Very nice tutorial as always :) I'll try to give some insight on the GBAS approach as I remember from my ATPL theory studys. Normal GNSS guidance isn't precise enough for precision approaches since the satellite signals are suffering from ionospheric delays, multipath reception errors and also other factors. The ground based augemantion system (GBAS) which is installed on the ground close to or at the airport "knows" its own exact position (in terms of coordinates) since it is stationary on the ground. It also receives the GNSS signals (just like the aircraft) and thus can compare the calculated position from the GNSS with its known exact position. Thus it is able to calculate the GNSS position error in the vicinity (which again is caused by various factors like ionospheric delays which vary with time). The position error is then being sent to the aircraft which uses this information to greatly improve the GNSS accuracy and allowing for precision approaches. So the GBAS station actually doesn't send any real guidance to the aircraft (like an ILS would) but rather correction signals regarding the GNSS accuracy which I think is really cool :) Hope it makes sense and keep up the awesome work!
Great stuff as always. Your tutorials have become so polished as you have gained experience in the IT and presentation areas. (They were great when you first started!). Maybe it’s time to consider pulling all tutorials into a bespoke series for the B737 (as some have done for other types). It would provide an ready reference for all aspects. Be more than happy to pay for such a product. Lockdown here for a while longer, sadly.
@@andresm968 I was actually reviewing all the charts tonights and realized that was a parsing error in my script. There are no GLS approaches at KGLS unfortunately.
Thank you! That's exactly what I was looking for yesterday trying to perform GLS approach in URSS.. But I did not find where to put in the configuration, glide slope did not appear, so I had to land visually. Just needed to enable multimode receiver. Your tutorial has opened my eyes, thanks!
Once again a great tutorial!!! Just an idea for the next one maybe RNAV on A300?? It is much more complicated than on 737 or a320, quite a lot of fun actually if you are doing it right, would really appreciate some of your guidance :)
Great suggestion! For the A300 you want to be selecting V/S as the pitch mode and NAV for lateral guidance, you need to make sure you're using LNAV minima. FD2S
Another great tutorial as usual! Thanks boss heheboiii Edit: In order to do this approach, you need to have a multi-mode receiver. Me: Dear PMDG, you failed😂
6:38 What does the green circle on the ND mean? I've see seen multiple times in your videos, but I still don't know what it means and how to activate them... Thanks for the Tutorial mate!
Hi Major, Those are fix rings which you enter in the FIX page of the FMC, we use them to increase our situational awareness and we have company specific SOP's regarding its use., this one is based off the landing runway (RW27) X1 x3 Altitude Ring. We multiply our CRZ by x3. E.g. If cruising at FL370 we'd have a 111nn ring, this roughly will correspond with TOD X1 10nm ring. The latest point at which we can select Flap 1 X1 4 or 5nm ring. The point at which we select Gear Down, Flap15. FD2S
Morning. Could you please explain (maybe as a video) why a certain chart is chosen for an approach over another. It's difficult choosing between X,Y,Z, RNP, GLS, NDB, and probably others I have missed. Flying TNCM/MDPC/TNCM I'm spoilt for choice.
Apparently the general rule is Z is used most commonly but if the direction you are approaching from isn’t supported by that chart than you’ll go off the one that does
Great video, just one question is it ok to intercept the glide path below the FAP altitude? I understand that in this case under radar control and above MSA obstacle clearance is not an issue but procedure wise is it ok? Thank you for those very educational tutorials, keep up the great work.
Hi Manuel! Well spotted and you're absolutely right, if flying procedurally you cannot descend below 3000ft until passing ROGBO, under radar vectors ATC could vector you to a shorter final and descend you below the FAF under radar control. FD2S
@@flightdeck2sim Thank you for the explanation, it is always better when you have operational experience to share and add to your knowledge. As a student pilot I can say that by sharing your experience you are really helping us the future generation to make a smoother transition to the field, great content👌🏻
In general, this method of landing is no different from a manual approach. You simply fly the course entered in the flight plan, and when you reach the glide path, maintain the required altitude and speed, and then approach in full manual mode. The GLS is here as a distraction and has nothing to do with it. In Zibo, the GLS approach was implemented extremely poorly.
Cool. For some reason I've always thought that a GLS approach was just a 'subcategory' of an RNP approach, but I see that in Bremen there is actually a separate chart for that. Now at some airports there is no published GLS chart, but there is an option to tune an EGNOS channel during an RNP approach (e.g. CH 41194 for RWY27 in Bremen, which is different to the GLS one). Is there any difference in terms of PFD indication/guidance and would you still arm the APP mode in such case or use the LNAV/VNAV mode as usual?
Hi Ondřej! EGNOS is associated with RNP Approaches which use LPV minima. That system improves the accuracy and reliability of GPS information by correcting any signal errors from GPS using a Satellite Based Augmentation System (SBAS) and you use the MMR to tune. This approach in this tutorial is a GLS approach which uses a Ground Based Augmentation System (GBAS) which is accurate enough to provide a precision approach, again you use the MMR to tune. At my operator we don't have approval to fly RNAV approaches with LPV minima but we can fly the same RNAV approach using LNAV or LNAV/VNAV minima. With regards to arming APP on an RNAV approach this is for aircraft fitted with the IAN (Integrated Approach Navigation) mode, our fleet are not fitted with this option. You can arm APP I believe in this case the PFD will annunciate G/P (glide path) instead of G/S (glide slope). Flying IAN requires proper equipment and approval. FD2S
I flew the RNAV for 35 into Porto yesterday and noticed a similar but much higher 5 digit number-92423-labeled EGNOS; I tuned it but used LNAV/VNAV like a regular RNP; could I I have used it with final app since it was tuned, making it akin to a GLS? If not, what would be the purpose of tuning it into an MMR?
That would probably be to get LPV (Localiser Precision with Vertical guidance) minimums. If you look at the minimums on the chart if there chart has a 5 digit WAAS code then you can use that and you can get a lower minimums as it’s using satellite based correction data. That’s still not a precision approach though and I don’t know too much about the difference between LNAV/VNAV minima and LPV
Hi Lauren! EGNOS is associated with RNP Approaches which use LPV minima. This system improves the accuracy and reliability of GPS information by correcting any signal errors from GPS using a Satellite Based Augmentation System (SBAS) and you use the MMR to tune. This approach in this tutorial is a GLS approach which uses a Ground Based Augmentation System (GBAS) which is accurate enough to provide a precision approach, again you use the MMR to tune. At my operator we don't have approval to fly RNAV approaches with LPV minima but we can fly the same RNAV approach using LNAV or LNAV/VNAV minima. FD2S
@@flightdeck2sim u sure it’s 105.00 lateral field of view cause I tried to get the same camera view and it’s really stretched out and it doesn’t look the same as urs
Hi Samuel, the approach in this tutorial is a GLS approach which uses a Ground Based Augmentation System (GBAS) which is accurate enough to provide a precision approach, you use the MMR to tune. You use APP to fly and to the pilots it appears as a normal ILS BARO VNAV (VNAV) is used to fly RNP approaches to LNAV and VNAV minima, you use VNAV. RNP Approaches can also use LPV minima. To fly to LPV minima the aircraft must be fitted with the IAN (Integrated Approach Navigation) mode, our fleet are not fitted with this option. You can then arm APP and the PFD will annunciate G/P (glide path) instead of G/S (glide slope). Flying IAN requires proper equipment and approval. FD2S
@@flightdeck2sim thats all I understand but LPV you can fly without temperature limitation(such as in LNAV/VNAV..is that mean your IAN GP is GPS SBAS corrected nolonger relay on your uncompensated barometric setting ?
Hi Beau EGNOS is associated with RNP Approaches which use LPV minima. This system improves the accuracy and reliability of GPS information by correcting any signal errors from GPS using a Satellite Based Augmentation System (SBAS) and you use the MMR to tune. This approach in this tutorial is a GLS approach which uses a Ground Based Augmentation System (GBAS) which is accurate enough to provide a precision approach, again you use the MMR to tune. FD2S
Very nice tutorial as always :)
I'll try to give some insight on the GBAS approach as I remember from my ATPL theory studys. Normal GNSS guidance isn't precise enough for precision approaches since the satellite signals are suffering from ionospheric delays, multipath reception errors and also other factors. The ground based augemantion system (GBAS) which is installed on the ground close to or at the airport "knows" its own exact position (in terms of coordinates) since it is stationary on the ground. It also receives the GNSS signals (just like the aircraft) and thus can compare the calculated position from the GNSS with its known exact position. Thus it is able to calculate the GNSS position error in the vicinity (which again is caused by various factors like ionospheric delays which vary with time). The position error is then being sent to the aircraft which uses this information to greatly improve the GNSS accuracy and allowing for precision approaches. So the GBAS station actually doesn't send any real guidance to the aircraft (like an ILS would) but rather correction signals regarding the GNSS accuracy which I think is really cool :)
Hope it makes sense and keep up the awesome work!
Very nice Fabi! We didn't even cover the topic when I studied for my ATPL theory all those years ago, we were still being taught LORAN-C!
FD2S
@@flightdeck2sim that would be i teresting never seen a Loran in action...
Maybe before the IRSs invention, in boeing 707 and DC8 they used it
Had no idea GLS approaches was a thing. Thank you captain.....even though this goes over my head.
Butter immortalized in a tutorial ... superb!
Forgot to turn the darn thing off haha!
Yeah you forgot 🤣 just wanted us to watch it 4e 😩
Really glad you haven t stopped doing tutorial style
videos
Very good information captain, I have an idea! How about an April 1st airbus tutorial? Haha.
These tutorials are superb!! Thanks for another great one captain!
Nice landing. Thanks for the tutorial, captain. May the butter be with you.
Nice tutorial Captain.
Also the butter is in tutorial which make this more interesting. :)
Thank you, very informative as always. Your tutorials are so useful! :)
Wish this was posted last week.. had my RNAV exam on Monday just gone!
Thank you captain for this interesting video. I had no idea about this procedure. Always watching you streams. See ya!
Captain, what about RNAV (gps) where we find WAAS Ch 90123 W-33A is it something similar? (this is the case for KDCA rwy 33)
Great stuff as always. Your tutorials have become so polished as you have gained experience in the IT and presentation areas. (They were great when you first started!). Maybe it’s time to consider pulling all tutorials into a bespoke series for the B737 (as some have done for other types). It would provide an ready reference for all aspects. Be more than happy to pay for such a product. Lockdown here for a while longer, sadly.
If you would like to practice a GLS approach the airports with GLS approaches as of AIRAC 2013 are as follows sorted in order of least (1 GLS approach) to most (12 GLS approaches): UHPP, UIAA, URMN, UUDL, UUMO, ENBN, ENLK, ENMS, ENSH, ENSK, LSZH, UEEE, UHMM, UHMP, UHSI, UHSM, UHSN, UIBB, UIII, UIUU, ULAA, ULAM, ULMK, ULMM, ULOO, ULPB, UMKK, UNBB, UNEE, UNKL, UNKY, UNTT, UNWW, UOOO, UOTT, URKA, URKK, URMG, URML, URMM, URMO, URMS, URMT, URRP, URSS, URWI, URWW, USCC, USCM, USDA, USDB, USDD, USHH, USII, USNN, USPP, USRO, USUU, UUBC, UUDD, UUOB, UUOL, UUOO, UUYH, UUYS, UUYW, UUYY, UWGG, UWKD, UWKE, UWKJ, UWLL, UWOO, UWOR, UWPP, UWSG, ENBL, ENBS, ENBV, ENHF, ENHK, ENMH, ENNM, ENRM, ENRS, ENSS, ENST, ENVD, LEMG, RJTT, UHHH, ULLI, USSS, USTR, UUWW, UWUU, UWWW, EDDW, MDPC, YMML, KEWR, UUEE, YSSY, KGLS, KIAH, and EDDF.
KGLS LOL
@@andresm968 I was actually reviewing all the charts tonights and realized that was a parsing error in my script. There are no GLS approaches at KGLS unfortunately.
@@coopermorris1778 Most of these are in Russia. Mmmh interesting 🤔
Oh no problem I just found funny the fact KGLS had GLS approach 😅 thank you
Glad that my country’s airport supports GLS (MPDC).
Always wondered what that Ch 21168 meant and how to use it.
Well done with the butter, as always 😂
Fantastic tutorial as always captain! And nice bit of butter too!
Thank you! That's exactly what I was looking for yesterday trying to perform GLS approach in URSS.. But I did not find where to put in the configuration, glide slope did not appear, so I had to land visually. Just needed to enable multimode receiver. Your tutorial has opened my eyes, thanks!
Love it mate! Love it, that's what I'm talking about, your former glory ;)
Great Tutorial, Thank you. Regards from Germany
You are welcome!
FD2S
great tutorial as usual ! Thank you so much Capt!
Once again a great tutorial!!! Just an idea for the next one maybe RNAV on A300?? It is much more complicated than on 737 or a320, quite a lot of fun actually if you are doing it right, would really appreciate some of your guidance :)
Great suggestion! For the A300 you want to be selecting V/S as the pitch mode and NAV for lateral guidance, you need to make sure you're using LNAV minima.
FD2S
Fantastic!!! Thanks again FD2S
Another great tutorial as usual! Thanks boss heheboiii
Edit: In order to do this approach, you need to have a multi-mode receiver.
Me: Dear PMDG, you failed😂
Hi Boss, never Heard of a gls approach. Thanks for the clear clarification! And again a nice Butter!! 😊 Haha you forgot to turn it off yes? 👍
Thanks for this very nice video and information greetings from Germany.
Awesome tut once again! ❤️
Next please IGS approach setup.
Please! Sion has a cool one.
Superb!
Thank you!
Amazimg video and turorial. I like your kind of turorials and videos very much! Since when has the feature of GLS/GBAS been implemented in Zibo Mod?
For some time now
6:38 What does the green circle on the ND mean? I've see seen multiple times in your videos, but I still don't know what it means and how to activate them... Thanks for the Tutorial mate!
Hi Major,
Those are fix rings which you enter in the FIX page of the FMC, we use them to increase our situational awareness and we have company specific SOP's regarding its use., this one is based off the landing runway (RW27)
X1 x3 Altitude Ring. We multiply our CRZ by x3. E.g. If cruising at FL370 we'd have a 111nn ring, this roughly will correspond with TOD
X1 10nm ring. The latest point at which we can select Flap 1
X1 4 or 5nm ring. The point at which we select Gear Down, Flap15.
FD2S
Great stuff... thanks.
Glad you enjoyed it
great tutorial! thank you! I missed them quite a bit, but how is it possible that in the GLS you have the ILS markers notifications?
Thank Miguel! Have a Kirsten to 1:45
The indications for a GLS approach are designed to be exactly the same as an ILS.
FD2S
@@flightdeck2sim My apologies, i understood it was meant for APP dada(rwy, app, course, distance) GS and lateral guidance
Hello FD2S! Could you please explain what would you make you choose between a VNAV PTH or VNAV SPD Descent? Thanks!!
what updated version of the zibo makes the landing perf work ?
Same question
Morning. Could you please explain (maybe as a video) why a certain chart is chosen for an approach over another. It's difficult choosing between X,Y,Z, RNP, GLS, NDB, and probably others I have missed. Flying TNCM/MDPC/TNCM I'm spoilt for choice.
Apparently the general rule is Z is used most commonly but if the direction you are approaching from isn’t supported by that chart than you’ll go off the one that does
Great video, just one question is it ok to intercept the glide path below the FAP altitude?
I understand that in this case under radar control and above MSA obstacle clearance is not an issue but procedure wise is it ok?
Thank you for those very educational tutorials, keep up the great work.
Hi Manuel!
Well spotted and you're absolutely right, if flying procedurally you cannot descend below 3000ft until passing ROGBO, under radar vectors ATC could vector you to a shorter final and descend you below the FAF under radar control.
FD2S
@@flightdeck2sim Thank you for the explanation, it is always better when you have operational experience to share and add to your knowledge.
As a student pilot I can say that by sharing your experience you are really helping us the future generation to make a smoother transition to the field, great content👌🏻
In general, this method of landing is no different from a manual approach. You simply fly the course entered in the flight plan, and when you reach the glide path, maintain the required altitude and speed, and then approach in full manual mode. The GLS is here as a distraction and has nothing to do with it. In Zibo, the GLS approach was implemented extremely poorly.
Cool. For some reason I've always thought that a GLS approach was just a 'subcategory' of an RNP approach, but I see that in Bremen there is actually a separate chart for that. Now at some airports there is no published GLS chart, but there is an option to tune an EGNOS channel during an RNP approach (e.g. CH 41194 for RWY27 in Bremen, which is different to the GLS one). Is there any difference in terms of PFD indication/guidance and would you still arm the APP mode in such case or use the LNAV/VNAV mode as usual?
Hi Ondřej!
EGNOS is associated with RNP Approaches which use LPV minima. That system improves the accuracy and reliability of GPS information by correcting any signal errors from GPS using a Satellite Based Augmentation System (SBAS) and you use the MMR to tune.
This approach in this tutorial is a GLS approach which uses a Ground Based Augmentation System (GBAS) which is accurate enough to provide a precision approach, again you use the MMR to tune.
At my operator we don't have approval to fly RNAV approaches with LPV minima but we can fly the same RNAV approach using LNAV or LNAV/VNAV minima.
With regards to arming APP on an RNAV approach this is for aircraft fitted with the IAN (Integrated Approach Navigation) mode, our fleet are not fitted with this option. You can arm APP I believe in this case the PFD will annunciate G/P (glide path) instead of G/S (glide slope). Flying IAN requires proper equipment and approval.
FD2S
@@flightdeck2sim Such a detailed answer, thank you so much!
I flew the RNAV for 35 into Porto yesterday and noticed a similar but much higher 5 digit number-92423-labeled EGNOS; I tuned it but used LNAV/VNAV like a regular RNP; could I I have used it with final app since it was tuned, making it akin to a GLS? If not, what would be the purpose of tuning it into an MMR?
That would probably be to get LPV (Localiser Precision with Vertical guidance) minimums. If you look at the minimums on the chart if there chart has a 5 digit WAAS code then you can use that and you can get a lower minimums as it’s using satellite based correction data. That’s still not a precision approach though and I don’t know too much about the difference between LNAV/VNAV minima and LPV
Hi Lauren!
EGNOS is associated with RNP Approaches which use LPV minima. This system improves the accuracy and reliability of GPS information by correcting any signal errors from GPS using a Satellite Based Augmentation System (SBAS) and you use the MMR to tune.
This approach in this tutorial is a GLS approach which uses a Ground Based Augmentation System (GBAS) which is accurate enough to provide a precision approach, again you use the MMR to tune.
At my operator we don't have approval to fly RNAV approaches with LPV minima but we can fly the same RNAV approach using LNAV or LNAV/VNAV minima.
FD2S
Try recording a full landing and then voice overing it and pausing it it would be better I think if you don't do it already 😂
interesting...
Great vid, what’s ur camera field of view is it like 78.00 in settings
He said 105 in his 'DIVERSION to Vilnius!' video
@@maffie587 CORRECT!
@@flightdeck2sim u sure it’s 105.00 lateral field of view cause I tried to get the same camera view and it’s really stretched out and it doesn’t look the same as urs
can you do LPV in any aircraft in sims
GLS equiped 737 is using BARO VNAV ? I m asking because in real life I have never flown GLS(always LNAV/VNAV)
Hi Samuel, the approach in this tutorial is a GLS approach which uses a Ground Based Augmentation System (GBAS) which is accurate enough to provide a precision approach, you use the MMR to tune. You use APP to fly and to the pilots it appears as a normal ILS
BARO VNAV (VNAV) is used to fly RNP approaches to LNAV and VNAV minima, you use VNAV.
RNP Approaches can also use LPV minima. To fly to LPV minima the aircraft must be fitted with the IAN (Integrated Approach Navigation) mode, our fleet are not fitted with this option. You can then arm APP and the PFD will annunciate G/P (glide path) instead of G/S (glide slope). Flying IAN requires proper equipment and approval.
FD2S
@@flightdeck2sim thats all I understand but LPV you can fly without temperature limitation(such as in LNAV/VNAV..is that mean your IAN GP is GPS SBAS corrected nolonger relay on your uncompensated barometric setting ?
Is this the same as EGNOS that is used at some airports? e.g. EBBR(Brussels) uses EGNOS on RWY 25R
Hi Beau
EGNOS is associated with RNP Approaches which use LPV minima. This system improves the accuracy and reliability of GPS information by correcting any signal errors from GPS using a Satellite Based Augmentation System (SBAS) and you use the MMR to tune.
This approach in this tutorial is a GLS approach which uses a Ground Based Augmentation System (GBAS) which is accurate enough to provide a precision approach, again you use the MMR to tune.
FD2S
@@flightdeck2sim okay thanks for clearing that up
:)
What ortho ZL were you using in this video?
17!
PMDG can’t even do this!
wow 1st
Oh behave ;)
Pliss SUBTITLE INDONESIA 🙏🙏
google translate!
Awesome tut once again! ❤️