Noise abatement procedure. You have to use the airport charts.

@@Pixx2266 I learn that a while ago, but thanks for the response.

VOLARIS

If you mean yaw damper switch then no. It’s always on unless failures cause it not to be

Not sure if you want to question the pilot himself, and he did turn the fuel pumps on. I don't see a single frame of him milking everything

The APU is providing the air for the cooling I believe, that might be why it sounds stressed out

How should these be worn ? Close fitting yes ?

this is on NEO, probably on PW1100G?

Neo with PW1000G. Both engine need to be cranked at 10% N2 for rotor debowing. With dual cooling, you safe almost 2 mins since both engine are cooled at the same time. By the time the second engine is started, it will just run straight to idle without having to cooldown anymore.

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.

Very good! Congratulations. Enjoy the Flying Computer

Congratulations to you!!! Hope everything is going great❤

Me crj700→a320（NOW）

Congrats! How is it

@@AviationFun737 so far it’s great. Thanks

That is him flying the jet. If he didn’t prepare descent or f-plan the jet wouldn’t go anywhere

They are not in climb, the blue dot is actually in idle.

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 ^^

@@XxAndreSSaizxX Completely understood ! Same approach as Brazilian Electronic Ballots (I'm from Brazil) : they're not connected at all. Thanks !

Ты полагаю кнопки на компе только нажимаешь. А320 прекрасно расчитывает TOD сам

Airline SOP

@@alphalock1 Hi, But can you explain that, please?

@@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

@@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.

This was a breeze to understand after flying the fenix, great plane!!

ok no one cares

I'm flying the Fenix right now, half the stuff with the sec-fpln I don't understand but yeah

good eye 👍 Greetings from mexico

Correcto! También se escucha que hablan en español entre ellos al inicio del video🧑‍✈️👨‍✈️