pseudowaypoint is computed to provide a perfect decelerated approach Fully configurated at 1000ft without the need for speed brakes. That’s why we do not alter the cost index in flight and specially in descent, it will ruin TOD predictions and Hence your vertical profile, I’ve never seen that in flight, and my guess it is only done in cruise for fuel purposes. Also, when you were struggling to capture Final App going from DES to OP DES literally did nothing for you. You started that selected deceleration way too early and high, that’s why the aircraft was way above profile. Cool video thanks for sharing, good luck in your real world flights.
Interesting, I don’t know where you fly but you try to slow to Vapp on arrival into John F Kennedy or any popular airport atc is gonna rip you a knew one. Perhaps EU? Every airline operates the airbus differently. That’s the first thing you’ll learn in your airbus career as well as the fact that every airbus pilot thinks they know everything there is to know about the airbus. I may fly 1 approach and arrival a month that is “uninterrupted” by atc vectoring. It’s our standard operating procedure to activate below 10,000 and be actual pilots. Surprising right? But it makes perfect sense when any slight vector from atc or speed reduction/increase will throw off your calculated descent profile. And yes it did make a difference when I went Open descent from DES maybe not in this video but when it doubt go open so it changes the vertical mode of the aircraft to pitch for speed so if you need to use the speed brakes you’ll be in the correct configuration. As far as the cost indexing we change that all the time. You wana get home early ? We bump it up also referred to as Friday power. We wana milk the trip or save fuel? Bump it back. But I appreciate your “feedback” thanks for watching.
@@V1Sim Hey V1, I swear I'm not being a smartass, I just keep watching this alleged real 320 pilots in UA-cam making videos for money, which is fine if you're being entertaining/fun/helpful but not if they're lying to people. I'm just trying to comprehend your tecnical thought process here. I don't know why you keep saying the AC will slow to Vapp, it won't, it will slow to GD and MAINTAIN IT until you select flaps. Your GD here was 215, and your decel pseudowaypoint was perfectly computed at a leveled-off segment before GIPSE for a decelerated approach, which is what they want at say JFK. Anyways my point is, in the approach you were flying here (not vectored), by activating the approach phase at 10K you (your airline) is completely messing up the descent profile, -which is perfectly valid for any pilot- if you make proper vertical calculations, but in this case you did not, that's why you needed speed brakes. NO, going to OP DES, DID NOT made any difference, the aircraft was idling at SPEED mode the whole time because you were ABOVE profile as a result of that untimed selected deceleration. And no, I DO NOT wanna get home early, any sane pilot wants to conserve fuel in cruise, you do not burn your extra or contingency (if you have any) by bumping the CI that much for the sake of getting there earlier.
@@juanleon8749 I want you to open your airbus manual or just skip to 18:14 in this video and READ what the engineers say the aircraft will do when reaching the Deceleration point, in case you dont have a real airbus book around let me quote it for you from the Honeywell R1A FMS Pilot guide " the magenta deceleration point symbol indicates where the aircraft initiates an automatic deceleration to reach Vapp when the approach mode starts" . If ap is engaged to it wont slow all the way to Vapp because its not in the correct configuration to do so but it will get all the way down to at or below green dot. Also it will ignore the remaining speed restrictions on your arrival as well. Flying in the sim is 1 thing flying in a real life environment is another. OPdes didn't make a difference in this video as I STATED in the comment above, but its a technique that will always keep you in the correct configuration if you need to get down; if you are slow, and are in speed mode, but high, what happens if you put the speed-brakes out? the engines will spool up. Hence the reason for selecting the PROPER vertical mode before engage speed brakes. I know some of the flying isnt exactly perfect in ANY of my videos but also bear in mind I am flying a 2 seat aircraft single pilot and trying to teach all at the same time whilst recording. Sometimes little errors may be noticed, and i dont do this for money i do it for the flight sim community. So unless you have something of usefulness to say I suggest going back to you airbus manual and doing some more reading since you are clearly not the expert you claim to be.