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LOC(*) green will only engage when LOC is blue (which happens when you press either the LOC or APPR pushbutton). Also, you have to be close enough to the llz beam, or on a sharp intercept heading. At what time in the video did you expect LOC* to engage? ATC will not give you a vector expecting you to intercept the LLZ outside of the certified range. However, if that is the case somehow, then indeed you can manage HDG to get NAV blue, provided the flight plan is sequenced. Most of the time you can just wait a bit to get in range before arming APPR without having to push HDG though. But if you do push HDG, you will get NAV blue, and it will remove GS blue and LOC blue if that was present. If you press APPR with NAV blue present, then NAV blue will removed and replaced by GS blue and LOC blue. In that case the INCPT point will be removed and the track to intercept will be removed as if it was never there and you were flying in HDG mode and never managed HDG.

The weathercock effect is always way stronger than anything else, no matter what the speed. So you only have to correct for that.

First I want to clear up a possible misconception. In a small airplane you apply cross controls so that you fly with one wing down to prevent drift on short final. With airliners we don't do that because it causes engine ground clearance issues and you also don't want to land with one wheel first with heavy aircraft. So no aileron is applied for crosswind landings, except to counter a roll moment if you kick the rudder hard, but aileron applied for that is only momentary, not continuous. I only had to do that a few times during my career, so it's rare. So what about the plane drifting then as you kick the rudder to align the wheels with the runway (that's the reason we kick the rudder)? The answer is that the plane doesn't drift, if you do it properly. How is that possible? Inertia. You should only kick the rudder when the wheels are a few feet above the runway, so just before touch down. If you do it too soon, it will drift. The inertia will prevent drift because there is not enough time for the wind to start blowing the plane off track. This won't work with small light aircraft but it works beautifully with airliners. As for the transition upon rollout, keep the rudder during the derotation, and after touchdown. Also keep the rudder during the rollout. Of course you have to modulate the rudder amount to suit the need. Never release the rudder upon touchdown. That is a common mistake. That's how you end up in the grass due to weathercocking. So yes, in your example you will still need left rudder during the rollout. Also, do not use rudder to fly the aircraft to the centerline in case you are off track just before touchdown because depending the direction of the wind and if you are left/right off centerline, you could kick the rudder the wrong way, making the wheels slide (drift like with a car) even more upon touchdown. Another common mistake. Instead, always use aileron to fly the aircraft to the centerline. Don't worry about engine clearance. It doesn't take much bank angle to make the adjustments needed. Make sure keep the nose upwind, to the side of the centerline a bit (only relevant as you get close to the runway). Because as you kick the rudder, the nose wheel will move to the side. If the cockpit view is at exactly the centerline, you will toch down off centerline after you kick the rudder just before touchdown. Don't be fooled by various visual illusions. You kick the rudder based on the direction of the wind, not based on the visual picture out of the window. From my experience, there are not many pilots who get that.

G/S* is permanent and cannot be lost. There is a difference between line training and flying on the line. During line training they teach you SOPs, techniques, and good habits. Techniques are not SOPs and therefore do not have to be always applied the way you were taught. Also, in an airline there are pilots who initially started at other airlines and subsequently were taught different hings. Even within one airline there is rarely a strict standard between instructors. Instructors also come from different airlines and have different techniques and habits which they teach. Managing the speed before selecting F1 is a good habit for new pilots but not required at all if you are experienced. It has advantages and disadvantages doing so. For example, If you are heavy, it's turbulent, and can't fly a level segment at green dot, it's actually better to select the speed below green dot, then select F1 at green dot, to prevent an overspeed. When high on energy, asking for F1 just to reduce Vls so you can use speed brakes is a valid technique which I also teach. That is better than reducing the speed further and go for F2 early as that can get you above the glide slope if done too late. Also, when drag is not needed anymore, you can easily stow the speed brakes, but you should not retract Flap 2.

Not enough to make any meaningful difference over a long enough time. Flaps 2 should not be used for drag because you can't retract it when not needed anymore like with a speedbrake. And while slowing down to 180 kts, you reduce the VS and if you do that too late, you can end up above the glide slope. So if you use F2 with 180 kts in OP DES, it will be for a relatively short time. If you are very light, the descent angle will be steeper, but not enough to make a big difference over a short amount of time.

Provided there are no altitude restrictions which put you high or low on profile, your calculation (3 x distance - speed factor) should match up exactly when 50 nm or closer. If you are further than 50 nm it will appear to that you high but as you get closer to 50 nm, it should start to match up more and more.

That's not from the FCOM. It's just something that works well from experience. In general, the FCOM is a terrible guide for descent management unfortunately.

1500 ft for 5 nm is indeed 300 ft per nm. But if the approach is more than 3 degrees, the same descent calculation applies though. Once you are on the glide slope in that case, the calculation is different, but before that it's the same. Second point, indeed you can always do distance x3 as a sanity check. A managed descent profile is not any different than a selected profile though. The calculation is the same. Distance x 3 is more accurate compared to altitude x 3. As for the 50 nm, because you will be on a mach number when much further than that, any calculation is unstable and you get inaccurate numbers no matter what. Also, at that diatance you are unlikely to get any shortcuts and if you do, it's easier to just update the FMS track and you will have plenty of time to fix any high profile situation.

That is not what I teach due to added workload and there is no need for that. Instead, only work with the expected track miles (shortcut taken into account). Then do the profile calculation and figure out if you are above or below profile and deal with that accordingly. If there are altitude restrictions which put you high or low, just fly the VDEV and if you get high on the calculated profile, slow down.

If you are cleared for the approach, you can follow the altitude constraints and descend according to the STAR and approach procedure.

When you are on base leg, the glide slope is not valid. The glide slope is only valid if you are two dots on the localizer, some airports only one dot. Also, being on the yoyo does not necessarily mean you are on profile as it is not always correct. The only way to find out if you are on profile is to calculate with distance, altitude, and speed. But let's say that you are indeed below profile. The way to fix that is by adding thrust, not by adding drag or slowing down. Flap 2 gives the same amount of drag as speed brakes. And although slowing down does indeed make the deacent angle shallower, now you are slow causing a delay and piss off ATC. That is why you should just use VS-500 to fix that, but again, it is questionable if you were actually below profile or not. Read my book. It's only 10 usd on Amazon kindle. All this knowledge is all in there.

Yes, you are correct.

Let's say the airport elevation is 3000 ft. If you need to have Flap 2 selected by 2000 ft above the airfield (which by the way is way too late), indeed you have to add it, so at 5000 ft (from altimeter) you should have Flap 2 selected, latest. Doing current altitude (5000 ft) - 2000 ft will give you 3000 ft, in which case you just landed without proper configuration (airport elevation 3000 ft). This is not the method I teach though because as you can see, it's easy to mix up adding and subtracting. For configuring at above sea level airports, instead you should work exclusively with distance. For example 2000 ft above the airfield equals 6.7 nm to the threshold. That is the same no matter what the airfield elevation is. Use the runway threshold distance from the FMS progress page only for that because the track distance is not correct for some NPA depending the software setup.

More headwind does not cause more IAS. But if you mean that a sudden headwind increase due turbulence or when turning rapidly into a headwind, then yes, it will cause a temporary IAS increase due to the inertia of the aircraft. So whether or not you call it beneficial, depends on what timeframe you are looking at. What I mean in this video is the benefit of headwind once the wind component is stable.

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.

Yes, as long as you are in NAV mode, the speed constraints will be followed if the speed is managed. No need to be in DES mode for that.

There is no need to calculate for that. You cannot ignore it, but instead of doing a calculation, just keep calculating the profile as usual. When you get high (due to a tailwind or another reason), use speed brake. When you get low (due to a tailwind or another reason), set VS-500. The wind doesn't make much difference unless it's a lot for a long time.

No need to manage HDG, unless you want to fly selected vertically. If you press APPR, you will get APP NAV (blue, or green if already in NAV), which will intercept in the same way as manage HDG.

You have to round down the distance. So 33 nm becomes 30 nm. Then multiply that by 3 and you get 9000 ft. At 300 kts (also rounded to the nearest reference), you have to fly 3000 ft lower, so 6000 ft. Rounding before calculating is done for workload management. There is no need for high frequency calculation, so you can calculate at 10 nm or 5 nm intervals.

Glad you like it

Because you need a sustained 30 kt headwind component for a long time to have the same effect as the speedbrake. That situation is very rare, so in reality you will need to create drag yourself when you are high on energy.

Glad you find it useful 😊

There are some situations where that will work, but not many. But you can try and see if it works for you.

Yes indeed, that's my training style. They learn much faster like that.

I'm glad you find it useful. Keep up the good work 👍

Yes indeed

Yes it can. It works well for the B737 (I used to fly that) and even bigger aircraft. Not sure about small business jets, but I think it's not that far off.

Using a different calculation will definitely create a discrepencie between opionions whether you are high or low. However, the difference is not that much. Also, your captain might be calculating for the wind and weight, something I don't teach (take it into account, but don't calculate for it), but that can also create a difference of optinion. The definition of being on profile and how to deal with that is indeed also open to interpretation. The method I teach is not an SOP and therefore you will get as many different answers as to whether you are high or low on energy. However, from my experience, a shocking amount of pilots don't fully understand this subject, including some training captains and examiners. This makes it very difficult for a new pilot such as yourself to find the truth. Not to say that your captain is wrong, but he could actually be wrong. It's easy to check. Ask him if he is on profile, then provided no unexpected shortcut is given, does he need the speed brake, gear down early, or Flap 2 early? One other thing I should mention is CRM. Unless you are way off profile, your captain should just let you fly the aircraft. You are not going to improve much if your captain keeps micro managing your descent and approach. Of course you can't tell him that so bluntly, so unfortunately you will have to navigate the wates of the unspoken social tact of ego sensitive aviation related matters. Keep up the good work. Your inquisitive attitude will get you places. I wish you all the best with your career.

It's a good question but it needs more context. If you do a vertically selected approach, you need to have a level segment before the FDP (or ideally not below 3000 ft, even if the FDP is at say 2000 ft) so that you can pull at 0.3 nm before and thus have a predictable vertical path interception. So in that case, setting a V/S high enough to see the arrows creating a level segment is advisable. If you do a managed approach, you need to be careful that in the case of a dive and drive (only one vertical path segment coded) the aircraft does not over speed once it goes into FINAL APP and dives down to catch the vertical path. In that case, it's best to be fully configured so that a pitch down moment does not cause the speed to increase significantly. Fiddling with the vertical speed in this case does not provide reliable results from my experience. This is because the aircraft can go onto FINAL APP any time it's close enough (provided APPR is armed of course). When doing a vertically managed approach, you can delay arming APPR to prevent an unwanted pitch down moment, but again, that is only an issue if only one vertical path segment is coded. So it depends on how the FMS is coded and what you are trying to achieve. Does this answer your question?

None of the aircraft featured on my channel have DPO. From my experience, it doesn't have much effect on descent management though. DPO doesn't affect the calculation or methodology.

Glad you like it 😊

The increase in vertical speed comes from the period when it is pitching down to catch the speed target. If you would film it like I do and then take an average across several flights, you will find that it makes no difference at all. Especially when there is a bit turbulence, it can give the impression that the vertical speed will increase at ttimes, but it will equally reduce at times as the plane has to pitch up to catch the speed target. Flap 2 does create drag (about the same as speed brakes) but there are other reasons not to use Flap 2 for drag, which I describe in my book.

Glad you like it. Don't forget to buy my book 😁

Thank you for your kind words. Glad you like it.

There is no need to calculate it like that. You just multiply your distance by 3 and fly lower depending your speed. You can find my calculation method here: th-cam.com/video/4odUv3zTxb4/w-d-xo.htmlfeature=shared

The autopilot does not allow GS capture unless the LOC is captured. This is a safety measure because you have to be within the safe zone in order to descent on the GS, due terrain and obstacles. So if you set a too low VS, the aircraft is unable to capture the glide slope.

The reason why I am multiplying distance by 3 is that it just works much better, more accurate, and less workload. The notion of 3 nm per 1000 ft is not accurate. It's actually 900 ft.

You have to round down first. So 32 nm becomes 30 nm. Also, you have to multiply your distance by 3, not divide. Then for 250 ft, subtract 2000 ft. So 30x3=9000, minus 2000 becomes 7000 ft.

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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.

Yes, but make sure the speed bug is below the current speed, don't select speed brakes with Flap Full, and don't forget to arm it again if previously armed. Gear down has more drag and less to worry about in that situation though.

You could do that, but you have to set the speed bug higher than the current speed and if the aircraft captures the yoyo, it will add thrust if the speed bug is still higher than the current speed. This is a situation you have to watch out for and it increases your workload, so it is better to use OP DES with speed bug up, or VS with speed bug down, which has the same effect but you don't have to worry about the yoyo and unintended thrust increase. A lot of these things have to do with workload management. There are always multiple ways to do things but there is usually only one way which is less workload.

"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.

You could do that also. However, in case of speed brakes, do not forget to arm it again after. Whether or not the amount of drag will be enough to prevent an overspeed is questionable though. As for the VS, if you set less than VS 0, it will just take longer to get the result you want, increasing the chance of an overspeed.

The FO should not be in this situation in the first place. So the question is, how to fix the mistake. In theory, indeed you could select speed brake (when the speed target is lower). However, be careful not to forget to arm it again.