I have not heard this information before, though I did suspect Airbus’s were doing something like this. Thank you for bringing this to our attention so clearly.
This is a great video. I had no idea about this function and have seen this happen a few times in the Fenix and assumed it was a bug haha. In those cases I changed to selected speed and reduced manually to VAPP. Now I know it was actually doing that by design.
The whole idea of active pause is that it keeps all the systems running whilst freezing the aircraft position, so it will still react to the still changing active winds. Note this also means the Engines are still consuming fuel, so you can run out of fuel if you leave the plane in active pause and walk away.
What wind data should one enter in the fms when the wind is variable. Lets say vrb/03. Do you take the worst case scenario and enter a full 3 knot tailwind?
Cool, thanks for sharing this info. Doesn't this not matter when ATC gives you speed vectors though? If they tell you to maintain 170kts until 5 DME, then youre not in managed mode, how often do you actually get to remain in managed mode with no ATC speed restrictions? In the US unless you're at a smaller, less busy airport, ATC is usually giving speed commands on the decent and approach, and the plane rarely gets to stay in managed speed outside of climb and cruise
Speeds given by ATC are usually higher than the GSmini, so you would select 170kts (or whatever speed they give you) and once you pass e.g. the 5 miles, you set managed speed. Even if you want to add 5kts to Vapp for e.g. icing, you change the Vapp on the APPR page. However, there are some abnormals where you keep selected speed, e.g. Flap/Slat Problems (I hope I remember correctly, it's been 6 years I've flown A320fam)!
@@maakmaak9072 makes sense I tested this earlier and it works as you said, manual speed until 5 DME at 170kts, back to managed with gear down and flaps full, and the A/TH holds the landing speed, which fluctuates. Thanks to this video we understand why now. It's strange to see it happening I'm not used to letting the auto throttle handle the approach for the final 5 nm, I normally have it myself by then
Thank you for the explanation! One question, how much do you manually adjust vapp in regards to gusts? Full gust up to a certain max or any other rule here?🤔
Thanks for the video and that explains why I am thrown away by the PMDG 777 auto throttle during final app. I am not sure if this is a MSFS thing or it is the same IRL, but the head wind drops off quite quickly at around minimum. What happens then is that, the airspeed drops, even under the yellow bar. The AT then kicks in applying like 85% N1 recovering the speed (and usually overcorrecting it) and also making the plane float. Then, the plane is not in trim wanting to pitch up, and I am also high for the approach... Any way of doing something against it?
Could this be why my approaches are always too high speed? I feel like I’m always rushing to slow the plane down despite following standard approach steps
Thank you for the great video. As a tower controller, it is really interesting to see how this plays out. A couple of questions: 1. Say the ATIS is calling the winds 270/12 as in your example. However, when you check on with Tower at a 6 mile final and they issue 270/25 or even 270/3, do you ever quick update the winds or just leave it be at that phase? If a gust was reported, would you insert the gust? 2. Say you are closing in on traffic ahead, can you command a speed lower than ground speed mini, but greater than vapp to try and account for the overtake? 3. Any chance of a comparison/contrast to how the approach/final speed theory is for the 737?
Hi, 1) You'd update the winds with those reported by ATC. The entire feature is based on the winds being as accurate as possible. Leave out the gust though as part of this feature is protecting you against becoming unstabilized by chasing the speed target with thrust changes if gusts hit you. 2) You can manually command a slower speed as long as it is above VLS. However Airbus does not recommend it. 3) Boeing recommends Vapp to be Vref+5 to Vref+15 and the actual adjustment is based on half the steady headwind component plus the full gust.
Love your stuff. As a fellow Airbus pilot I find interesting how different airlines do things. Cheers
Studied GS mini many times , now i have a perfect clear idea about this . Thanks alot and keep going 😊
I have not heard this information before, though I did suspect Airbus’s were doing something like this. Thank you for bringing this to our attention so clearly.
This is a great video. I had no idea about this function and have seen this happen a few times in the Fenix and assumed it was a bug haha. In those cases I changed to selected speed and reduced manually to VAPP. Now I know it was actually doing that by design.
I thought it was a bug and turned out it was a great feature and awesome explanation!
Just recently wondered about this on one of my flights and here is your video that explains it perfectly, thanks!
Thanks a lot for this! Noticed this the other day and made me wonder what was going on. Great vid!
Also a stunning video thx for explanation
Thanks for the info really interesting
Thank Emanuel , so interesting 👍
Would prefer the airbus function.
Found a bug - at 1:36 some of the ground spoilers are getting deployed, despite the active pause.
The whole idea of active pause is that it keeps all the systems running whilst freezing the aircraft position, so it will still react to the still changing active winds. Note this also means the Engines are still consuming fuel, so you can run out of fuel if you leave the plane in active pause and walk away.
What wind data should one enter in the fms when the wind is variable. Lets say vrb/03. Do you take the worst case scenario and enter a full 3 knot tailwind?
Thx for very interesting video, I’m glad the purple triangle is automatic 😅
Cool, thanks for sharing this info. Doesn't this not matter when ATC gives you speed vectors though? If they tell you to maintain 170kts until 5 DME, then youre not in managed mode, how often do you actually get to remain in managed mode with no ATC speed restrictions?
In the US unless you're at a smaller, less busy airport, ATC is usually giving speed commands on the decent and approach, and the plane rarely gets to stay in managed speed outside of climb and cruise
Speeds given by ATC are usually higher than the GSmini, so you would select 170kts (or whatever speed they give you) and once you pass e.g. the 5 miles, you set managed speed. Even if you want to add 5kts to Vapp for e.g. icing, you change the Vapp on the APPR page. However, there are some abnormals where you keep selected speed, e.g. Flap/Slat Problems (I hope I remember correctly, it's been 6 years I've flown A320fam)!
@@maakmaak9072 makes sense I tested this earlier and it works as you said, manual speed until 5 DME at 170kts, back to managed with gear down and flaps full, and the A/TH holds the landing speed, which fluctuates. Thanks to this video we understand why now.
It's strange to see it happening I'm not used to letting the auto throttle handle the approach for the final 5 nm, I normally have it myself by then
Thank you for the explanation! One question, how much do you manually adjust vapp in regards to gusts?
Full gust up to a certain max or any other rule here?🤔
Thanks for the video and that explains why I am thrown away by the PMDG 777 auto throttle during final app.
I am not sure if this is a MSFS thing or it is the same IRL, but the head wind drops off quite quickly at around minimum. What happens then is that, the airspeed drops, even under the yellow bar. The AT then kicks in applying like 85% N1 recovering the speed (and usually overcorrecting it) and also making the plane float. Then, the plane is not in trim wanting to pitch up, and I am also high for the approach...
Any way of doing something against it?
May I ask if boeing has a similar system if so, what is it called?
They call the system “fly Vref+15” 😅😂
Could this be why my approaches are always too high speed? I feel like I’m always rushing to slow the plane down despite following standard approach steps
No, normally it shouldn't. Provided the tower wind is entered correctly you should end up just fine on speed by the time you touch down.
Vpo = Vo’o + Vpo’
✈️✈️✈️
Thank you for the great video. As a tower controller, it is really interesting to see how this plays out.
A couple of questions:
1. Say the ATIS is calling the winds 270/12 as in your example. However, when you check on with Tower at a 6 mile final and they issue 270/25 or even 270/3, do you ever quick update the winds or just leave it be at that phase? If a gust was reported, would you insert the gust?
2. Say you are closing in on traffic ahead, can you command a speed lower than ground speed mini, but greater than vapp to try and account for the overtake?
3. Any chance of a comparison/contrast to how the approach/final speed theory is for the 737?
Hi,
1) You'd update the winds with those reported by ATC. The entire feature is based on the winds being as accurate as possible. Leave out the gust though as part of this feature is protecting you against becoming unstabilized by chasing the speed target with thrust changes if gusts hit you.
2) You can manually command a slower speed as long as it is above VLS. However Airbus does not recommend it.
3) Boeing recommends Vapp to be Vref+5 to Vref+15 and the actual adjustment is based on half the steady headwind component plus the full gust.
@@A330Driver Thank you very much for taking time to reply, I appreciate the information.