Hey, I just wanted to express my gratitude to you for producing such high-quality videos on a daily basis, which takes a lot of time. They’re both very informative and also just a lot of fun to watch! Keep it up buddy, we love ya!

@A330Driver

10 ай бұрын

Thank you mate, that's really appreciated!

The VSD is such a useful tool, i am honestly surprised Airbus hasn't backported it to the older busses yet (or maybe they did and i am unaware? 😅)

@A330Driver

10 ай бұрын

True thing, so am I. But even Boeing hasn't included it in the 777 or 747-400. Maybe a certification thing? Not sure...

I would pay for you to create a course about the 737NG operations (from beginner to advance)...You are making great videos.

Such a lovely tool the energy situation...uhhh vertical situation display 😂

Really enjoyed this video! As a flight simmer, I learned energy management principles from IL-2 Sturmovik, strangely enough. Your energy state, when compared to an enemy, dictates your offensive potential and the balance of the engagement. Therefore, IL-2 Sturmovik players neglect energy management at their peril. The habit carried over into the traditional sims, though of course the goal is different: In the sims you want a certain level of energy, and in IL-2 you want the most energy possible at all times. But the basic principle is the same: It is heathen sacrilege to mismanage your energy state.

Yet again great video. Thank you!

WoW. This is excellent. I have been simming on the 737 since 2013. Watching all videos and reading literature. And nowhere I found or learned the VSD functionality until this video. I will certainly use VSD now. Thank You!

Very much enjoyed this video. I finally have the energy situation under control, at least I understand the massive amount of inertia these airliners carry. Understanding speed / altitude is paramount to the approach profile. I did learn from the video, now how to use the vertical profile screen. I never looked at it as an energy management tool. Thanks and very much appreciated.

Thank you emi, great video.

Energy management on DCS is such an important topic. When dogfighting you constantly have to regulate your speed to achive the smallest rate of turn or radius of turn, but you also have to know how to trade speed for altitude and vice versa when needed. Once you get used to doing it while someone is shooting missiles at you, doing it in MSFS becomes really easy xD.

@A330Driver

10 ай бұрын

😂😂😂

Physics 👍. Energy management on arrival has given me troubles in the sim. Something you don’t have to think about as much when flying small GA trainers at 6000’ MSL.

@A330Driver

25 күн бұрын

Indeed, when the planes grow larger and you fly in more adverse conditions, all of the sudden these play much more of a role.

Great video! Have you got any further video's in the pipeline with the Hot Start CL650 with Toto?

Although the concept of Kinetic Energy is used arbitrary on flight training, to help pilots to understand the importance of energy management; it is worth mentioning, that speed is not kinetic energy per se, speed is a fundamental factor in determining KE, which formula is KE=0.5*MASS*VELCOITY^2, but speed is not KE. This is very important, because is not same flying a 2500 Lbs. Cessna 182 at 120 Knots, than a 125,000 lbs. Boeing B737 at 120 knots. Thanks for the lesson anyway, from a Pilot's point of view, it makes a lot of sense talking about KE.

@rowdus6186

10 ай бұрын

You’re correct but I think you’ve missed the context the term was used in. In any airborne scenario, the only change in mass will be fuel burn, which in a single descent and approach can be considered negligible. Therefore the only variable in the equation is velocity - so it is sufficient to say that speed = kinetic energy in this context. Your comments regarding a Cessna versus a 737 are accurate but only really helpful when initially changing type.

@sabre908

10 ай бұрын

I understand the concept in an airborne scenario, but precisely my point is that we should be calling things from what they are, and regardless of the context, speed is not KE; you can see this clearly in the equation. Nevertheless, I agree with you, as pilot of an aircraft it make sense to "assume" KE is equal to speed. I am not trying to encourage a discussion of right or wrong, rather to properly educate the future real or simmer pilots, in matter of proper understanding words, concepts and situations. @@rowdus6186

You do know that E=MC^2 is because there are two atoms splitting? The normal plane equation is E=0,5MV^2.

@williamwidjaja850

10 ай бұрын

ahh nuclear fission

clueless how to calculate energy on Airbus, always on speed but high on altitude, waiting for your in depth guide on A320

Hi Emmanuel! Is there any chance you could do a recreation of the captain sully event but this time in x-plane using one of the toliss busses? I think it would be quite cool to see with x-planes bird strike simulation in the failures page. I'm interested to see how the two sims would compare with a water landing!

Hi thanks for that video, quick question : when you set a higher target speed in the descent page of the fmc is the airplane taking into account his higher energy state by setting up the next decel point sooner or am I gonna be in a high energy sate anyway by doing that ?

150h on B737,,,and still no confident with the energy managment....frustrating

5:13 not to mention that they would be completely violating the 250 below 10k rule

@BeauVerwijlen

10 ай бұрын

In certain cituations there aren't any restrictions below FL100

@yassine8695

10 ай бұрын

@@BeauVerwijlen im curious what situation besides emergency descent would that be ok?

@A330Driver

10 ай бұрын

For example in airspace A, B and C there's generally no speed limit, regardless of altitude. Though many operators and also many airport authoritys have a custom local limit. But this is the reason why you'll find a note about the speed limit on Jeppi charts at many German Airports.

@yassine8695

10 ай бұрын

@@A330Driver Ah yea thats right the speed restrictions are different in europe. You guys also have way lower transition altitudes as well compared to the US. Im so used to the FAA speed restriction of 250 below 10,000 in the States and it is due to the hazard of birds at 10k as well as the risk of mid air collisions at high speed.

Not forgetting when you land your potential energy is pretty much zero (depending on airfield height) But all that PE has been used up and even Kinetic Energy is being dissipated during deccel as heat in the brakes etc. And finally you are left with however much chemical energy you have and ongoing heat dissipation. Until final shutdown. And you're left with chemical (potential) energy in terms of fuel/batteries etc.