A320 Descent Management - VVTS, shortcut on arrival correctly handled

[@alibenabdalla3599]

Quite rare to find such video on KZbin thanks a lot mate !

[@a320descentenergymanagemen3]

Glad you like it 😊

[@christianbreuer560]

Again, great video. Thanks a lot 👍

[@petkovicLYBA]

thanks

[@Brandon-pq3is]

Hi. Two questions. 1. Assuming in G/S* with the 320 balloon is the aircraft guaranteed to keep G/S* engaged and not potentially lose it due to the subsequent balloon? 2. During line training I found trainers were quite hot on managing speed before selecting f1, and checking there’s a deceleration to F1 (I assume this is to catch a potential error of forgetting to activate appr phase and thus an aircraft acceleration to 250). However, I occasionally see captains on the line keeping 220 selected and then asking for F1 just to reduce VLS and more speedbrake authority. Do you recommend this personally? Or are you of view that if you’re that high on energy at that stage of approach you should just bring the speed further back from 220 so you can get F2 out or potentially gear earlier like in this example.

[@a320descentenergymanagemen3]

G/S* is permanent and cannot be lost. There is a difference between line training and flying on the line. During line training they teach you SOPs, techniques, and good habits. Techniques are not SOPs and therefore do not have to be always applied the way you were taught. Also, in an airline there are pilots who initially started at other airlines and subsequently were taught different hings. Even within one airline there is rarely a strict standard between instructors. Instructors also come from different airlines and have different techniques and habits which they teach. Managing the speed before selecting F1 is a good habit for new pilots but not required at all if you are experienced. It has advantages and disadvantages doing so. For example, If you are heavy, it's turbulent, and can't fly a level segment at green dot, it's actually better to select the speed below green dot, then select F1 at green dot, to prevent an overspeed. When high on energy, asking for F1 just to reduce Vls so you can use speed brakes is a valid technique which I also teach. That is better than reducing the speed further and go for F2 early as that can get you above the glide slope if done too late. Also, when drag is not needed anymore, you can easily stow the speed brakes, but you should not retract Flap 2.

[@John-b7n1w]

Quick question. If you’re flying into an airport and say they’ve cleared you direct to the IAF, 4000ft (min altitude at the IAF) and then cleared you for the ILS. With a platform altitude of 3000ft, are we able to descend down to 3000 after we’ve passed the IAF (next min altitude) or do ATC expect us to intercept the glide at 4000ft.

[@a320descentenergymanagemen3]

If you are cleared for the approach, you can follow the altitude constraints and descend according to the STAR and approach procedure.

[@A32092]

thanks. Wouldnt it be bettter extend F1 then 2 and get rid of vls instead of gear down?

[@a320descentenergymanagemen3]

The problem is that the aircraft is way too high on energy and the speedbrake does not provide enough drag in this case. Extra drag is needed, and therefore gear down. If you would slow down to about 180 kts for Flap 2, you will get even higher (slow down = reduced vertical speed) and you will end up above the glide slope. In general, I do not recommend using Flaps 2 if you are high on energy (other than flying level and unable to descent close to the airfield). There are several reasons for that, which I discuss in my book.

[@herewefly6496]

I've just started to watch your videos and are so interesting. One basic question: we need 3nm to lose 1000ft, and so you divide track miles by 3 to get the altitude you should be at. Why are you multiplying miles by 3 instead? Since they give you a higher result, is this just to have more buffer? Am I wrong?

[@a320descentenergymanagemen3]

The reason why I am multiplying distance by 3 is that it just works much better, more accurate, and less workload. The notion of 3 nm per 1000 ft is not accurate. It's actually 900 ft.

[@Penasco]

Hello, thanks for the video. One question, why was the ignition mode activated during the final part of the approach?

[@a320descentenergymanagemen3]

The A320 does that automatically once flaps are selected.

[@a.nelprober4971]

Dutch?

[@a320descentenergymanagemen3]

Ja