When I first transitioned to jets, I learned that anticipating climbs and descent's are one of the most important skills a young pilot can learn. When you KNOW a climb is coming...dial up more smash ahead of hitting the "hill". Conversely, even if it means a bit more nose low...leveling out ahead of a restriction in order to meet speeds is MUCH preferable to simply throwing out the boards or dropping slats and slogging along with all that nonsense into the terminal. I prefer to stay with a clean aircraft as deep into the arrival as possible on most days unless we're hitting it at high flow and low speeds.
These are really amazing productions and super instructional. Very methodically narrated, very clear, very descriptive. I love these. Thank you for these. =:) Subscribed and bell clicked, too. :)
Cleared direct (initial fix) descend and maintain (altitude) until you intercept the glide path cleared ILS RWY XX. I love flying medevac... haven't flown a full STAR in months.
GREAT video though that FO really needs to clean up his radio lingo. Sure, abbreviation is fine, but to not readback takeoff runway number is unacceptable.
Yes; Some of the not-well-informed have been making Pejorative Comments: Watch them tell me not to claim perjury as I will be in Purgatory ♦ *They think*
I am interested in flying the ERJ 135/145, and one question. How do you descend on the FMS? if i got it correct it does not have VNAV and i know about the lack of A/T. so do you guys use V/S and match it to keep on descend path or do you use FLCH? Thank you
How does ATC accommodate you flying the STAR but are still climbing to cruise below the indicated minimum altitudes in the arrival? By following AT. commands, I assume you're absolved of the minimums.
That's right, we were initially instructed to climb to FL230 (around Corpus Christi). When we were near ALVNN, we were given the descend via clearance.
No matter how times you fly the star arrivals into busy airports the circumstances change. This was a visual approach which can actually make it tighter into these airports depending on volume and traffic flow. Some of these atc operators are really good lining you up, however volume can get to tight and something has to give. Vectored off the star, speed restriction for spacing. This example was straight forward, no use of slam dunking or speed brakes or getting down to altitude early to slow down as you s is a stress free approach. Flying into Dallas or LaGuardia can be another story. Listen to liveatc.
3:15 So you're saying when you are cleared for an arrival (not cleared to descend via), you're required to keep the airspeed restrictions as well as altitude restrictions. Correct? But IPH states when you're cleared for an arrival, "the controller is only giving you a routing clearance and will specify any altitudes AND airspeeds to fly." Who's right??
Awesomely Awesome video. I think if TH-cam existed when I was a teen, I definitely would have taken more seriously my desire to be a (real) pilot. Oh well. Thanks to such videos I am perfectionning my simulator flying skills. Thanks for your vids.
Where would I find a source for sids and stars. I can use the FMC and understand it but I don't know which to choose and I don't have any charts to see which ones to use. I use a simulator so yes I know it may not have every sid or star as the real world but it's not far off.
You can find all the instrument procedures for an airport, including SIDs and STARs, at www.airnav.com. They have the same charts you'll find on ForeFlight, which is usually what we use when we fly. Most airlines use charts from Jeppesen - they show the same info, but look a little different. But the charts on Airnav are free - great for sim work!
You're right - the 145XR doesn't have a HUD. We used a little VFX work to show you what was happening - but the info came right off the primary flight display :)
Yes, in the United States, that's when we initiate our descent check. While I am flying in other parts of the world, we will initiate the descent check when we descend past the transition altitude. In Mexico, in some places, the transition altitude is 18,500 feet. In the United States though, it's always 18,000. Great question.
bugalaman you'll see a section on your chart that says transition level and transition altitude. These are the altitudes climbing and descending where you change the altimeter to either local or 29.92. But yeah in the usa fl180. Just note that if you have altimeter settings lower than 29.92 it will make "180 (and super low settings cause 190) broken" but this doesn't affect when you change the altimeter setting. It just means atc can't assign that fl.
Nice video. Little easier in the CRJ200, as we have a "snowflake" (basically a GS) to follow. And the company then flies the approaches and figures out the correct descent angle that is needed for each approach (usually) and publishes them with our charts. Then it is just a matter of monitoring the STAR to make sure we are going to meet the restrictions. Alternately, some guys will set the bottom alt in each crossing restriction and fly it that way. I try to not level off but will use the boards, I guess I don't care so much about noise in the back of the plane, haha. But please, don't rip them all in our out a once, that is a little harsh.....
Why is the guy just using his flight number and not his call sign? Seems like a lazy man's way to potential confusion. Notice that the controller uses it. Seems like a bad habit. Just sayin. Great video. Well done.
Nice video. Little easier in the CRJ200, as we have a "snowflake" (basically a GS) to follow. And the company then flies the approaches and figures out the correct descent angle that is needed for each approach (usually) and publishes them with our charts. Then it is just a matter of monitoring the STAR to make sure we are going to meet the restrictions. Alternately, some guys will set the bottom alt in each crossing restriction and fly it that way. I try to not level off but will use the boards, I guess I don't care so much about noise in the back of the plane, haha. But please, don't rip them all in our out a once, that is a little harsh.....
When I first transitioned to jets, I learned that anticipating climbs and descent's are one of the most important skills a young pilot can learn. When you KNOW a climb is coming...dial up more smash ahead of hitting the "hill". Conversely, even if it means a bit more nose low...leveling out ahead of a restriction in order to meet speeds is MUCH preferable to simply throwing out the boards or dropping slats and slogging along with all that nonsense into the terminal. I prefer to stay with a clean aircraft as deep into the arrival as possible on most days unless we're hitting it at high flow and low speeds.
How does each sequence on the chart get their name, like GMANN, for example?
Amazing production quality, and very informative as well as entertaining! Great job.
Thanks!
It takes a smart man to talk about complex things in simple terms, great video
this is the third time i watch this, doesn't get old.
very informative, entertaining, and the production is outstanding!
These are really amazing productions and super instructional. Very methodically narrated, very clear, very descriptive. I love these. Thank you for these. =:) Subscribed and bell clicked, too. :)
This is the beast on TH-cam. Great videos!
This video and the departure video are amazing! You should definitely do more videos like this
Can't wait for the beta testing of the IR course, Aleks. Good to meet you yesterday! Looking forward to what you guys are gonna do.
Thanks Colin!
I get more gray between uploads but the wait is worth it. Thanks so much for these videos,
They'll be dropping more often in the future - keep your eye out!
Great production! Congratulations
Thanks!
Terrific tutorials. Perhaps the best I've seen. Thank you.
Awesome dude! Thanks for the great video's. I am using this for my training.
Thanks!
Very well done. Was that a sim or actual flight footage?
Very professional quality video. Clear and to the point with great visuals!
I see your using a surface. What chart service are you using with your surface? Also what mount is that and where did you buy it?
John Richards I'm pretty sure it's jepp charts.
I noticed the same, and have the same question!
Very good job!!! so much easier to understand how STAR works!!! thank you!
What kind of tablet is that? And the software ?
Is that the Jeppesen EFB at 0:46? I'd love to have a Windows tablet instead of an iPad but ForeFlight is just so good...
It is - ExpressJet uses Surface tablets with Jeppesen FlightDeck Pro.
Cleared direct (initial fix) descend and maintain (altitude) until you intercept the glide path cleared ILS RWY XX. I love flying medevac... haven't flown a full STAR in months.
Can piston planes do this as well?
Extremely easy to understand. Thanks
Your videos are getting really solid! Nice work!
Thanks!
are there any educational qualification to join flight school to be a commercial pilot
Does the arrival procedure start at the Top of Decent?
Easily one of the best if not the best videos on you tube. Great job!
Wow great video! Can't wait for the arrival video to come our
We're working on the next video right now...
Very well done gentleman you guys are pros! Great video.
GREAT video though that FO really needs to clean up his radio lingo. Sure, abbreviation is fine, but to not readback takeoff runway number is unacceptable.
also , cleared for the "vis"? come on..... and again, didnt confirm runway assignment ... this is how bad events happen.
Thank you so much for this great video.
Thanks for watching!
"Cleared for the Vis"...good readback
Yes; Some of the not-well-informed have been making Pejorative Comments: Watch them tell me not to claim perjury as I will be in Purgatory ♦ *They think*
Lol
I am interested in flying the ERJ 135/145, and one question. How do you descend on the FMS? if i got it correct it does not have VNAV and i know about the lack of A/T. so do you guys use V/S and match it to keep on descend path or do you use FLCH? Thank you
The technique may vary from company to company - but this crew set their vertical descent rate to follow the FMS path.
What an amazing and in depth video. Thank You!
Great job to the pilots
Another great video. :)
Thanks!
How does ATC accommodate you flying the STAR but are still climbing to cruise below the indicated minimum altitudes in the arrival?
By following AT. commands, I assume you're absolved of the minimums.
That's right, we were initially instructed to climb to FL230 (around Corpus Christi). When we were near ALVNN, we were given the descend via clearance.
Quality Tutorial!
Please do more videos!
Such an awesome video thanks
No matter how times you fly the star arrivals into busy airports the circumstances change.
This was a visual approach which can actually make it tighter into these airports depending on volume and traffic flow. Some of these atc operators are really good lining you up, however volume can get to tight and something has to give. Vectored off the star, speed restriction for spacing.
This example was straight forward, no use of slam dunking or speed brakes or getting down to altitude early to slow down as you s is a stress free approach.
Flying into Dallas or LaGuardia can be another story. Listen to liveatc.
3:15 So you're saying when you are cleared for an arrival (not cleared to descend via), you're required to keep the airspeed restrictions as well as altitude restrictions. Correct? But IPH states when you're cleared for an arrival, "the controller is only giving you a routing clearance and will specify any altitudes AND airspeeds to fly." Who's right??
Great video as always.
Thanks!
Amazing video great quality loved it!!
Thanks!
Loved it guys so easy to understand.....
Great video and very informative !
Great content quality, keep it up please!
Thanks!
great job on the video!
Love the channel
Excellent video!
Thanks vadermike777!
What was going on at the star that looked like a go around
Awesome! Thanks for the video!
Thanks!
Nice HUD view.
fantastic video, super well done and very informative. 👏👏👏
Thanks!
Love these vids
Thanks!
love your content!
Thanks!
Quality stuff, my dude.
Awesomely Awesome video. I think if TH-cam existed when I was a teen, I definitely would have taken more seriously my desire to be a (real) pilot. Oh well. Thanks to such videos I am perfectionning my simulator flying skills. Thanks for your vids.
Is it the cockpit of the Embraer ERJ 1XX??
Yes
Where would I find a source for sids and stars. I can use the FMC and understand it but I don't know which to choose and I don't have any charts to see which ones to use. I use a simulator so yes I know it may not have every sid or star as the real world but it's not far off.
You can find all the instrument procedures for an airport, including SIDs and STARs, at www.airnav.com. They have the same charts you'll find on ForeFlight, which is usually what we use when we fly. Most airlines use charts from Jeppesen - they show the same info, but look a little different. But the charts on Airnav are free - great for sim work!
Great channel!
Great video!
Great Reading lecture
Thanks!
I like Express Jet Airlines & Mesa Airlines (Aircrafts Erj 145 Xr &Crj 900)
great job
Go Jim!
Very neat, cool!
Thanks Tomas!
"Slowing down while descending makes problems"...yep, that's me in MSFS when I'm too high and too fast because I started the descend too late...
Doesn't help that the in game ATC often seems to be thinking "Aww, we can keep him at 17,000 until he's crossing the threshold."
Final Approach speed with full flaps is cruising speed for a C-172 , PA28
Jets are fastbois
Very good for flight sim at looking at charts they confuse me 👍🏼
7:55 How far is ATC "Slang" allowed to go? Saying only "cleared to land" without the runway designator seems borderline to me.
Navatone Tutorials it is odd, if runway numbers aren’t readback at my airport atc would go crazy
Nice video, but it's accurate only for USA ops. In different parts of world stars work differently.
Since when did Embraer's have HUD's?
You're right - the 145XR doesn't have a HUD. We used a little VFX work to show you what was happening - but the info came right off the primary flight display :)
ah, beautiful editing!
Boldmethod I was wondering why there was a HUD. That's wonderful editing!
amazing!
keep it up
At what point do you set the altimeter from 2992 to 3046? Do you do it the moment you drop below FL180?
Yes, in the United States, that's when we initiate our descent check. While I am flying in other parts of the world, we will initiate the descent check when we descend past the transition altitude. In Mexico, in some places, the transition altitude is 18,500 feet. In the United States though, it's always 18,000. Great question.
bugalaman you'll see a section on your chart that says transition level and transition altitude. These are the altitudes climbing and descending where you change the altimeter to either local or 29.92. But yeah in the usa fl180. Just note that if you have altimeter settings lower than 29.92 it will make "180 (and super low settings cause 190) broken" but this doesn't affect when you change the altimeter setting. It just means atc can't assign that fl.
Oy Ploy off to the polo club again eh old chap??
Great
Thanks!
Educational.
1:18 GMANN! AND THE MASTERS OF STUPIDITY!
Nice video. Little easier in the CRJ200, as we have a "snowflake" (basically a GS) to follow. And the company then flies the approaches and figures out the correct descent angle that is needed for each approach (usually) and publishes them with our charts. Then it is just a matter of monitoring the STAR to make sure we are going to meet the restrictions. Alternately, some guys will set the bottom alt in each crossing restriction and fly it that way. I try to not level off but will use the boards, I guess I don't care so much about noise in the back of the plane, haha. But please, don't rip them all in our out a once, that is a little harsh.....
ExpressJet ERJ145
FO's radio calls are awful.
That FO is extremely annoying.
Woohoo embraer !
Dude, it's pronounced turban not turbyne.
Why is the guy just using his flight number and not his call sign? Seems like a lazy man's way to potential confusion. Notice that the controller uses it. Seems like a bad habit. Just sayin. Great video. Well done.
Controller never only uses their numbers. Listen closer.
Kyle I listened to it 3 times. The controllers ALWAYS used the call sign AND flight number. AC 9115. Not sure what you’re hearing.
TNA2Me I’m not sure you hear what YOU are saying.
Kyle call sign “AC”. Flight number “9115”. What am I NOT hearing?
Nice video. Little easier in the CRJ200, as we have a "snowflake" (basically a GS) to follow. And the company then flies the approaches and figures out the correct descent angle that is needed for each approach (usually) and publishes them with our charts. Then it is just a matter of monitoring the STAR to make sure we are going to meet the restrictions. Alternately, some guys will set the bottom alt in each crossing restriction and fly it that way. I try to not level off but will use the boards, I guess I don't care so much about noise in the back of the plane, haha. But please, don't rip them all in our out a once, that is a little harsh.....