B737 Vertical Bearing Video#2 (High Speed App.)

CAUTION:
The videos in this channel provide a training information only to help you understand the behavior of the B737. They may not be used in actual flying.
Caution regarding the V/B:
-The use of V/B increases the workload a lot. So if you are not fully comfortable with the airplane you may want to observe the V/B for some time with A/P engaged in VNAV mode or after capturing the G/S, till it starts to make sense for you.
-While I have used the techniques I mentioned in this channel. It is important that you approach any new technique gradually and carefully. And most importantly comply with your company procedures and any civil aviation authority regulations in the airspace you fly in.
In this video will continue our discussion regarding the V/B.
We are simulating that we are coming for a straight in approach to RW 34R in OEDF. Still cruising at FL160 (the Transition level is FL150)
We start the demo at a V/B of 1.9 degrees to the RW. And then we intercept a V/B of 2.0 using V/S.
After that, we simulated how to intercept and maintain a V/B of 2.5 degrees.
The V/S indicated next to the V/B in the DES page in the CDU is used as an initial target for us to aim for when initially starting to adjust. After that, a scan for the FPA, V/B, and V/S should be monitored in the CDU. To maintain our target V/B.
The V/S indication is a very fine indication meaning before the V/B change you can anticipate the direction of the change and how fast or slow the change will happen by monitoring the V/S.
Once the airplane stabilizes you need to check the FPA and adjust your V/S accordingly.
Regarding the 2 and 2.5 degrees angles:
2.0 works perfectly with an indicated airspeed of 300knts. If we would assume that you will be doing a high-speed approach then you can maintain 300knts till 20nm from the RW slow down configure and intercept the G/S with no problems.
2.5 degrees works with an indicated airspeed of 250knts. And you can maintain this speed till 15nm from the RW and again slow down configure and intercept the G/S with no problems.
I appreciate your participation in sharing your knowledge and experience in the comments section. Or if you have any questions please let me know.

[@tristantriton8115]

Apparently an airbus pilot disliked this video. Great content.

[@ipw68]

I think I understand...🤔 I’ll watch again..Thanks though for these videos. These are so helpfull!!! (and I can review them over and over again)

[@AbdulmuatiAsiri37]

Thanks Inge,
Just one thing to remind you regarding the V/B is it can be used for the initial part of the approach as you get closer to the RW. Less than 1000ft AGL it is not accurate.
Thx for your kind words.
And let me know if you need help with any thing.
Abdul

[@ipw68]

Abdulmuati Asiri yes exactly! I was watching your video 9 and the example where you showed NOT to do it that way is exactly what happened two weeks ago during my training. My instructor didnt interfere and I had to do everything myself that training. And during the flight he was making notes about my flying..so he also told me not to follow the FD at the end but it still confuses me..or i think its rather the mental fear of letting go the instruments..but in this case i will have to..I have my training next weekend again and I want to do it well now..I will keep watching these clips a couple of time week..I also dont understand how my speed has come so high..Thanks so much for your help!!!😊👍🏼 I will try to remember what you said here above!

[@omarabdalla5626]

Hello captain thank you for you effort
I have 2 questions , first one , what is the factor of calculating the v/s to the waypoint is it lnav or what , this means that if i select hdg select on mcp then the v/s calculations based on what ? The second one on minute 5:35 the v/s was decreasing but the v/b was increasing what is the reason for this
Thanks in advance

[@AbdulmuatiAsiri37]

Hello Omar,
My apologies for the late reply.
V/S displayed in the Des page in the CDU is a direct line disregarding LNAV,,, Both the V/B reading and V/S are the information if you would to go direct to that point at that altitude. Keep in mind the V/S is the sink rate needed to maintain that specific V/B.
Hope that makes sense, let me know should you need more information,
Regarding the second portion of your question,,, you know what I am confused about as well, I will monitor it in the airplane next time and will update my answer here.
All the best,
Abdul

[@omarabdalla5626]

@@AbdulmuatiAsiri37 thank you captain for your answer

[@servetbay8083]

Hi Cpt. This is the best informative TH-cam Channel regarding 737. Thanks a lot for the videos.
If you don’t mind I have couple of questions.
1- In the fmc descent page adviced V/S , is it calculated based
on target speed or actual speed?
2- if we have an actual speed of 300 and tgt speed 270, is adviced v/s decrease or increase?
3- according to what angle do we arrange v/b?, ils glide path angle, or something else?

[@AbdulmuatiAsiri37]

Hello Servet Bay,
Thank you so much for your kind words.
To answer your questions:
1- The V/S is advisory to maintain the V/B to the point in the line above at that altitude. That V/S will usually give you a FPA that is very close to the current V/B.
2- If you are going to descend at a higher speed than the original profile, you will be descending with a higher V/S. If however, you started your defend at the original profile you might want to reduce V/S initially as 300 profile is going to be steeper. so initially you might need to reduce the V/S but then definitely you will increase it if you want to maintain an idle descend profile.
3- If you are talking about using V/B in the terminal area:
a- Straight in approach, fully configured you want a V/B between 2.8(min) to 3.3 (max)
b- speed 250 (not yet configured) V/B max 2.5
c- High-speed approach 300knts, V/B max 2.0
these angles will give you enough room to be able to slow down configure and intercept the G/S with no problems, with that said remember V/B need a lot of practice so be very conservative at the beginning and give yourself plenty of room.
Hope I answered your questions, let me know if you have any other questions.
All the best
Abdul

[@juandowner9070]

Thanks for good video cpt. And i just winder where i could find v/b bearing video #1?
Thanks!

[@AbdulmuatiAsiri37]

Hello Juan,
Thank you for the message and your kind words.
Unfortunately video1 was deleted by mistake and and I did not have a backup, I will make it and upload it again in the near future.
Abdul

[@sinicodaniel]

Hi captain, let me ask a question fuel saving wise, please.
Comparing to LVL CHG mode, is the V/B mode more or less fuel saving?
What are your thoughts based on your own experience, please?

[@AbdulmuatiAsiri37]

The V/B is just an indication to be used. Just so you can gauge how high or low the airplane in reference to a waypoint or the RW.
The decent modes are LVL CHG, V/S, and VNAV.
Hope that answer your question. Please let me know if you have any other questions or comments.
Thanks a lot.
Abdul

[@sinicodaniel]

@@AbdulmuatiAsiri37 Ok thanks for the answer!