A320 Descent Management - VVDL correct approach
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- Опубліковано 8 вер 2024
- VVDL has an airfield elevation of 3000 ft (rounded). This recording shows a correct descent and approach.
The A320 Descent Energy Management book is available here:
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The generic jet version of the Descent Energy book (Jet Aircraft Descent Management) is available here:
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The Radio Telephony book is available here:
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I recently finished my line training but I realise I was still lacking a lot of knowledge after watching all your videos. Thank you very much for this, the videos have been super helpful!
No problem, glad you like it 👍
thanks
Great video. Just finished line training but the captains dont explain these concepts well.
Glad you like it.
When I first started flying, it was my experience also that no one explains this subject well. And judging from Cadet feedback, not much has changed unfortunately.
Hopefully I will create a new generation of pilots who are able to pass on this knowledge when they eventually become training captains.
Great work sir, can u do a full vid from tod to approach and landing in some airport in vietnam ? I learnt alot from ur video
Ok, I will add it to my todo list.
@@a320descentenergymanagemen3 haha thanks alot. im currently in line training and just did the ronza1A to VVDL today, quite a approach, and lucky that I watched ur video. Slowed down the speed with alt*, earlier flaps deployments… stable approach.
But still, cant really get whole the des profile calculation in mind, need more time tho
@@haopham9424 I know, it's not easy. It requires a lot of practice regardless.
cool video.would it be good if setting VS about -1500 and and speed 250 about 2000 before approaching FL100 as a general rule and another question OP DES without increasing speed would be ok or just managed DES or VS ? because loosing 1000ft only and may be V/S -500 enough? and around Delin how about keeping the speed brakes with CONF1 instead of selecting CONF2? last one my insructor said to set STANDARD before flashing not to level bust if qnh is more than 1013 so i have to memorise TA ?
"Using VS when 2000 ft above FL100":
That increases your workload. Let the aircraft slow down to 250 kts at FL100 using DES mode and managed speed. That reduces your workload. If you approach FL200 (a few hundred feet above) and you don't think the aircraft will make the speed restriction, you can reduce the VS, but 99%, the aircraft does it just fine.
"...because loosing 1000ft only and may be V/S -500 enough? ":
At that point, we are 1000 ft high on profile. If you set V/S -500, you will get even higher. The fact that you have only 1000 ft to go is not relevant.
"around Delin how about keeping the speed brakes with CONF1 instead of selecting CONF2?":
You can only do that if you are not too high on profile. In this case, due terrain we are so high on profile, Config 2 is more appropriate because it allows the aircraft to slow down more and speed up more later when passed the altitude constraint, preventing a high energy situation.
"... set STANDARD before flashing not to level bust if qnh is more than 1013 so i have to memorise TA?
If the QNH is very high when climbing, an overshoot could potentially be an issue with a very high rate of climb and the cleared level being only 1000 ft higher than the transition altitude. The autopilot is quite aggressive pitching to capture an altitude though. You should not look at the flashing QNH to determine when to set STD though. For example, if the transition altitude is 9000 ft and you are cleared to 9000 ft, QNH will flash as you are at 9000 ft (or approaching depending on the pin settings). You should keep QNH in that case and not set STD, even though it flashes. So yes, memorize TA, but setting STD earlier is risky because you can make the mistake to set STD while cleared to an altitude.
Every method has advantages and disadvantages. Not to say your instructor is wrong, but when one situation is more likely to happen more often than another, which method with which advantage/disadvantage do you pick? A level off at transition is very common. A very high QNH with a very high climb rate and a level off 1000 ft after transition is so rare that after 13000 flying hours, I did not see that happen once. But point taken. Next time in the sim with some extra time, see if you can make this an issue, see what climb rate and what (realistic) QNH is needed for an overshoot.
Can you make videos about weather ?
And when we can continue or avoid
Ok, will add it to the TODO list.
In general, you want to avoid towering cumulus and CBs visually, and anything yellow or red on the wx radar if you can't see it. Sometimes you get yellow or red returns from just rain, which is ok to fly through but it's sometimes a bit hard to see the difference, so better to avoid.
Sorry, but in the video the gears were already down at 8nm DME, when the speed is in the lower side… confused because you said if speed is low, gear down at around 2000ft (7nm DME)
Good question. The reason is because at our company, we have to be stable and fully configured at the final fix at this airport.