This video is PERFECT. I’ve been flying the airbus for about a year and I still come back to this video when I feel like my energy management skills need refreshing. I would have LOVED to have discovered this in ground school. No one at my airline explained these important concepts during training. Thanks!
@@a320descentenergymanagemen3 I’ll be training on the 787 in a few months. So I’ll be needing you to make some videos on it please 😂 I’ve never flown a Boeing. Only ERJ, Learjet, airbus. Don’t tell anyone, but my favorite so far was the erj😂
Thanks, glad you like it. When I was an FO, nobody explained it to me properly either. So I decided to get to the bottom of it, and this is the result. Hopefully the new cadets I train will one day become instructors who will finally start to explain this properly to their students as well.
Before I buy your book, I want to know that at 7:07 last question… using your formula I got different answer.. Rounded out figures: 20x3 = 6000ft - 1000ft(greendot) = 5000ft + Airport elev 2000 = 7000ft Please correct me if I’m wrong, thank you
17 nm is rounded down to 15 nm. You can't round it up to 20 nm because you already passed that point so you can't do a height check for that. 15*3=4500, then 3500 for green dot speed, then 5500 ft for the airport elevation.
Sorry I''m unsure of the calculation for the example where we're 33nm at 319 kts and we should be on profile at 6000ft. If I take the rule, shouldn't it be (33*3)_3000 ft= 6900 ft?
Yes, you can do that also. However, in order to reduce workload, you can only use round numbers to calculate with. So calculate for 30 nm and wait for the distance to change from 31 to 30 nm and check if you are at 6000 ft. It depends how fast you are with mental math. If you are good at it and it doesn't cause you additional workload to use exact numbers, by all means go for it. But the added precision isn't worth it from my experience.
6:36 I don't understand how do you get from 33*3=99 (assume you want us to multiply by 100 to get the altitude) -> 9900->~10000ft - 3000ft(for 300+kts)=7000 to 6000ft?
You have to round down the distance. So 33 nm becomes 30 nm. Then multiply that by 3 and you get 9000 ft. At 300 kts (also rounded to the nearest reference), you have to fly 3000 ft lower, so 6000 ft. Rounding before calculating is done for workload management. There is no need for high frequency calculation, so you can calculate at 10 nm or 5 nm intervals.
There is no need to calculate for that. You cannot ignore it, but instead of doing a calculation, just keep calculating the profile as usual. When you get high (due to a tailwind or another reason), use speed brake. When you get low (due to a tailwind or another reason), set VS-500. The wind doesn't make much difference unless it's a lot for a long time.
I don't understand why you need the speed break when you have head wind when the head wind should technically reduce the speed because it's forcing the opposite side.
Because you need a sustained 30 kt headwind component for a long time to have the same effect as the speedbrake. That situation is very rare, so in reality you will need to create drag yourself when you are high on energy.
Yes it can. It works well for the B737 (I used to fly that) and even bigger aircraft. Not sure about small business jets, but I think it's not that far off.
I would recommend bugging the speed up all the way up to 300kts and above and put it into OPEN DES. Upon reaching 10,600ft pull VS for 0fpm and bug the speed to 250kts or below using speedbrake if necessary.
Hi, I have a question on the selected descent mode. I mean once we have estimated when we should descend based on 3:1 rule, adding wind component distance as well if needed, 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 initial fix or FAF for instance. I mean let's say we initiated initial selected descent at 2300 ft/min ( GS 460 knots), how can we srill 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 already account for the fact that we'll have a lower GS anyway?
this video is truly educational!!! the best energy management video! just finished my A320 type rating. and these techniques couldve made my type rating better!! thank you sharing this captain!!!!
I don’t understand your math in the examples. 32nm @ 255kts. according to your formula should be 30nm/3 = 10,000 -2000 = 8000 but your answer is 7000. Same for the 33nm @ 320kts. 30/3 = 10,000 -3000 = 7000 but your answer is 6000. Unless your field elevation is -1000, I don’t follow your math.
You have to round down first. So 32 nm becomes 30 nm. Also, you have to multiply your distance by 3, not divide. Then for 250 ft, subtract 2000 ft. So 30x3=9000, minus 2000 becomes 7000 ft.
When estimating TOD, how do you do it? These instructions seem to go from distance to an altitude. I realise these tips focus on the last 50nm, doing profile/altitude checks along the way. Would be great if you could follow up with info on your TOD techniques. I've seen the altitude delta to drop (in thousands) * 3, and general advice on adding 1 NM per 10 KTS of speed to reduce, possibly combined with same correction for head/tail wind. Is that what you do too, and then use this presentations tips for checks when < 50 NM from runway?
I understand what you mean, but there is no need to calculate the TOD. In my whole career, not one time did I need to do that. This is only necessary if you fly an airplane which doesn't have an FMS. When you are at cruising level, you don't know yet if you get a shortcut later, so just let the FMS do it's thing. If you do think you get a shortcut somewhere on the arrival when you are still cruising, you an just start to descent early and fly below the VDEV for a certain amount (for example 3000 ft, if that is what you think the effect of the shortcut will be).
@@a320descentenergymanagemen3 Currently my simulator (FS2020 with A32NX) doesn't show me a TOD, so I somehow need to know where to start my descent, even if flying on VATSIM or similar, as they might sometimes descent you rather late if you don't ask yourself. I guess in real life you use the TOD indication on your ND/MCDU as a guide, or rely on controllers?
@@henrikolsen5 Are you sure you are in CRZ mode? It should show you a TOD (white arrow). If not, it might be a bug/lack of a feature. Are you using the default A320 aircraft? That one is not very good. The upcoming Fenix sim should be a lot better. As for ATC, sometimes they descend you on time, other times you have to ask for it. It's hard for ATC to calculate the TOD because they are missing important parameters, so we can't be too hard on them.
@@a320descentenergymanagemen3 I'm using the A320 Neo from Flybywire (called a32nx). In the development version TOD arrow isn't implemented yet. Perhaps in the experimental version. They are doing amazing progress. Following it closely.
250 kts below FL100 is everywhere in the world. However, also everywhere in the world you can ask ATC for a high speed descent (above 250 kts). Sometimes ATC will ask you to do that for sequencing. Therefore, the examples given are relevant.
