These last three videos covering high on profile recovery, intercepting the GS from above, and when to abort and go-around/stable approaches have covered everything I've been looking for recently. Feel way more confident going into my next few flights now and putting some of this knowledge and techniques to use. Thanks Emanuel!
Thank you so much for the support Steve, I am glad you liked them! There will be some more coming, but please let me know if there are other topics you feel should be covered!
The amount of knowledge and information you spread for free is mind-blowing. I can tell by the way you talk that you genuinely enjoy what you do. I fly Airbus, but I watch you all the time to prepare for when I actually buy PMDG!
So nice of you! Some people indeed asked me why I didn't just go ahead and create a paid program like some others did in the past, but well... I do this to help simmers primarily and not to earn money with it.
And that my friends, is the clear difference between an actual pilot and a simmer like myself. The guy is ahead of plane, knows exactly what the plane will do in the next minute. I would be chasing the altitude likely desperate :) Great video.
Your tutorial helped me improve me with ILS approaches. In crowded airspaces, managing descent has always been challenging especially with ATC and VNAV. I've been tinkering and found that your video really helps me better understand energy management and staying on profile especially with the B738. Thanks!
I've been doing this at flaps 1-2, I didn't know you could go all the way out to flaps 5 or even 10 on descent! Thanks for making this video. Extremely useful information.
Incredibly helpful!!! Being able to see the instruments as you manipulate the FMC and MCP while you talk through the process makes the options very clear. Thank you so much for sharing you knowledge with sim pilots!
Wow! I can't tell you how many times I've ended up high on profile for various reasons and white knuckle it with VS. What I learned is, if there are altitude restrictions, be proactive with VNAV and Always set the lower altitude in the FMC. Thanks for sharing these techniques.
This was just what I needed to elevate my understanding of the techniques required when flying and getting it wrong in the airliners using autopilot. I have only flown the Airbuses using Profiles (with very limited understanding), but I bought the PDMG 737 and am really looking forward to starting with that at a higher level of understanding very soon.. Thanks again!
In my 25+ yrs of simming, I've never flown the 737. Airbus a few times. You may agree, an irplane is an airplane. However, the concepts and experiences you described on your videos, have being very valuable to me. Thank you Emmanuel for the effort and professionalism demonstrated over and over again on your videos and thank you for sharing your knowledge and expertise. Best regards.
Absolutely right @Art A, an airplane is an airplane. While my videos are mostly designed for the 737 they will probably work with most other aircraft as well. I'm not giving gurantees though, as I'm not typed in other aircraft (yet).
I'm happy you liked it Grinning Llama! ATC software is indeed quite a pain in flight simulation, I just can't find *any* good one. Thus I rather fly without any FS ATC at all if there are no controllers online on VATSIM, than using any of the software currently available.
Very good video. I was always so unprofessional and just used the speedbrake. I never played around with the descent speed, but that seems very efficient. Thanks for this insight.
Using the speedbrake will just kill energy. Energy that you have previously already invested (aka fuel that you burned to stay higher for longer - whatever the reason for that was). There's just more efficient ways to use that energy, such as converting the potential energy you already have (aka altitude) into kinetic energy (aka speed).
your videos are just incredible. my brain cannot keep up with your astounding level of knowledge, so i end up watching these repeatedly. 😂. i wish i could do this for real instead of just in a sim!
Excellent tutorial! Would like to see some FMC tips & tricks, things you can enter in the scratchpad that will help you in the legs page etc. Would that be an idea? Loved the video and looking forward to more content!
Hi William, that's something I still plant do some day, but flightdeck2sim beat me to it and I don't want to release a video with pretty much the same topic so close to his.
Nice video 👏🏻 Reminds me how ineffective the 737 speedbrakes are ! I dont have to fiddle too much with the flaps to get down in close with the plane I fly now.
Probably primarily in livestreams, people are much more interested to see those full flights live than getting a video with a prerecording in the aftermath.
Absolutely nice that you have time to explain all this to us although you have a probably time consuming job. Thanks!!! Do you play in 4k or 2k if you use tobi?
Using V/S at 21:00 causes you to exceed your ATC speed restriction. It’s not a good method. SPD INTV (Also protects you from blowing procedure altitudes) or LVL CHG with spd brake is your only real solution in that case. Again only because you were given an ATC restriction in your scenario. Also V/S is a very tricky mode since you could easily over speed because it ONLY follows V/S and your speed will increase (or decrease) regardless. Well explained video none the less. Have you thought of applying to the training department at your airline? - Cdn 737 Line training Capt. / Initial training instructor
It's a minor exceedance that I'd consider acceptable for the scenario. At least that's how 99% of the guys I'm flying with would handle it. I've never had an issue with ATC complaining in such a scenario as well. Of course - if you see someone on your TCAS 3NM in front you might recosider doing it or not. Thanks! I've considered it, but decided against it as it would come with too many other changes in the way of life.
I guess I’m not understanding it. If I increase my VNAV PTH tgt speed does my top of descent get steeper? It’s basically the same thing as engaging LVL CHG and then increasing the speed on the MCP right? It seems to me though that if you overshot your T/D and wanted to maintain a descent of 500fpm as to not disturb the passengers then you would have to slow down the speed on the MCP and engage V/S to 500fpm.
How do you get the green circles? Do the different liveries that come with each PMDG plane also have different modifications? Why are you not using vnav/lnav?
@737NG Driver 17:27 "we'll take manual speed restriction from ATC of 250knots" 21:31 IAS 280, There is no more speed restriction? (; 21:50 IAS 285 Wouldn't you get the same result with the LVL CHG and the speed set to 280 or 285 and then setting the speed back to 250? Is this a bad technique or just different? Is one better than the other? I use V/S to limit the rate of descent/climb. I don't like using V/S to increase the rate of descent/climb because I lose control of my speed...
Deleting that restriction serves to show you how much of a difference the speed reduction slightly later makes to your profile. It shows you how much extra drag you have at that higher speed. If you used LVL CHG your VNAV path will not get updated. You can do that on a short term, but you won't know where on your profile you will now be as your VNAV path is still based on the drag from a different speed.
@@A330Driver Thank you for your answer. That's really interesting. (: So, based on what speed is the VNAV path calculated when I have active LVL CHG, and based on what speed when I have active V/S?
@@chaophraya8003 I realized that about thirty seconds after I posted it, but my pilot's intuition refused to accept it. I'm not cut out for the big iron. I figured a small, 5-10 degree yaw is not worse than turbulence. From a fuel perspective I figure it's bad for all the same reasons popping the speedbrake is.
There's a huge difference in the forces on a light aircraft and a passenger jet. You're doing several hundret knots here in a jet, the forces on the vertical stabilizer would be huge and not something your airplane could repeatedly take. Then there's the effect on your passengers. If you've ever done a sideslip in real life you know how "strange" those sideways forces feel like. Do that with 200 people on board who fly once a year and you got 200 people puking and certainly never flying with you again.
@@A330Driver thanks. I had a feeling there was going to be a technical limitation out there in addition to the prolonged skidding sensation. The fact that airliners have very large vertical stabilizers compared to other aircraft must surely compound the issue as you described. Thank you.
No need to sideslip when you have speed brake. And if this isn't sufficient then you can always request a holding pattern away from high terrain and request to descend in the pattern.
Could you do a complete FMS thingy (sorry, don't know the correct name) setup. I use simbrief and fill in all the fields I understand but I always get the message that I have not enough fuel yet by the time I land at my destination I even have more then simbrief calculated I would have. I use the 737-600 and would like to understand the onboard computer more. Even if you wont/cant, still love your videos and will always watch them, thank you for them!
Be sure you are using the correct weight units. I initially had this issue when I was exporting my SimBrief plans in KG, but my 737 was configured to use LBS.
@@lazyboi749 Thought it was this as wel so I checked and it is in kilos. I'm guessing I'm just adding the wrong numbers for fuel in the wrong places, I also have some fields that I have no idea what to enter so it is completely my fault yet I can't find a good tutorial that actually explains what you're filling in where. But thanks for the reply and tip!
@@OpinionatedHuman Main FMC menu --> FS Actions---> Fuel . This is where you enter the calculated fuel from Simbrief easily. Be sure to use Block Fuel value and you have the right plane selected in Simbrief.
@@Ellipirelli69 I play realistic, I fuel the plane through the tanker and I indeed use the total fuel number, but it goes wrong with the programming of the onboard computer that tells me I don't have enough even when I do, So my problem is with setting up the FMS in the correct way.
Hi Emanuel! Great video; I'm just curious, in general, are there any V/S restrictions airlines place for PAX comfort? What is the highest you would normally go in normal OPS?
V/S restrictions don't exist for pax comfort. They exist for safety reasons to avoid controlled flight into terrain. Passengers don't feel vertical speeds. They only feel the deck angle of the plane, so bascially the pitch. You could do 20.000fpm downwards, as long as you're in a good deck angle your passengers won't notice.
My airline prohibits that, if you're SO high that you'd need to lower the gear to get back onto the profile they demand you to either seek for extra track miles or do an orbit (provided you're still more than 10NM out from your runway) to loose altitude.
A flair is when the pilot pulls up the nose when landing, in order to make for a smooth touchdown. Otherwise the plane would simply smash into the runway with ~700 Feet per minute decend rate
Technically speaking you could do that - but my airline imposes a clear limitation that a missed approach is to be conducted should you be that high on energy that you need the gear to slow down.
Say, what’s wrong with my method? I disconnect the ap, pull the stick forwards and do a 90 degree dive. Problem solved! Just kidding of course. Thank you for the great video 😊
Good afternoon captain, I have a question: could be an option to anticipate the landing gear extension if you are high on profile, in order to reduce speed or increase the rate of descent?
Not really, technically it would help of course, but my airline imposes a limitation saying that if you're SO high on energy that you need the gear to get down, then you should execute a missed approach or if outside of 10NM from the runway request extra track miles or do an orbit.
I came here to ask the exact question. In dire situations, I have reached for the landing gear, and it has worked, but knowing that this is a missed approach/track mile extension situation means I have to plan ahead further with slightly fewer tools in the toolbelt.
One of the top three things you never want to hear the pilot say is, "Was the airplane flying upside down for a second? "...🤣 All joking aside though, very informative as all ways. Thank you sir!
That's actually not allowed in my airline, we have a clear policy in place that if you're high enough that you'd need the gear you need to ask for extra track miles or commence an orbit if you are more than 10NM away from the runway. If you're closer than 10NM already a missed approach becomes mandatory.
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These last three videos covering high on profile recovery, intercepting the GS from above, and when to abort and go-around/stable approaches have covered everything I've been looking for recently. Feel way more confident going into my next few flights now and putting some of this knowledge and techniques to use. Thanks Emanuel!
Thank you so much for the support Steve, I am glad you liked them! There will be some more coming, but please let me know if there are other topics you feel should be covered!
The amount of knowledge and information you spread for free is mind-blowing. I can tell by the way you talk that you genuinely enjoy what you do. I fly Airbus, but I watch you all the time to prepare for when I actually buy PMDG!
So nice of you! Some people indeed asked me why I didn't just go ahead and create a paid program like some others did in the past, but well... I do this to help simmers primarily and not to earn money with it.
And that my friends, is the clear difference between an actual pilot and a simmer like myself. The guy is ahead of plane, knows exactly what the plane will do in the next minute. I would be chasing the altitude likely desperate :)
Great video.
Keep on practicing!
Your tutorial helped me improve me with ILS approaches. In crowded airspaces, managing descent has always been challenging especially with ATC and VNAV. I've been tinkering and found that your video really helps me better understand energy management and staying on profile especially with the B738. Thanks!
I love these videos. You being a real Boeing airline pilot showing us just how it is in real world so we can simulate it properly. Thank you!
I've been doing this at flaps 1-2, I didn't know you could go all the way out to flaps 5 or even 10 on descent! Thanks for making this video. Extremely useful information.
you're a master!! I feel like a baby when I get into a cockpit, I don't know almost nothing, I'll test your advices Capt.!
Incredibly helpful!!! Being able to see the instruments as you manipulate the FMC and MCP while you talk through the process makes the options very clear. Thank you so much for sharing you knowledge with sim pilots!
This is one of the most helpful videos I have seen. I have had trouble with getting to the right altitude before I get into the approach. Thanks,
You're very welcome!
Wow! I cannot thank you enough for the awesome professional quality content you make for us! Thanks a lot sir!
My pleasure!
Very nicely done, you caught up with the glideslope as you were capturing the localizer.
Again very proficient and in fact it simplifies so much due to clarity of options you show. Many thanks
Wow! I can't tell you how many times I've ended up high on profile for various reasons and white knuckle it with VS. What I learned is, if there are altitude restrictions, be proactive with VNAV and Always set the lower altitude in the FMC. Thanks for sharing these techniques.
This was just what I needed to elevate my understanding of the techniques required when flying and getting it wrong in the airliners using autopilot.
I have only flown the Airbuses using Profiles (with very limited understanding), but I bought the PDMG 737 and am really looking forward to starting with that at a higher level of understanding very soon..
Thanks again!
In my 25+ yrs of simming, I've never flown the 737. Airbus a few times. You may agree, an irplane is an airplane. However, the concepts and experiences you described on your videos, have being very valuable to me. Thank you Emmanuel for the effort and professionalism demonstrated over and over again on your videos and thank you for sharing your knowledge and expertise. Best regards.
Absolutely right @Art A, an airplane is an airplane. While my videos are mostly designed for the 737 they will probably work with most other aircraft as well. I'm not giving gurantees though, as I'm not typed in other aircraft (yet).
Been looking forward to this video for a long time! I always struggle with my ATC software "forgetting" me for a while past TOD. Thank you 😊
I'm happy you liked it Grinning Llama! ATC software is indeed quite a pain in flight simulation, I just can't find *any* good one. Thus I rather fly without any FS ATC at all if there are no controllers online on VATSIM, than using any of the software currently available.
Very good video. I was always so unprofessional and just used the speedbrake. I never played around with the descent speed, but that seems very efficient. Thanks for this insight.
Using the speedbrake will just kill energy. Energy that you have previously already invested (aka fuel that you burned to stay higher for longer - whatever the reason for that was). There's just more efficient ways to use that energy, such as converting the potential energy you already have (aka altitude) into kinetic energy (aka speed).
your videos are just incredible. my brain cannot keep up with your astounding level of knowledge, so i end up watching these repeatedly. 😂. i wish i could do this for real instead of just in a sim!
Excellent, hats off! You're THE Pilot. Thank you for what you're doing. Cheers.
Much appreciated!
That was absolutely masterful. I hope I can remember this next time Vatsim leaves me high and dry (literally)! 😂. Thank you!!
Excellent tutorial!
Would like to see some FMC tips & tricks, things you can enter in the scratchpad that will help you in the legs page etc. Would that be an idea?
Loved the video and looking forward to more content!
Hi William,
that's something I still plant do some day, but flightdeck2sim beat me to it and I don't want to release a video with pretty much the same topic so close to his.
220knots flaps 5 and speedbrakes. Wrote that down captain
Thx a lot for all of your videos! If you ever happen to be in LOWW, just let me know.
Gerne! Im November war ich mal einen Tag da, aber derzeit taucht es in meinem Roster nicht auf.
@@A330Driver wo bist du gebased?
Nice video 👏🏻
Reminds me how ineffective the 737 speedbrakes are ! I dont have to fiddle too much with the flaps to get down in close with the plane I fly now.
They make for a good massage though!
Great video! I learned something new. Thank you.
Amazing video, really helpful - thank-you.
Glad you enjoyed it!
Great video as always, Emmanuel! Are we going to be getting any full flights from you again soon? Would love to see you do a Queenstown RNP approach!
Probably primarily in livestreams, people are much more interested to see those full flights live than getting a video with a prerecording in the aftermath.
Great video! I do, however, always stick to the end hoping to see how the landing turns out hehe
hehe, you'll get to see it soon in another video ;-)
@@A330Driver "Hard landings? How to land professionally | Real Airline Pilot" hehe 😅
These planes have been yelling at me for years for flaps and brakes at the same time, and i was right!
LOL
Option 13: Full reverse thrust ✌️😎✌️
That was awesome 😎
👏👏👏👏👏job captain 😊
Your voice is very similar to Mentour Pilot.
Absolutely nice that you have time to explain all this to us although you have a probably time consuming job. Thanks!!!
Do you play in 4k or 2k if you use tobi?
Hi, I'm playing in 4k.
Using V/S at 21:00 causes you to exceed your ATC speed restriction. It’s not a good method. SPD INTV (Also protects you from blowing procedure altitudes) or LVL CHG with spd brake is your only real solution in that case. Again only because you were given an ATC restriction in your scenario. Also V/S is a very tricky mode since you could easily over speed because it ONLY follows V/S and your speed will increase (or decrease) regardless.
Well explained video none the less. Have you thought of applying to the training department at your airline?
- Cdn 737 Line training Capt. / Initial training instructor
It's a minor exceedance that I'd consider acceptable for the scenario. At least that's how 99% of the guys I'm flying with would handle it. I've never had an issue with ATC complaining in such a scenario as well. Of course - if you see someone on your TCAS 3NM in front you might recosider doing it or not.
Thanks!
I've considered it, but decided against it as it would come with too many other changes in the way of life.
I guess I’m not understanding it. If I increase my VNAV PTH tgt speed does my top of descent get steeper? It’s basically the same thing as engaging LVL CHG and then increasing the speed on the MCP right? It seems to me though that if you overshot your T/D and wanted to maintain a descent of 500fpm as to not disturb the passengers then you would have to slow down the speed on the MCP and engage V/S to 500fpm.
How do you get the green circles? Do the different liveries that come with each PMDG plane also have different modifications?
Why are you not using vnav/lnav?
@737NG Driver
17:27 "we'll take manual speed restriction from ATC of 250knots"
21:31 IAS 280, There is no more speed restriction? (;
21:50 IAS 285
Wouldn't you get the same result with the LVL CHG and the speed set to 280 or 285 and then setting the speed back to 250? Is this a bad technique or just different? Is one better than the other? I use V/S to limit the rate of descent/climb. I don't like using V/S to increase the rate of descent/climb because I lose control of my speed...
Deleting that restriction serves to show you how much of a difference the speed reduction slightly later makes to your profile. It shows you how much extra drag you have at that higher speed.
If you used LVL CHG your VNAV path will not get updated. You can do that on a short term, but you won't know where on your profile you will now be as your VNAV path is still based on the drag from a different speed.
@@A330Driver Thank you for your answer. That's really interesting. (: So, based on what speed is the VNAV path calculated when I have active LVL CHG, and based on what speed when I have active V/S?
Serious question: one major tool for losing altitude in light aircraft is the forward slip. Why is this not on the table for jet aircraft?
Because it would scare the shit out of the passengers 😂😂 Passenger flights are supposed to be as smooth as possible.
@@chaophraya8003 I realized that about thirty seconds after I posted it, but my pilot's intuition refused to accept it. I'm not cut out for the big iron.
I figured a small, 5-10 degree yaw is not worse than turbulence. From a fuel perspective I figure it's bad for all the same reasons popping the speedbrake is.
There's a huge difference in the forces on a light aircraft and a passenger jet. You're doing several hundret knots here in a jet, the forces on the vertical stabilizer would be huge and not something your airplane could repeatedly take.
Then there's the effect on your passengers. If you've ever done a sideslip in real life you know how "strange" those sideways forces feel like. Do that with 200 people on board who fly once a year and you got 200 people puking and certainly never flying with you again.
@@A330Driver thanks. I had a feeling there was going to be a technical limitation out there in addition to the prolonged skidding sensation. The fact that airliners have very large vertical stabilizers compared to other aircraft must surely compound the issue as you described. Thank you.
No need to sideslip when you have speed brake. And if this isn't sufficient then you can always request a holding pattern away from high terrain and request to descend in the pattern.
Could you do a complete FMS thingy (sorry, don't know the correct name) setup. I use simbrief and fill in all the fields I understand but I always get the message that I have not enough fuel yet by the time I land at my destination I even have more then simbrief calculated I would have. I use the 737-600 and would like to understand the onboard computer more.
Even if you wont/cant, still love your videos and will always watch them, thank you for them!
Be sure you are using the correct weight units. I initially had this issue when I was exporting my SimBrief plans in KG, but my 737 was configured to use LBS.
@@lazyboi749 Thought it was this as wel so I checked and it is in kilos. I'm guessing I'm just adding the wrong numbers for fuel in the wrong places, I also have some fields that I have no idea what to enter so it is completely my fault yet I can't find a good tutorial that actually explains what you're filling in where. But thanks for the reply and tip!
@@OpinionatedHuman Main FMC menu --> FS Actions---> Fuel . This is where you enter the calculated fuel from Simbrief easily. Be sure to use Block Fuel value and you have the right plane selected in Simbrief.
@@Ellipirelli69 I play realistic, I fuel the plane through the tanker and I indeed use the total fuel number, but it goes wrong with the programming of the onboard computer that tells me I don't have enough even when I do, So my problem is with setting up the FMS in the correct way.
Both Emanuel here, and Easyjetsimpilot, has good videos about how to fill out your Simbrief flight plan.
Hi Emanuel! Great video; I'm just curious, in general, are there any V/S restrictions airlines place for PAX comfort? What is the highest you would normally go in normal OPS?
V/S restrictions don't exist for pax comfort. They exist for safety reasons to avoid controlled flight into terrain.
Passengers don't feel vertical speeds. They only feel the deck angle of the plane, so bascially the pitch. You could do 20.000fpm downwards, as long as you're in a good deck angle your passengers won't notice.
Question, is against procedure to lower the gear to increase ROD? technically that would be the steepest ROD in addition to flaps 5 220k
My airline prohibits that, if you're SO high that you'd need to lower the gear to get back onto the profile they demand you to either seek for extra track miles or do an orbit (provided you're still more than 10NM out from your runway) to loose altitude.
@@A330Driver interesting thanks for your reply
I'm not an aircraft person, have never even been on a aircraft, but in simple terms could someone please explain what it means to flair?
A flair is when the pilot pulls up the nose when landing, in order to make for a smooth touchdown. Otherwise the plane would simply smash into the runway with ~700 Feet per minute decend rate
Are Pilots allowed to put landing gear down when flying 220kts flaps 5 and speedbreak to increase rate of descend etc.?
Not in my airline, if you're so high on energy that you'd need the gear to get down you are not allowed to continue the approach.
I'm so high.
LOL
"Range to an altitude "banana""?? LOL
My top of decent always seems too late even though my cost index is normal. Am I forgetting something in the FMC?
Forecast winds in?
@@A330Driver that was the problem, thank you!
Would lowering the gear early like 3000 feet help on drag to get the airplane down on altitude or is this something you avoid for reasons ?
Technically speaking you could do that - but my airline imposes a clear limitation that a missed approach is to be conducted should you be that high on energy that you need the gear to slow down.
Say, what’s wrong with my method? I disconnect the ap, pull the stick forwards and do a 90 degree dive. Problem solved! Just kidding of course. Thank you for the great video 😊
Nah, that always results in so much paperwork afterwards ;-)
@@A330Driver 🤣
Was that GCFV?
High on profile? Take a dive like China Airlines 006. 😊
Ahhhh, if only it wasn't for the paperwork afterwards :D
Nah, just flip on the seatbelt sign and spiral down at 10k feet per minute.
Good afternoon captain, I have a question: could be an option to anticipate the landing gear extension if you are high on profile, in order to reduce speed or increase the rate of descent?
Not really, technically it would help of course, but my airline imposes a limitation saying that if you're SO high on energy that you need the gear to get down, then you should execute a missed approach or if outside of 10NM from the runway request extra track miles or do an orbit.
@@A330Driver thank you
I came here to ask the exact question. In dire situations, I have reached for the landing gear, and it has worked, but knowing that this is a missed approach/track mile extension situation means I have to plan ahead further with slightly fewer tools in the toolbelt.
One of the top three things you never want to hear the pilot say is, "Was the airplane flying upside down for a second? "...🤣
All joking aside though, very informative as all ways. Thank you sir!
Classic :D
I already have a procedure: landing gear down 🤣
That's actually not allowed in my airline, we have a clear policy in place that if you're high enough that you'd need the gear you need to ask for extra track miles or commence an orbit if you are more than 10NM away from the runway. If you're closer than 10NM already a missed approach becomes mandatory.