More of these type of videos. Its easier to digest these obscure bits of information in short videos than a one hour tutorial on take-offs as things happen so quickly to fully comprehend and you get overwhelmed with the procedures.
Thank you for this! I fly in iran which is mountainous country and there are lots of altitude limitations for climbs so I have been using this often! I normally select the speed slightly higher than the clean flap speed 🙏
Pre selected airspeed is dead useful to make close in altitude constraints or comply with short term speed limits, beneath a class B shelf for example. Once meeting your constraint or when the speed limit no longer applies, just push speed. The more you can set in advance of takeoff, the better.
Thanks for the video. This is where I digress and like the 737 fmc better. Because it has more climb options such as max rate, max time etc.. I use it often in the 737 because typically in the USA there are not the restrictions on the climb out SID's as there are in Europe and airlines prefer to get higher faster to conserve fuel and then speed up. But I am learning more about the airbus. Usually I manually manage the speed in the climb to maximize everything the way I feel it should be due to previous experience as a passenger. The airbus 320 is definitely doesnt have the climb rate capability of the 737 especially if she is heavy.. But overall its still a good experience in the Airbus also. There's pros and cons to both but I like them both..
Je n'ai pas pigé un brock de votre baratin ! Ceci dit, votre vidéo est si bien faite que je crois en avoir saisi le principe. Dès que possible, j'essayerai de pré-sélecter la vitesse de montée. Merci.
Great tutorials! I'm a Boeing guy who took the plunge when Fenix released the whole family. Seems like you're doing a LOT of takeoffs with the packs off. Is that more normal in the Airbus family? Or is it a European thing? It's also strange to me you're not running the APU to pressurize the cabin. And still departing with a Flex temp set...
Hello Emanuel, thank you for the explanations! 1) Do you know which operators use the green dot speed? 2) You said that some operators use 220 knots. I asume that RYR "could" be one of the operators. Do you know which operators use 220 knots? 3) Are there any other speeds which might be selected instead of green dot speed or 220 knots? 4) If you are in a 737NG, would you enter greendot speed (clean speed) under speed restriction until 5000ft and then 250/10000 under speed transition?
Once again, many thanks for another very enlightening tutorial ... just put what you taught me today into practice and it went like a dream... smashing that 'Like' button and looking forward to the next one :)
Very useful information, thank you. Can the same thing be applied to the descent phase to limit the speed? I always have a hard time managing energy coming back down.
I see no need for that, you can fly Selected speed if needed. For climb this feature is useful as otherwise you'd need to dial manually after reaching accel alt - with this feature the Selected speed is selected automatically. Why you have hard time managing energy? If you fly managed descent from FMS computed T/D you should be fine. Problems may occur if you do a shortcut while already in descent, or ATC delays your descent etc... then indeed increasing speed can help to get back to profile, and speedbrakes can be used if still not enough.
Beginners question - is there an equivalent use during descent/approach? Thank you for another informative tutorial about a feature I did not even know existed.
Nah, just pull speed and select the speed you want. Activate the approach phase, then push speed to manage airspeed for the approach when the selected speed no longer applies.
cool feature always wonderd how it's done thx alot, btw is there a way to control VS climp rate in manged mode some times it reach 5000 ft per sec is alot is there a away to for example to make it not go higher then 3000ft, other then doing it manual ofc
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More of these type of videos. Its easier to digest these obscure bits of information in short videos than a one hour tutorial on take-offs as things happen so quickly to fully comprehend and you get overwhelmed with the procedures.
Coming up!
Thank you for this! I fly in iran which is mountainous country and there are lots of altitude limitations for climbs so I have been using this often! I normally select the speed slightly higher than the clean flap speed 🙏
Been wanting to know how to limit speed like this for ages - thank you. :)
I never learned infinity flight VOR but I did learn RFS autopilot. That's why I'm watching this.
Pre selected airspeed is dead useful to make close in altitude constraints or comply with short term speed limits, beneath a class B shelf for example. Once meeting your constraint or when the speed limit no longer applies, just push speed. The more you can set in advance of takeoff, the better.
Love these short tutorials. Keep them coming !!
Thank you, I'm always learning and your vids are a big help...👍
That's new knowledge for me!
Thank you for all that you contribute. I always learn a lot.
Great informative video, thank you
Thanks another really interesting video. Personally I think I'd be a bit grumpy if GA aircraft got in the way of a published STAR or SID!
Thank you! Why would you get grumpy though? It’s a normal part of ATCs day to day job.
Thanks for the video. This is where I digress and like the 737 fmc better. Because it has more climb options such as max rate, max time etc.. I use it often in the 737 because typically in the USA there are not the restrictions on the climb out SID's as there are in Europe and airlines prefer to get higher faster to conserve fuel and then speed up. But I am learning more about the airbus. Usually I manually manage the speed in the climb to maximize everything the way I feel it should be due to previous experience as a passenger. The airbus 320 is definitely doesnt have the climb rate capability of the 737 especially if she is heavy.. But overall its still a good experience in the Airbus also. There's pros and cons to both but I like them both..
Excellent, thanks for more time to you.
Thank you!
My guy keep it up ✈️
Indeed noice! Never used it before..
Je n'ai pas pigé un brock de votre baratin ! Ceci dit, votre vidéo est si bien faite que je crois en avoir saisi le principe. Dès que possible, j'essayerai de pré-sélecter la vitesse de montée. Merci.
Amazing thank you. Why do you switch both the chrono and elapsed timer on? Why not just one?
Great tutorials! I'm a Boeing guy who took the plunge when Fenix released the whole family. Seems like you're doing a LOT of takeoffs with the packs off. Is that more normal in the Airbus family? Or is it a European thing? It's also strange to me you're not running the APU to pressurize the cabin. And still departing with a Flex temp set...
Thank you! Packs OFF is basically standard in Airbus world.
@@A330Driver Unpressurized?! Wow... I'll check my company's manuals, but it would really surprise me if we did that over here...
Interesting...thanks
Thanks,thanks..Thanks..🛫✈️🛫
Hello Emanuel, thank you for the explanations!
1)
Do you know which operators use the green dot speed?
2)
You said that some operators use 220 knots. I asume that RYR "could" be one of the operators.
Do you know which operators use 220 knots?
3)
Are there any other speeds which might be selected instead of green dot speed or 220 knots?
4)
If you are in a 737NG, would you enter greendot speed (clean speed) under speed restriction until 5000ft and then 250/10000 under speed transition?
Once again, many thanks for another very enlightening tutorial ... just put what you taught me today into practice and it went like a dream... smashing that 'Like' button and looking forward to the next one :)
Thank you very much!
Out of curiosity, is it a bug ther the SPEED SEL line "overflows" into the vertical FMA or does the real deal do that too? Great tutorial as always! 👍
Very useful information, thank you. Can the same thing be applied to the descent phase to limit the speed? I always have a hard time managing energy coming back down.
I see no need for that, you can fly Selected speed if needed. For climb this feature is useful as otherwise you'd need to dial manually after reaching accel alt - with this feature the Selected speed is selected automatically. Why you have hard time managing energy? If you fly managed descent from FMS computed T/D you should be fine. Problems may occur if you do a shortcut while already in descent, or ATC delays your descent etc... then indeed increasing speed can help to get back to profile, and speedbrakes can be used if still not enough.
Beginners question - is there an equivalent use during descent/approach? Thank you for another informative tutorial about a feature I did not even know existed.
Nah, just pull speed and select the speed you want. Activate the approach phase, then push speed to manage airspeed for the approach when the selected speed no longer applies.
no more 4k :( ?
cool feature always wonderd how it's done thx alot, btw is there a way to control VS climp rate in manged mode some times it reach 5000 ft per sec is alot is there a away to for example to make it not go higher then 3000ft, other then doing it manual ofc
👍