Hi Capt. Really Appreciate your video. I have some observations. Airbus procedure has no mention of using headsets during this procedure. Since this procedure has time constraint and involves memory items to save time, crews are supposed to use interphone for communication and speakers to hear each other and ATC. Just my two cents. Regards.
@@Captain_SQ hi Captain, what does it means the limitation fo gear extension it has been removed ? BEFORE IT WAS 250 KNOTS FOr extension and you can go till 280 knots, and now ? Thank you
@Eugenio..the speed for gear extension is still the same...250 kta for gear extension and 280 kts is the speed with gear extended.. @Captain SQ..Since the altitude restriction has been removed for gear extension you can no longer find it in the manual...
i have been doing review lately at home and forgot about the sequence of speed brake and reduce speed .my classmates told me reduce speed first ,since if you retract speed brake first ,there might be a possibility to go overspeed .like to know your opinion about his .also ,our procedure is 2000 to go ,reduce speed ,1000 to go ,retract speed brake .but I also have some doubt about this ,since with a rate of decent almost 7000,big chance to get an alt star before 2000 to go .
Hi capt, i have a question, as a PF after you turn the heading and commence descent, do you keep on the same heading till FL100 or change the heading to make it parallel as the original flightpath? if so, how long does it take till you turn?
Hi Luke, you turn off the airways so that you keep clear of traffic. So depending on the FIR you are in, you might have to deviate 10nm, 15nm etc away from the airways and fly parallel. So example if you are in India FIR, you would deviate 15nm away and fly parallel. However if you need to divert before your ETP point, then you need to turn towards alternate. Flying away from the airways initially to get away from traffic is required but once you establish contact with ATC, then you do not need to follow the RVSM contingency procedure and just coordinate with ATC. If no contact with ATC, then fly parallel to the Airways and descend accordingly taking into account of MORA, MEA. Hope this answers your question.
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Watch the updated video here : th-cam.com/video/AWsELqVTUe4/w-d-xo.html
Very helpful .beautifully explained
thank you.
Very well explained and illustrated....super.
Thank you
I would appreciate if Capt could make a video explaining auto flight system and descent techniques,like when to configure aircraft and all.
Hi Kicktash, you can refer to my FMA video and also my Refresher Series videos.
Your 300th subscriber . Loving the content . Your a saviour !
Thank you!
Excellent
Hi Capt. Really Appreciate your video. I have some observations. Airbus procedure has no mention of using headsets during this procedure. Since this procedure has time constraint and involves memory items to save time, crews are supposed to use interphone for communication and speakers to hear each other and ATC. Just my two cents. Regards.
I see. Thank you for your feedback
FYI: for gear extension FL 250 or below has been removed. The limitation of 250 kts or below has to be considered for gear extension.
Thank you, yes it has been removed.I really appreciate the feedback Jayanth.
@@Captain_SQ hi Captain, what does it means the limitation fo gear extension it has been removed ? BEFORE IT WAS 250 KNOTS FOr extension and you can go till 280 knots, and now ? Thank you
Hi Eugenio, the limitation that was removed was the gear extension at FL 250 and below. Somehow I could no longer find it in the manual.
@Eugenio..the speed for gear extension is still the same...250 kta for gear extension and 280 kts is the speed with gear extended..
@Captain SQ..Since the altitude restriction has been removed for gear extension you can no longer find it in the manual...
Thank you for the clarification.
i have been doing review lately at home and forgot about the sequence of speed brake and reduce speed .my classmates told me reduce speed first ,since if you retract speed brake first ,there might be a possibility to go overspeed .like to know your opinion about his .also ,our procedure is 2000 to go ,reduce speed ,1000 to go ,retract speed brake .but I also have some doubt about this ,since with a rate of decent almost 7000,big chance to get an alt star before 2000 to go .
Hi capt, i have a question, as a PF after you turn the heading and commence descent, do you keep on the same heading till FL100 or change the heading to make it parallel as the original flightpath? if so, how long does it take till you turn?
Hi Luke, you turn off the airways so that you keep clear of traffic. So depending on the FIR you are in, you might have to deviate 10nm, 15nm etc away from the airways and fly parallel. So example if you are in India FIR, you would deviate 15nm away and fly parallel. However if you need to divert before your ETP point, then you need to turn towards alternate. Flying away from the airways initially to get away from traffic is required but once you establish contact with ATC, then you do not need to follow the RVSM contingency procedure and just coordinate with ATC. If no contact with ATC, then fly parallel to the Airways and descend accordingly taking into account of MORA, MEA. Hope this answers your question.
@@Captain_SQ thankyou capt
@@l.sydney352 You are welcome.
You don't need to notify animals or packages 🤣🤣
haha
That what she said😂