Descent preparation procedure on an Airbus A320 into Chicago-Midway.
Жүктеу.....
Пікірлер: 145
@cloudstreets1396 Жыл бұрын
That’s gonna be my new office starting the end of this month. 👍
@danielvillava
Жыл бұрын
Very good! Congratulations. Enjoy the Flying Computer
@frantetra8081
5 ай бұрын
Congratulations to you!!! Hope everything is going great❤
@SSS-ho3yc
3 ай бұрын
Me crj700→a320(NOW)
@AviationFun737
Ай бұрын
Congrats! How is it
@cloudstreets1396
Ай бұрын
@@AviationFun737 so far it’s great. Thanks
@ShogunV Жыл бұрын
That moment when you done all that then ATC changes runway
@justethical280
Жыл бұрын
lol
@bunyavissuthisorn5909
Жыл бұрын
It is a digital jetliner not analog anymore.
@nah95
Жыл бұрын
There's the JustPlanes Etihad 787 arrival into AUH from LHR where exactly this happens. Lots of last minute reconfiguration.
@omarhosny553
Жыл бұрын
There is alternative configuration that stay passive for last min. Plan change Only reason to re-configure from scratch when even alternative configuration is not applicable as well.
@komrad1983
Жыл бұрын
Aaand only thing you would have to do is change the approach in mcdu which takes literally 3 seconds and short brief the approach briefing box - done. The rest of the stuff isn't changed
@arvaneret_329 Жыл бұрын
It looks very complicated and puts into perspective how relatively simple it is to drive a car, yet so many people can't properly drive one by using their turn signals correctly, leaving enough distance with the front vehicle, respecting the speed limit, giving way when they're supposed to and not somewhere else, parking between the lines, etc. This is why it's so very important to make license exams as difficult and exhaustive as reasonably possible, so as to filter the bad drivers and pilots as much as possible, and in turn improve safe transportation conditions for everyone as much as possible.
@SP6R
Жыл бұрын
imagine driving the car and continuing to measure the road available its condition and the weight of the vehicle to calculate the braking distance... no one would drive anymore, imagine what a paradise would be empty roads :D
@brad727
Жыл бұрын
Don't forget the aircraft engineering/maintenance staff. It's like maintaining a car with 3 million parts, making sure every one is working properly, many which are very deep into the airframe...
@whelanvidswhelanvids1500
Жыл бұрын
@@SP6R none of this is done in exams some parts maybe but while doing exams your still quite far away from sitting in a jet
@mrk5579
Жыл бұрын
It’s actually not that complicated and makes a lot of sense once you wrap your head around it
@criancaanonima
4 ай бұрын
@@SP6RI'm a pilot and I do that. Obviously I don't have a performance calculator next to me, but I judge based on the road condition, separation between my car and the next one and if I'm carrying A LOT of stuff, or it's just me in the car. All this to maintain a safe distance
@dreamliner5112 Жыл бұрын
Fantastic video and great insights!! Please more of that stuff if possible😉
@pip07200 Жыл бұрын
Thank you for showing how you actually do it ! Could follow most of the procedures (flying the Toliss 321 on X Plane :-D)
@PlanesAirplanes Жыл бұрын
Very interesting video ✈️
@hariranormal5584 Жыл бұрын
Beautiful....
@Captain_SQ Жыл бұрын
Great video, thank you for sharing.
@melbourneaavgeek9757
11 ай бұрын
ok
@Mantovani498 Жыл бұрын
Very, very nice!
@WarHawkAU24 Жыл бұрын
Pretty cool. Fenix does it well. I was able to follow along. Thanks for sharing!
@valet2972
Жыл бұрын
This was a breeze to understand after flying the fenix, great plane!!
@melbourneaavgeek9757
11 ай бұрын
ok no one cares
@clutchtucker
10 ай бұрын
I'm flying the Fenix right now, half the stuff with the sec-fpln I don't understand but yeah
@mecanicageneral615 Жыл бұрын
Thanks for this video!
@kimiraikkonen4226 Жыл бұрын
Watching this video on ipad pro while landing the MSFS FBW A320 is really helpful
@melbourneaavgeek9757
11 ай бұрын
yeah whatever shutup
@naturallyherb Жыл бұрын
Very cool!
@crewdawg5211 ай бұрын
Just over 7000 hrs flying the A-320/319 with a legacy airline. Loved it!
@jesse00pno Жыл бұрын
This is a really neat video! How old is it?
@JH-in5oq Жыл бұрын
If I can fly IFR in a Cessna I can definitely do it in the Airbus. The plane does the thinking for you!
@danielvillava
Жыл бұрын
Yup! It’s a “smart” airplane, but you have to know what to program and what to monitor.
@falconwarrior920
Жыл бұрын
IFR isn't hard guy
@JaggersMusic Жыл бұрын
hello, I have a question in the mcdu on the GO around page where did you get from the cards the value that you put in the part of ,(THR RED/ACC) you put "1420"
@simmer3207Ай бұрын
ah the volaris a320. beautiful
@jspichiger Жыл бұрын
wow!
@clutchtucker7 ай бұрын
I see you put 1400 into the THR RED/ACC in the Go Around page, why's that?
@ro4526 Жыл бұрын
Hi Joe, I have a question. I mean once we have estimated when we should descend based on 3:1 rule, adding wind component distance as well, then how do we deal with the fact that our descent rate will no more be the same as we get lower and closer to FAF for instance. I mean let's say we initiated initial selected descent at 2300 ft/min ( GS 460knots), how can we still assume we'll descend at this rate when we 're lower and that GS will probably be around 350 knots ( 1750 feet/min'). Can the plane still descend at the initial rate we did set in the mcdu?Or does that rule alteady account for the fact that we'll have a lower GS anyway?
@alphalock1
Жыл бұрын
Hi R O, let me first answer how an aircraft like the A320 does that calculation and then go on to answer your question. The 3:1 is normally used in General Aviation or to do a quick assessment as a "rule of thumb" in bigger airplanes. The A320, as well as many other aircraft, have FMS' that allow it to execute descents complying with a lot more factors than "just arriving at a specific altitude at a certain point". Taking into example the A320, you would most certainly be following a Standard Terminal Arrival Route (STAR), which has Altitude and Speed Constraints that have to be met, but the airplane is also smart enough to know that the most efficient way to execute the descent would be a decelerated approach, that means, it will try to glide with idle power to arrive at the Vapp speed at the Final Descent Point (FDP) of the arrival, all while complying with the constraints of the approach. So for example, if the STAR has a Waypoint with an altitude constraints of no lower than 16,000' and the next waypoint has an altitude constraint to be at 15,000' at 250kts, the airplane will compute back the Top of Descent (TOD), starting from the FDP somewhere along the route where it can start the descent at idle, maybe passing the first waypoint at let's say 18,000' , decelerating along the first and second waypoint reducing the vertical speed and meeting the second at exactly 15,000' and 250kts. Of course in theory it sounds like magic but sometimes you as a pilot will have to add speedbrakes or the airplane will have to put in a little bit of thrust because of how the approach is built, ATC requirements, etc. Now to your question. There are even some "older" GPS systems, like the Garmin 430 or 530 that let you calculate the TOD to a certain point and will display the required vertical speed. You as a pilot would be descending at the given rate and keeping an eye on the Vertical Profile given by the gps to make the necessary adjustments. The GPS knows your GS and will display the changes needed to be made by you to keep on profile. If for some reason you only have your GS available to you, use it to calculate your new rate of descent every couple of thousand feet and apply it your descent. And in the most rudimentary of cases, without a GPS, or any other source of information of your GS, you will have your starting assumption of GS to calculate your Vertical Speed based on your 3:1 rule. Once you start the descent you have the active duty of monitoring your descent to see if you arrive below, at, or above the waypoints you predicted. Then, you change your vertical speed accordingly. The 3:1 rule does not account for changes in GS, it's a calculation based on a specific gradient of descent. As you know TAS will change with altitude, and most likely so will the winds, so it is very difficult to try and calculate your GS all the way in your descent through the different altitudes and courses. I would recommend you to keep an eye on the remaining distance and *know at what altitude you should be at* every 1, 3, 5 nautical miles you pass. If below it, you reduce the rate of descent, if above it you increase it. The base line of all this is that you make use of the tools available to you. Increasing information will give you the advantage to have additional ways to plan ahead and execute your task with more precision. Hope this answer helps.
@joseadrianobaltieri4773 Жыл бұрын
I'm from IT (not from Aviation) and get very intrigated by this question : why so much manual data entry between the iPad and the aircraft panel computer ? This is soooo error prone, mostly on this critical moment ! What about some sort of communication between them , either by BlueTooth or USB ? Other than that I get mesmerized by the AirCraft panel and the quality of the instruments. Everything seems very robust. Being from IT I love numbers, controls and of course I love the Apollo Guidance Computer so the "view" fascinates me a lot. Guess I'd be very fine sitting at the front of it all :-) Who wouldn't ?
@XxAndreSSaizxX
Жыл бұрын
Aircraft have nearly no external devices that can be connected to them whether by usb or wireless methods to avoid hackers/viruses penetrating into the system ^^
@joseadrianobaltieri4773
Жыл бұрын
@@XxAndreSSaizxX Completely understood ! Same approach as Brazilian Electronic Ballots (I'm from Brazil) : they're not connected at all. Thanks !
@chiccoka Жыл бұрын
97 knots of wind wow
@bulutsuz35 Жыл бұрын
Very Good video!!! Ok, How did you calculate lw 58.3 kg?
@danielvillava
Жыл бұрын
At 0:36 I select the FUEL PRED page and add the ZFW (54.6) and EFOB (3.7) for a total of 58.3
@OptimusSubPr1me Жыл бұрын
Does the alternate FOB assume a go around and another landing attempt plus a diversion or simply a go around and a diversion to O'Hare?
@danielvillava
Жыл бұрын
A go-around and diversion
@aviator_2401 Жыл бұрын
Is this video from 2018?, cuz it says 12th October , Friday
@uwubutnotuwu8921
Жыл бұрын
Man done his research xD
@aviator_2401
Жыл бұрын
@@uwubutnotuwu8921 😆😂😂
@jesse00pno
Жыл бұрын
I believe you’re right because the approach plate they are using is dated 21 Apr 2017, effective 27 Apr 2017. That would align it with being used in October 2018.
@alphanutku
Жыл бұрын
level 100 research
@beefjezos2713
Жыл бұрын
It’s definitely older since the controller mentions AIRMET updates are available on HIWAS which hasn’t been available for a few years now.
@popo864 Жыл бұрын
Before RUNTS waypoint there is a F-PLAN DISCONTINUITY. Don’t you clear that one later so the AP follow the waypoints? Or you force temp direct to that waypoint?
@Kevci4
Жыл бұрын
I’d assume that would be radar vectors to RUNTS, meaning ATC guiding you on a certain heading to said waypoint after the discontinuity.
@komrad1983
Жыл бұрын
you dont clear apprach disco, united states all about vectors to approach, or vectors to IF
@bmanna495
4 ай бұрын
you only delete the discontinuity in sim, in reality it's there because inbetween you have to wait for ATC instructions either a heading or a direct to a waypoint
@ultradeady4 ай бұрын
The F/O: using the ipad to do landing perf That kid from the family diner : do you have games on that?
@MRRGNDTOAIRCJSАй бұрын
HOLA, NO HABIA VISTO LA MATRICULA DEL AVION... VOLAVAS DESDE GUADALAJARA?
@prai_1157 Жыл бұрын
The second app you used, how do you call it ?
@Julioc_dias Жыл бұрын
👏🏼👏🏼👏🏼👏🏼
@kpappa Жыл бұрын
What software are you using on the tablet ?
@ogaibo1316
Жыл бұрын
It's called Flysmart but it's not publicly available as far as I know
@supergazell715 күн бұрын
Hola, cual es la app que utiliza en la tablet?
@AVIATIONSOUNDEXPERT Жыл бұрын
@Jefuelhead Hi I have a question about the THR RED/ACC. You have entered 1420. Elevation is 620. So why did you chose 800ft above elevation for Thrust reduction? Also how did you calculate 2110 for acceleration altitude? Thanks for answering.
@alphalock1
Жыл бұрын
Airline SOP
@AVIATIONSOUNDEXPERT
Жыл бұрын
@@alphalock1 Hi, But can you explain that, please?
@alphalock1
Жыл бұрын
@@AVIATIONSOUNDEXPERT Every Airline has their own approved policies regarding reduction and acceleration altitudes and the airport might also have Noise Reduction and Abatement procedures that have to be followed. In this case you can see that the airport has an elevation of 620' and the the THR RED/ACC given is 1420/2100 (the company policy 800/1500 for that specific case plus the elevation of 620') And yes there are 20 feet missing haha
@AVIATIONSOUNDEXPERT
Жыл бұрын
@@alphalock1 Thank you for your answer. If you have Noise Abatement Procesure, for example in London Heathrow, do you always have to use 800ft for Thrust Reduction Altitude? I red that airlines which have to follow NAP use 800ft, if not then 1500ft. Some airlines, like Ryanair, use instead of 1500ft, 1000ft. But a 737NG pilot told me that it also needs to be considered Terrain and temperature. Also the altitude that has to be used from the ground is from aerodrome altitude, not runway altitude. Especially about Terrain and Temperature, I dont know how you take these parameters into account. Thanks and my apologies for my curiousity.
@tonymcflattie2450 Жыл бұрын
❤Volaris
@bunyavissuthisorn5909 Жыл бұрын
A screen says XA-VLN Airbus 320-233. It belongs to VOLARIS, a Mexican airlines.
@Donpollahater420
10 ай бұрын
good eye 👍 Greetings from mexico
@mikesierra7475
Ай бұрын
Correcto! También se escucha que hablan en español entre ellos al inicio del video🧑✈️👨✈️
@ALBATROSS002 ай бұрын
why do you insert 58300 kg on your performance program ? i wonder how do you think
@user-gi8xe7ec9vАй бұрын
How do you calculate LW ? are u taking ZFW+ Fuiel remaining at Airporrt? Like ZFW+2.7?
@popo864 Жыл бұрын
How did you got the value 1420 for the THR?
@fojtdavid
Жыл бұрын
800ft above the airport elevation (620ft) which is minimum possible thrust reduction altitude
@svitosflyer
Жыл бұрын
800ft by rules + ARPT ELEV (620ft) from JEP.
@komrad1983
Жыл бұрын
nadp1 thrust reduction altitude
@footballlover1122 Жыл бұрын
How you got 1420ft for goaround thrust reduction height?
@danielvillava
Жыл бұрын
It was company procedure to insert the go-around thrust reduction at 800ft AAL (Midway is at 620ft, so 620+800=1420)
@vesto9382 Жыл бұрын
from where did you get the thrust reduction value?
@danielvillava
Жыл бұрын
The inserted go-around thrust reduction was a company standard (800ft AAL)
@milesaharrison
Жыл бұрын
@@danielvillava I was curious about this. Why does it alert you of the THR Reduction change for the go around when you change the approach? Is it because you manually amend it after inserting each approach - so goes back to default when changing approach type? I've never seen this on our EU A320s (although we use the standard figure of 1000ft AAL). Slightly further aside, what's the reason for 800ft at your company - noise? I'd have thought that the default could be adjusted on the A320 to 800ft AAL as IIRC, the minimum is 400ft for PERF (though that might be on takeoff, not G/A).
@danielvillava
Жыл бұрын
@@milesaharrison It seems it’s exactly how you wrote it. When you insert another approach and you had a previously-set THR RED and ACC altitude higher than default, it goes back to the default one and you get the message. The 800ft were to reduce from TOGA to CLB earlier than the normal 1000ft or 1500ft, depending on the default altitudes.
@PersicMemezUz
11 ай бұрын
@@danielvillavaWhat is this app?
@lukatolstov5598 Жыл бұрын
The you are pilot and you record this???
@boeingvsairbus9372 Жыл бұрын
Where did you read the THR RED/ACC on the chart?
@danielvillava
Жыл бұрын
It was a company standard (800ft AAL)
@boeingvsairbus9372
Жыл бұрын
@@danielvillava roger, thanks for the answer :)
@milesaharrison
Жыл бұрын
@@danielvillava Does the ipad perf app account for this automatically for each calc? We have to put this kinda thing in manually each time if we need it.
@danielvillava
Жыл бұрын
@@milesaharrison it was also manually for takeoff, using NADP1 (THR RED at 800ft AAL and ACC at 3000ft AAL). It really depends what the airline wants to be done.
@ing.joselopez9980Ай бұрын
lo sabia desde la imagen.. midway...
@Nuclear_Atomic_ Жыл бұрын
where did you download those apps?
@danielvillava
Жыл бұрын
It was a company-provided iPad. FlySmart by Airbus and Jeppesen FD Pro
@mukkuimamafbhm4193
Жыл бұрын
@@danielvillava can they provide you those apps for your personal ipad if you had one?
@danielvillava
Жыл бұрын
@@mukkuimamafbhm4193 Depends on the airline.
@dillingeradam Жыл бұрын
cool video. mind if you say where you got LW from 00:37
@nolanono2532
Жыл бұрын
He added GW with EFOB at destination
@BimBims Жыл бұрын
iPad still be a standard for many pilots to help them land or takeoff. Imagine using stupid fragmented OS out there, hang so many times, lol
@danielrds3 күн бұрын
just a stupid question from a simmer !! Why did you put 0/0 in the wind into approach phase? Wouldn't you normally include wind information? thanks in advance!!
@leoarjuncrasto Жыл бұрын
Why did you choose descent speed 280kts?
@komrad1983
Жыл бұрын
because it is a regular descend profile for A320. ex. .78/280/250 or .78/300/250
@ae-ae Жыл бұрын
Does A320 family have an YD switch?
@tomstravels520
Жыл бұрын
If you mean yaw damper switch then no. It’s always on unless failures cause it not to be
@TheRayvoneАй бұрын
The ipads in aeroplane mode 😂
@bryanh2646 Жыл бұрын
MED brakes? 7500 ft runway, 133,000 lbs. In a 320 that’s a good ay to make all the pax bow for the flight attendants after touchdown. 😅
@69ChevyGarage Жыл бұрын
He didn't clear the Flt pln DISCO. Can someone clarify please?
@danielvillava
Жыл бұрын
The discontinuity is left there since the end of the STAR is continued on radar vectors. When getting vectors to RUNTS or to the LOC before RUNTS, you would insert a DIR to with intercept course/radial to sequence the flight plan.
@kyle07871323519 Жыл бұрын
An older 320 not CPD panels
@matteook2530
Жыл бұрын
A320ceo
@danielvillava
Жыл бұрын
It depends on what the owner/operator needs. No CPDLC required, no DCDU installed.
@tomstravels520
Жыл бұрын
XA-VLN is only 6 years old
@stonemdrmdr8315 Жыл бұрын
Strap on baby….Med Auto Brake??
@WhiteHawk77
Жыл бұрын
It’s not a particularly long runway for an airliner, calculated distance with the extra margin at F-LD brings it close to the end so medium auto brake and reverse thrust is what I’d pick to be on the safe side.
@user-ed2ie5fz6h Жыл бұрын
А в уме расчитать рубеж начала снижения , только кнопки нажимать б думать это неприлично .
@komrad1983
Жыл бұрын
Ты полагаю кнопки на компе только нажимаешь. А320 прекрасно расчитывает TOD сам
@ErikN1 Жыл бұрын
2:28 -10000?
@danielvillava
Жыл бұрын
Below 10000
@ErikN1
Жыл бұрын
@@danielvillava Oh right. Of course! Thanks for sharing this interesting video
@user-ed2ie5fz6h Жыл бұрын
Полная отупизация летного состава .
@vkobi8208 Жыл бұрын
Airbus is way more computer automated than Boeing
@jmak40gang
Жыл бұрын
Makes you wonder why boeing is dying
@norbert.kiszka
Жыл бұрын
Which exact models You are talking about?
@vkobi8208
Жыл бұрын
@@norbert.kiszka A320 family onwards
@norbert.kiszka
Жыл бұрын
@@vkobi8208 now compare it to 777 and 787.
@vkobi8208
Жыл бұрын
@@norbert.kiszka A220, A350 are basically all screens
@markfosseth8047Ай бұрын
PC Simulators EFBs seem to be intentionally ugly and counterintuitive compared to their real counterpart which is a bless instead.
@Sovxx4 ай бұрын
Human copying data from a computer to another. Is this safe? Is this a rewarding job?
@jasonharmon7682 Жыл бұрын
I’d just be flying the jet and getting rid of all that crap!
@MichiganAviation135
10 ай бұрын
That is him flying the jet. If he didn’t prepare descent or f-plan the jet wouldn’t go anywhere
Пікірлер: 145
That’s gonna be my new office starting the end of this month. 👍
@danielvillava
Жыл бұрын
Very good! Congratulations. Enjoy the Flying Computer
@frantetra8081
5 ай бұрын
Congratulations to you!!! Hope everything is going great❤
@SSS-ho3yc
3 ай бұрын
Me crj700→a320(NOW)
@AviationFun737
Ай бұрын
Congrats! How is it
@cloudstreets1396
Ай бұрын
@@AviationFun737 so far it’s great. Thanks
That moment when you done all that then ATC changes runway
@justethical280
Жыл бұрын
lol
@bunyavissuthisorn5909
Жыл бұрын
It is a digital jetliner not analog anymore.
@nah95
Жыл бұрын
There's the JustPlanes Etihad 787 arrival into AUH from LHR where exactly this happens. Lots of last minute reconfiguration.
@omarhosny553
Жыл бұрын
There is alternative configuration that stay passive for last min. Plan change Only reason to re-configure from scratch when even alternative configuration is not applicable as well.
@komrad1983
Жыл бұрын
Aaand only thing you would have to do is change the approach in mcdu which takes literally 3 seconds and short brief the approach briefing box - done. The rest of the stuff isn't changed
It looks very complicated and puts into perspective how relatively simple it is to drive a car, yet so many people can't properly drive one by using their turn signals correctly, leaving enough distance with the front vehicle, respecting the speed limit, giving way when they're supposed to and not somewhere else, parking between the lines, etc. This is why it's so very important to make license exams as difficult and exhaustive as reasonably possible, so as to filter the bad drivers and pilots as much as possible, and in turn improve safe transportation conditions for everyone as much as possible.
@SP6R
Жыл бұрын
imagine driving the car and continuing to measure the road available its condition and the weight of the vehicle to calculate the braking distance... no one would drive anymore, imagine what a paradise would be empty roads :D
@brad727
Жыл бұрын
Don't forget the aircraft engineering/maintenance staff. It's like maintaining a car with 3 million parts, making sure every one is working properly, many which are very deep into the airframe...
@whelanvidswhelanvids1500
Жыл бұрын
@@SP6R none of this is done in exams some parts maybe but while doing exams your still quite far away from sitting in a jet
@mrk5579
Жыл бұрын
It’s actually not that complicated and makes a lot of sense once you wrap your head around it
@criancaanonima
4 ай бұрын
@@SP6RI'm a pilot and I do that. Obviously I don't have a performance calculator next to me, but I judge based on the road condition, separation between my car and the next one and if I'm carrying A LOT of stuff, or it's just me in the car. All this to maintain a safe distance
Fantastic video and great insights!! Please more of that stuff if possible😉
Thank you for showing how you actually do it ! Could follow most of the procedures (flying the Toliss 321 on X Plane :-D)
Very interesting video ✈️
Beautiful....
Great video, thank you for sharing.
@melbourneaavgeek9757
11 ай бұрын
ok
Very, very nice!
Pretty cool. Fenix does it well. I was able to follow along. Thanks for sharing!
@valet2972
Жыл бұрын
This was a breeze to understand after flying the fenix, great plane!!
@melbourneaavgeek9757
11 ай бұрын
ok no one cares
@clutchtucker
10 ай бұрын
I'm flying the Fenix right now, half the stuff with the sec-fpln I don't understand but yeah
Thanks for this video!
Watching this video on ipad pro while landing the MSFS FBW A320 is really helpful
@melbourneaavgeek9757
11 ай бұрын
yeah whatever shutup
Very cool!
Just over 7000 hrs flying the A-320/319 with a legacy airline. Loved it!
This is a really neat video! How old is it?
If I can fly IFR in a Cessna I can definitely do it in the Airbus. The plane does the thinking for you!
@danielvillava
Жыл бұрын
Yup! It’s a “smart” airplane, but you have to know what to program and what to monitor.
@falconwarrior920
Жыл бұрын
IFR isn't hard guy
hello, I have a question in the mcdu on the GO around page where did you get from the cards the value that you put in the part of ,(THR RED/ACC) you put "1420"
ah the volaris a320. beautiful
wow!
I see you put 1400 into the THR RED/ACC in the Go Around page, why's that?
Hi Joe, I have a question. I mean once we have estimated when we should descend based on 3:1 rule, adding wind component distance as well, then how do we deal with the fact that our descent rate will no more be the same as we get lower and closer to FAF for instance. I mean let's say we initiated initial selected descent at 2300 ft/min ( GS 460knots), how can we still assume we'll descend at this rate when we 're lower and that GS will probably be around 350 knots ( 1750 feet/min'). Can the plane still descend at the initial rate we did set in the mcdu?Or does that rule alteady account for the fact that we'll have a lower GS anyway?
@alphalock1
Жыл бұрын
Hi R O, let me first answer how an aircraft like the A320 does that calculation and then go on to answer your question. The 3:1 is normally used in General Aviation or to do a quick assessment as a "rule of thumb" in bigger airplanes. The A320, as well as many other aircraft, have FMS' that allow it to execute descents complying with a lot more factors than "just arriving at a specific altitude at a certain point". Taking into example the A320, you would most certainly be following a Standard Terminal Arrival Route (STAR), which has Altitude and Speed Constraints that have to be met, but the airplane is also smart enough to know that the most efficient way to execute the descent would be a decelerated approach, that means, it will try to glide with idle power to arrive at the Vapp speed at the Final Descent Point (FDP) of the arrival, all while complying with the constraints of the approach. So for example, if the STAR has a Waypoint with an altitude constraints of no lower than 16,000' and the next waypoint has an altitude constraint to be at 15,000' at 250kts, the airplane will compute back the Top of Descent (TOD), starting from the FDP somewhere along the route where it can start the descent at idle, maybe passing the first waypoint at let's say 18,000' , decelerating along the first and second waypoint reducing the vertical speed and meeting the second at exactly 15,000' and 250kts. Of course in theory it sounds like magic but sometimes you as a pilot will have to add speedbrakes or the airplane will have to put in a little bit of thrust because of how the approach is built, ATC requirements, etc. Now to your question. There are even some "older" GPS systems, like the Garmin 430 or 530 that let you calculate the TOD to a certain point and will display the required vertical speed. You as a pilot would be descending at the given rate and keeping an eye on the Vertical Profile given by the gps to make the necessary adjustments. The GPS knows your GS and will display the changes needed to be made by you to keep on profile. If for some reason you only have your GS available to you, use it to calculate your new rate of descent every couple of thousand feet and apply it your descent. And in the most rudimentary of cases, without a GPS, or any other source of information of your GS, you will have your starting assumption of GS to calculate your Vertical Speed based on your 3:1 rule. Once you start the descent you have the active duty of monitoring your descent to see if you arrive below, at, or above the waypoints you predicted. Then, you change your vertical speed accordingly. The 3:1 rule does not account for changes in GS, it's a calculation based on a specific gradient of descent. As you know TAS will change with altitude, and most likely so will the winds, so it is very difficult to try and calculate your GS all the way in your descent through the different altitudes and courses. I would recommend you to keep an eye on the remaining distance and *know at what altitude you should be at* every 1, 3, 5 nautical miles you pass. If below it, you reduce the rate of descent, if above it you increase it. The base line of all this is that you make use of the tools available to you. Increasing information will give you the advantage to have additional ways to plan ahead and execute your task with more precision. Hope this answer helps.
I'm from IT (not from Aviation) and get very intrigated by this question : why so much manual data entry between the iPad and the aircraft panel computer ? This is soooo error prone, mostly on this critical moment ! What about some sort of communication between them , either by BlueTooth or USB ? Other than that I get mesmerized by the AirCraft panel and the quality of the instruments. Everything seems very robust. Being from IT I love numbers, controls and of course I love the Apollo Guidance Computer so the "view" fascinates me a lot. Guess I'd be very fine sitting at the front of it all :-) Who wouldn't ?
@XxAndreSSaizxX
Жыл бұрын
Aircraft have nearly no external devices that can be connected to them whether by usb or wireless methods to avoid hackers/viruses penetrating into the system ^^
@joseadrianobaltieri4773
Жыл бұрын
@@XxAndreSSaizxX Completely understood ! Same approach as Brazilian Electronic Ballots (I'm from Brazil) : they're not connected at all. Thanks !
97 knots of wind wow
Very Good video!!! Ok, How did you calculate lw 58.3 kg?
@danielvillava
Жыл бұрын
At 0:36 I select the FUEL PRED page and add the ZFW (54.6) and EFOB (3.7) for a total of 58.3
Does the alternate FOB assume a go around and another landing attempt plus a diversion or simply a go around and a diversion to O'Hare?
@danielvillava
Жыл бұрын
A go-around and diversion
Is this video from 2018?, cuz it says 12th October , Friday
@uwubutnotuwu8921
Жыл бұрын
Man done his research xD
@aviator_2401
Жыл бұрын
@@uwubutnotuwu8921 😆😂😂
@jesse00pno
Жыл бұрын
I believe you’re right because the approach plate they are using is dated 21 Apr 2017, effective 27 Apr 2017. That would align it with being used in October 2018.
@alphanutku
Жыл бұрын
level 100 research
@beefjezos2713
Жыл бұрын
It’s definitely older since the controller mentions AIRMET updates are available on HIWAS which hasn’t been available for a few years now.
Before RUNTS waypoint there is a F-PLAN DISCONTINUITY. Don’t you clear that one later so the AP follow the waypoints? Or you force temp direct to that waypoint?
@Kevci4
Жыл бұрын
I’d assume that would be radar vectors to RUNTS, meaning ATC guiding you on a certain heading to said waypoint after the discontinuity.
@komrad1983
Жыл бұрын
you dont clear apprach disco, united states all about vectors to approach, or vectors to IF
@bmanna495
4 ай бұрын
you only delete the discontinuity in sim, in reality it's there because inbetween you have to wait for ATC instructions either a heading or a direct to a waypoint
The F/O: using the ipad to do landing perf That kid from the family diner : do you have games on that?
HOLA, NO HABIA VISTO LA MATRICULA DEL AVION... VOLAVAS DESDE GUADALAJARA?
The second app you used, how do you call it ?
👏🏼👏🏼👏🏼👏🏼
What software are you using on the tablet ?
@ogaibo1316
Жыл бұрын
It's called Flysmart but it's not publicly available as far as I know
Hola, cual es la app que utiliza en la tablet?
@Jefuelhead Hi I have a question about the THR RED/ACC. You have entered 1420. Elevation is 620. So why did you chose 800ft above elevation for Thrust reduction? Also how did you calculate 2110 for acceleration altitude? Thanks for answering.
@alphalock1
Жыл бұрын
Airline SOP
@AVIATIONSOUNDEXPERT
Жыл бұрын
@@alphalock1 Hi, But can you explain that, please?
@alphalock1
Жыл бұрын
@@AVIATIONSOUNDEXPERT Every Airline has their own approved policies regarding reduction and acceleration altitudes and the airport might also have Noise Reduction and Abatement procedures that have to be followed. In this case you can see that the airport has an elevation of 620' and the the THR RED/ACC given is 1420/2100 (the company policy 800/1500 for that specific case plus the elevation of 620') And yes there are 20 feet missing haha
@AVIATIONSOUNDEXPERT
Жыл бұрын
@@alphalock1 Thank you for your answer. If you have Noise Abatement Procesure, for example in London Heathrow, do you always have to use 800ft for Thrust Reduction Altitude? I red that airlines which have to follow NAP use 800ft, if not then 1500ft. Some airlines, like Ryanair, use instead of 1500ft, 1000ft. But a 737NG pilot told me that it also needs to be considered Terrain and temperature. Also the altitude that has to be used from the ground is from aerodrome altitude, not runway altitude. Especially about Terrain and Temperature, I dont know how you take these parameters into account. Thanks and my apologies for my curiousity.
❤Volaris
A screen says XA-VLN Airbus 320-233. It belongs to VOLARIS, a Mexican airlines.
@Donpollahater420
10 ай бұрын
good eye 👍 Greetings from mexico
@mikesierra7475
Ай бұрын
Correcto! También se escucha que hablan en español entre ellos al inicio del video🧑✈️👨✈️
why do you insert 58300 kg on your performance program ? i wonder how do you think
How do you calculate LW ? are u taking ZFW+ Fuiel remaining at Airporrt? Like ZFW+2.7?
How did you got the value 1420 for the THR?
@fojtdavid
Жыл бұрын
800ft above the airport elevation (620ft) which is minimum possible thrust reduction altitude
@svitosflyer
Жыл бұрын
800ft by rules + ARPT ELEV (620ft) from JEP.
@komrad1983
Жыл бұрын
nadp1 thrust reduction altitude
How you got 1420ft for goaround thrust reduction height?
@danielvillava
Жыл бұрын
It was company procedure to insert the go-around thrust reduction at 800ft AAL (Midway is at 620ft, so 620+800=1420)
from where did you get the thrust reduction value?
@danielvillava
Жыл бұрын
The inserted go-around thrust reduction was a company standard (800ft AAL)
@milesaharrison
Жыл бұрын
@@danielvillava I was curious about this. Why does it alert you of the THR Reduction change for the go around when you change the approach? Is it because you manually amend it after inserting each approach - so goes back to default when changing approach type? I've never seen this on our EU A320s (although we use the standard figure of 1000ft AAL). Slightly further aside, what's the reason for 800ft at your company - noise? I'd have thought that the default could be adjusted on the A320 to 800ft AAL as IIRC, the minimum is 400ft for PERF (though that might be on takeoff, not G/A).
@danielvillava
Жыл бұрын
@@milesaharrison It seems it’s exactly how you wrote it. When you insert another approach and you had a previously-set THR RED and ACC altitude higher than default, it goes back to the default one and you get the message. The 800ft were to reduce from TOGA to CLB earlier than the normal 1000ft or 1500ft, depending on the default altitudes.
@PersicMemezUz
11 ай бұрын
@@danielvillavaWhat is this app?
The you are pilot and you record this???
Where did you read the THR RED/ACC on the chart?
@danielvillava
Жыл бұрын
It was a company standard (800ft AAL)
@boeingvsairbus9372
Жыл бұрын
@@danielvillava roger, thanks for the answer :)
@milesaharrison
Жыл бұрын
@@danielvillava Does the ipad perf app account for this automatically for each calc? We have to put this kinda thing in manually each time if we need it.
@danielvillava
Жыл бұрын
@@milesaharrison it was also manually for takeoff, using NADP1 (THR RED at 800ft AAL and ACC at 3000ft AAL). It really depends what the airline wants to be done.
lo sabia desde la imagen.. midway...
where did you download those apps?
@danielvillava
Жыл бұрын
It was a company-provided iPad. FlySmart by Airbus and Jeppesen FD Pro
@mukkuimamafbhm4193
Жыл бұрын
@@danielvillava can they provide you those apps for your personal ipad if you had one?
@danielvillava
Жыл бұрын
@@mukkuimamafbhm4193 Depends on the airline.
cool video. mind if you say where you got LW from 00:37
@nolanono2532
Жыл бұрын
He added GW with EFOB at destination
iPad still be a standard for many pilots to help them land or takeoff. Imagine using stupid fragmented OS out there, hang so many times, lol
just a stupid question from a simmer !! Why did you put 0/0 in the wind into approach phase? Wouldn't you normally include wind information? thanks in advance!!
Why did you choose descent speed 280kts?
@komrad1983
Жыл бұрын
because it is a regular descend profile for A320. ex. .78/280/250 or .78/300/250
Does A320 family have an YD switch?
@tomstravels520
Жыл бұрын
If you mean yaw damper switch then no. It’s always on unless failures cause it not to be
The ipads in aeroplane mode 😂
MED brakes? 7500 ft runway, 133,000 lbs. In a 320 that’s a good ay to make all the pax bow for the flight attendants after touchdown. 😅
He didn't clear the Flt pln DISCO. Can someone clarify please?
@danielvillava
Жыл бұрын
The discontinuity is left there since the end of the STAR is continued on radar vectors. When getting vectors to RUNTS or to the LOC before RUNTS, you would insert a DIR to with intercept course/radial to sequence the flight plan.
An older 320 not CPD panels
@matteook2530
Жыл бұрын
A320ceo
@danielvillava
Жыл бұрын
It depends on what the owner/operator needs. No CPDLC required, no DCDU installed.
@tomstravels520
Жыл бұрын
XA-VLN is only 6 years old
Strap on baby….Med Auto Brake??
@WhiteHawk77
Жыл бұрын
It’s not a particularly long runway for an airliner, calculated distance with the extra margin at F-LD brings it close to the end so medium auto brake and reverse thrust is what I’d pick to be on the safe side.
А в уме расчитать рубеж начала снижения , только кнопки нажимать б думать это неприлично .
@komrad1983
Жыл бұрын
Ты полагаю кнопки на компе только нажимаешь. А320 прекрасно расчитывает TOD сам
2:28 -10000?
@danielvillava
Жыл бұрын
Below 10000
@ErikN1
Жыл бұрын
@@danielvillava Oh right. Of course! Thanks for sharing this interesting video
Полная отупизация летного состава .
Airbus is way more computer automated than Boeing
@jmak40gang
Жыл бұрын
Makes you wonder why boeing is dying
@norbert.kiszka
Жыл бұрын
Which exact models You are talking about?
@vkobi8208
Жыл бұрын
@@norbert.kiszka A320 family onwards
@norbert.kiszka
Жыл бұрын
@@vkobi8208 now compare it to 777 and 787.
@vkobi8208
Жыл бұрын
@@norbert.kiszka A220, A350 are basically all screens
PC Simulators EFBs seem to be intentionally ugly and counterintuitive compared to their real counterpart which is a bless instead.
Human copying data from a computer to another. Is this safe? Is this a rewarding job?
I’d just be flying the jet and getting rid of all that crap!
@MichiganAviation135
10 ай бұрын
That is him flying the jet. If he didn’t prepare descent or f-plan the jet wouldn’t go anywhere
airbus a320 lol