Now, everything is getting more clear. When in radar vector, pushing nav for a moment and seeing the distance on the fms is really a nice trick. It seems you have analized three subjects in this video. Straight in, base leg and downwind approach respectively. I got your book. In my opinion, you had better categorize this certain issue in your book. Thanks a lot again.
Good Day captain, i bought your book recently, very helpful for understanding the energy managment. Could you also tell how do you mount your camera so the MCDU/PFD/ND is all in one frame and what's your GoPro setting? I want to record my own approaches for self-analysis. Thank you!
Use a gopro jaws clamp without the goose neck, so the gopro mounted directly onto the clamp. You have to tilt the camera all the way back and with some models it doesn't tilt backwards far enough so you might have to use a Dremel or file to cut away some material. Use 4k to be able to read the MCDU distance. You can convert it later to a lower res but the source recording should be 4k. Wide angle view, not ultra wide. It's a bit fiddly to get everything into view. Experiment with the location. Often you will have to bend the rubbery glareshield material a bit backwards. Send me some videos and I will evaluate it for you.
I've also read the book and you say to fly with zero feet below calculated profile (×3) rule when near S speed for approach. I'm looking at a VOR landing at LFLL 35 L, and the chart for VOR DME says that I should be at 2100 ft at 6 DME, 1790f ft at 5 DME, 1470 ft at 4 DME. These do not seem to align to ×3 rule. If I use this rule I should be at 1800 ft at 6 DME, 1500ft at 5 DME and 1200 ft at 4DME correct?What am I mising here? I also see that you say to use GS rather than profile calculation for > 13 DME so is this the reason although I'm not using GS but FPA 3° to descend from my FAF? My understanding is that airport elevation ( 818 ft) is not an issue as the jeppersen chart provides altitude to TDZE correct?
At S speed you should fly 500 ft below distance x 3. Only when you have Flap 2 selected then you don't need to correct for the speed. You cannot use the 3 x distance rule on the approach. The reason is that not all approaches have a 3 degree slope. Also, the VOR is rarely at the threshold, so distance x 3 won't work. For an ILS approach just use the glide slope if it's valid, to see where you are on profile. With a selected VOR approach, fly a level segment and pull FPA at the correct point. Then compare the chart height checks with the actual altitude. Indeed, the airfield elevation and the VOR threshold offset is already taken into account with these VOR height check tables.
If you had a discontinuity in the box along a fplan - will the FMGC track miles still be accurate? As in will it draw an imaginary line to the next waypoint.
Indeed, the FMS will draw an invisible line to the active waypoint. So if the flight plan is not properly sequenced or you are too far off track, the FMS distance will not be correct.
LFLL 35L LSE VOR is a 3° descent so I'm struggling to understand why the 3× rule would be that way off? Seems the VOR is not offset and close enough to TDZE. Is this technique not for when we get close to airport and landing speed is say 140knots? What if you're cleared for a visual approach, how do you do that and calculate whether you're on profile or not to land manually?
Hi, if rwy is not at sea level, say 1000 ft above. When you are calculating profile, you are using altitude and not height correct? Also, when you get to 2500ft, radio altimeter would come alive so would you then use height rather than altitude to see if you're on profile?
The calculation for an airport not at sea level is "(distance x 3) - speedFactor + airportElevation". For example, if you are at 40 nm at 250 kts with an airport elevation of 1000 ft, the calculation is 40 x 3 = FL120, minus 2000 ft to slow down is FL100, plus 1000 ft airport elevation is FL110. Never ever use the radio altimeter for the profile or when to configure because the terrain can be sloping. I recommend buying my book. It's all in there 😏
I'm sorry, I don't understand what you mean. In that video there are 3 different approaches so I'm not sure what you are referring to. Also, there are many ways to calculate the profile but I'm not sure what method you use. Division is usually not a good idea to use, due to the added workload, and there is no need for that anyway. This video is not about the profile calculation or what to do about it. It is only about how to get the correct distance. If you can clarify your point, let me know.
@@a320descentenergymanagemen3 : Suppose you are at an altitude of 14,000 feet (4.27 km), and you want to reach an altitude of 5,000 feet (1.52 km), and your speed is 300 kt, and the descent is 1000 ft (0.3 km)/NM: so we must subtract 14000-5000= 9000, this altitude that the plane must descend is 9000, then we divide 9000/1000 ft/Mn =9 minutes this 9 minute is the time for the plane to reach 5000 ft (1.52 km), we said that the plane speed is 300 kt, we divide 300/60 =5 Nm what the plane travels 5 nautical miles per minute, then 5×9= 45 nm or 45 DME, it is the top of descent of the plane at 45 DME translate French English thank you from Algeria !
@@vfx7t When you say reach an altitude of 5000 ft, you mean the airfield elevation is 5000 ft, or a waypoint altitude restriction is 5000 ft? And if it's a waypoint, what speed you have to be there? Note that the calculation for the TOD (top of descent) is only done if there is no descent arrow available. Don't make it yourself difficult. It's all about workload management. Also, at 300 kts, you won't be doing 1000 fpm. It will be more like 2000 fpm. Anyway, the V/S is not relevant for the calculation. But if you do want to calculate the TOD at lower levels (it only works
Now, everything is getting more clear. When in radar vector, pushing nav for a moment and seeing the distance on the fms is really a nice trick. It seems you have analized three subjects in this video. Straight in, base leg and downwind approach respectively. I got your book. In my opinion, you had better categorize this certain issue in your book. Thanks a lot again.
Yes, you're right, I should have made it more clear. I will add it to a future update.
I'm just a flight simmer but these videos help me a lot haha!
This channel is so good 👍🏽
Glad you like it
Fantastic content.
Nice mate great content
Good Day captain, i bought your book recently, very helpful for understanding the energy managment.
Could you also tell how do you mount your camera so the MCDU/PFD/ND is all in one frame and what's your GoPro setting?
I want to record my own approaches for self-analysis. Thank you!
Use a gopro jaws clamp without the goose neck, so the gopro mounted directly onto the clamp. You have to tilt the camera all the way back and with some models it doesn't tilt backwards far enough so you might have to use a Dremel or file to cut away some material.
Use 4k to be able to read the MCDU distance. You can convert it later to a lower res but the source recording should be 4k. Wide angle view, not ultra wide. It's a bit fiddly to get everything into view. Experiment with the location. Often you will have to bend the rubbery glareshield material a bit backwards.
Send me some videos and I will evaluate it for you.
I've also read the book and you say to fly with zero feet below calculated profile (×3) rule when near S speed for approach.
I'm looking at a VOR landing at LFLL 35 L, and the chart for VOR DME says that I should be at 2100 ft at 6 DME, 1790f ft at 5 DME, 1470 ft at 4 DME. These do not seem to align to ×3 rule. If I use this rule I should be at 1800 ft at 6 DME, 1500ft at 5 DME and 1200 ft at 4DME correct?What am I mising here?
I also see that you say to use GS rather than profile calculation for > 13 DME so is this the reason although I'm not using GS but FPA 3° to descend from my FAF?
My understanding is that airport elevation ( 818 ft) is not an issue as the jeppersen chart provides altitude to TDZE correct?
At S speed you should fly 500 ft below distance x 3. Only when you have Flap 2 selected then you don't need to correct for the speed.
You cannot use the 3 x distance rule on the approach. The reason is that not all approaches have a 3 degree slope. Also, the VOR is rarely at the threshold, so distance x 3 won't work.
For an ILS approach just use the glide slope if it's valid, to see where you are on profile. With a selected VOR approach, fly a level segment and pull FPA at the correct point. Then compare the chart height checks with the actual altitude. Indeed, the airfield elevation and the VOR threshold offset is already taken into account with these VOR height check tables.
If you had a discontinuity in the box along a fplan - will the FMGC track miles still be accurate? As in will it draw an imaginary line to the next waypoint.
Indeed, the FMS will draw an invisible line to the active waypoint. So if the flight plan is not properly sequenced or you are too far off track, the FMS distance will not be correct.
LFLL 35L LSE VOR is a 3° descent so I'm struggling to understand why the 3× rule would be that way off? Seems the VOR is not offset and close enough to TDZE. Is this technique not for when we get close to airport and landing speed is say 140knots?
What if you're cleared for a visual approach, how do you do that and calculate whether you're on profile or not to land manually?
Can you post the approach chart? A visual approach is a different thing entirely. Either way, the 3x rule isn't for the approach.
Hi, if rwy is not at sea level, say 1000 ft above. When you are calculating profile, you are using altitude and not height correct?
Also, when you get to 2500ft, radio altimeter would come alive so would you then use height rather than altitude to see if you're on profile?
The calculation for an airport not at sea level is "(distance x 3) - speedFactor + airportElevation". For example, if you are at 40 nm at 250 kts with an airport elevation of 1000 ft, the calculation is 40 x 3 = FL120, minus 2000 ft to slow down is FL100, plus 1000 ft airport elevation is FL110.
Never ever use the radio altimeter for the profile or when to configure because the terrain can be sloping.
I recommend buying my book. It's all in there 😏
1.6 g i bet they felt that not good for the G AND T great video sir
I certainly felt that. It's wasn't quite fighter jet but definitely noticable.
hi man, it’s Phi . :))
Hi Phi, keep it mining 😁
Is this applicable for a320 with cfm56?
I fly the IAE only, but it makes no difference for the descent performance, calculation, or techniques. All is equally applicable to the CFM.
14000-5000= 9000 ft , 9000/1000 =9 MN , 300Kt/60= 5nm/mn , 5*9=45nm , then you must proceed decent at 45 DME !
I'm sorry, I don't understand what you mean. In that video there are 3 different approaches so I'm not sure what you are referring to.
Also, there are many ways to calculate the profile but I'm not sure what method you use. Division is usually not a good idea to use, due to the added workload, and there is no need for that anyway.
This video is not about the profile calculation or what to do about it. It is only about how to get the correct distance.
If you can clarify your point, let me know.
@@a320descentenergymanagemen3 : Suppose you are at an altitude of 14,000 feet (4.27 km), and you want to reach an altitude of 5,000 feet (1.52 km), and your speed is 300 kt, and the descent is 1000 ft (0.3 km)/NM: so we must subtract 14000-5000= 9000, this altitude that the plane must descend is 9000, then we divide 9000/1000 ft/Mn =9 minutes this 9 minute is the time for the plane to reach 5000 ft (1.52 km), we said that the plane speed is 300 kt, we divide 300/60 =5 Nm what the plane travels 5 nautical miles per minute, then 5×9= 45 nm or 45 DME, it is the top of descent of the plane at 45 DME translate French English thank you from Algeria !
@@vfx7t When you say reach an altitude of 5000 ft, you mean the airfield elevation is 5000 ft, or a waypoint altitude restriction is 5000 ft? And if it's a waypoint, what speed you have to be there?
Note that the calculation for the TOD (top of descent) is only done if there is no descent arrow available. Don't make it yourself difficult. It's all about workload management.
Also, at 300 kts, you won't be doing 1000 fpm. It will be more like 2000 fpm. Anyway, the V/S is not relevant for the calculation.
But if you do want to calculate the TOD at lower levels (it only works
I cannot upload on youtube. Can you share an email?
schouten_tjeerd (at) hotmail dot com
schouten_tjeerd (at) hotmail dot com