HOW to intercept the GS FROM ABOVE | Real Airline Pilot

[@Currrn]

Aw man, these latest videos are perfectly timed! In my last few videos I've been cleared down to FAF altitudes way too late, and always intercepting the GS from above. The first time was into Norway where FSHud cleared me down to the FAF late, and the second time was into RW22 at Stansted, after passing the Abbot waypoint at 8000ft, having to descent to 2500ft in a short distance. My energy management could've been better, but it just feels wrong chasing the GS down to intercept. Thanks so much for putting out all these educational videos. Makes learning and flying the PMDG so much more enjoyable! I've moved my subscription from Patreon over here too for the extra content. Keep up the great work mate! 🙂

[@A330Driver]

Great to hear that Steve! Regarding Stansted and FL80 at ABBOT: That is a restriction only applicable if you have to join the holding there. We always change it into an FL80B restricition in the FMC which will give you something around 4000ft at ABBOT. Now ATC will probably keep you a tad higher and you're indeed almost always intercepting from above at Stansted, but it works quite well. FL80 at ABBOT we did once during my line trainign and we had to go gear down flaps 15 in order to make it. Also be prepared for the speed restriction, chances are they'll give you 180kt on base and as soon as you're on intercept heading to the final you'll get 165 until 4DME.

[@thudman]

I really appreciate all of the information you have provided over the last several months. I've learned alot. Added bonus - those markers on the VSD will be forever known as THINGIES! Seriously, thank you for all of the tutorials.

[@A330Driver]

hahaha, I'll call 'em like that on my next linecheck, promised ;-)

[@briancrawley8440]

Excellent video Emanuel. I learned more in this video than I have for a long time. Even after 1500 virtual hours in the 737. Thank you 🙏

[@A330Driver]

Thank you so much Brian, I'm glad to hear that!

[@daver7465]

Thanks for the video! I could have used this earlier tonight approaching KEWR, was a bit late capturing the LOC and in the meantime got above the GS. What I did to get back on the glideslope broke a lot of rules ;) Also, I've been flying various PMDG 737s for many many years and never knew about the VSD!

[@Manuel-9-]

These videos are priceless.

[@A330Driver]

Thank you so much!

[@danmoretti8898]

Great video! Love the technical terms you used, especially "thingy". Bummed we didn't get to see a landing!

[@A330Driver]

haha, sometimes you just have to be right down to the point! ;-) No worries, you'll see the landing - in another video!

[@baliya64]

Thks for this video, all of them indeed. Now i know what the hell was happening on some aproaches and why at the the end vs was the solution

[@jeanmarclevy7752]

Superb and very practical txs

[@853massey]

Very interesting! great video. Thanks.

[@danieldiez2990]

Another great explanation! There's a very interesting video of Mentour pilot about the B777 from Korean Air which crashed in SFO due to the use to much the AP for approach and how they mess up using FL change

[@A330Driver]

Yep, that was quite a nice example of how things can go wrong.

[@airkibris001]

Thanks for the lecture

[@palleh.jensen4648]

Hi Emanuel, thanks for the video, luckily there is no 'false beams' in the simulated world!

[@A330Driver]

Indeed Palle, otherwise I'm sure MANY simmers would be in for some surprises...

[@chrispatton7215]

Awesome video. Thank you

[@martinstofko]

Great video. Thank you! 🙏🏽

[@A330Driver]

Thank you Martin!

[@nielsmallant2710]

Great video once again, was there a particular reason of not selecting gear down sooner?

[@A330Driver]

My airline imposes a clear policy that if you're THAT high on energy that the gear would be needed we are not permitted to continue the approach. If you're outside of 10NM we need to ask for extra track miles or an orbit, if we're inside 10NM a missed approach is mandatory.

[@nielsmallant2710]

@@A330Driver okay thanks for the response!

[@Alphanorway]

Shouldnt the VOR show the distance left on the ILS approach? I normally set up the ILS frequency and course, but the VOR/DME gives me no distance information. Is this a bug or normal feature? Because in P3D when flying the NGX, I would have the distance information in NM. on the VOR. In this video, I can see that you dont have any distance info on the nav display as well.

[@A330Driver]

No, it shouldn't. It was a bug in P3D.

[@MichaelShaw_vk2hms]

Thanks for another great demonstration Emanuel. While the sim will never model the Glide Slope signal as in real world, my understanding is that there are false indications at multiples of the primary GS angle (6,9,12 and 15 deg for a 3.0deg GS). At 6 and 12 degrees, the sensing is inverted resulting in a false fly up indication. I imagine intercepting the glide from above would not be desirable due to the possibility of the approach becoming more unstable because of these false indications. Does this Boeing procedure ensure that a capture only at the primary GS angle is ensured? I understand this was one factor of an unstable approach incident of a Ryanair B738 into Eindhoven in May 2013.

[@A330Driver]

Hi Michael, your understanding of the Ryanair incident is correct, that's part of what caused this issue. Indeed you should be able to prevent that by following the correct procedures.

[@reischracing7078]

Will VNAV in general will work with V/S selected?

[@odracir0323]

Is the APP switch light supposed to turn off after gs capture or is this just a bug on the pmdg?

[@A330Driver]

Green lights on the MCP indicate that modes can be deselected by pressing the button again. APP mode can not be deselected once captured, thus the light will go off.

[@odracir0323]

@@A330Driver ah ok. Thank you for the information!

[@tgtarikgokdemir]

Thank uu

[@tuhkathri9126]

My first thought to this question was DIVE DIVE DIVE!! Probably not the correct way to intercept the glide slope from above 😄

[@A330Driver]

I like submarines, but... people tend to look strange at pilots who want to turn their planes into submarines!

[@tuhkathri9126]

@@A330Driver agreed. Thankfully we have your videos to show us the proper procedures 👍🏻

[@moctruchleje2669]

Hi, but what about being configured to flaps to 1000ft aal? ;)

[@A330Driver]

That only applies in IMC. In VMC it's at 500.

[@moctruchleje2669]

@@A330Driver yes, but this example was on IMC ,wasn't it? BTW very nice explanation, helped a lot ;)

[@jrod_pilot_miami]

Excellent video, as always! I'm wondering if you've had any issues with HDG mode in the -800 160-passenger variant? Whenever I select HDG, it immediately deviates to the right a few degrees and does not maintain the selected heading. You have to select a heading 5 or 6 degrees off. Have you heard of this issue?

[@DiamondAviation727]

Is your aircraft in HDG up mode or TRK up mode, the aircraft may seem like its deviating off course but in reality if you're in TRK up mode it's showing your Track Course (the direction the aircraft is moving in) instead of your actual HDG (Direction the aircraft is facing), these two can be different based off the winds. Even in TRK up mode the aircraft will still follow the HDG you put in the MCP just may look like you're aircraft is facing in a different direction.

[@jrod_pilot_miami]

@@DiamondAviation727 that is a good point, though not sure I've seen that option in the FMC aircraft menu. I'll take a look at that. Thanks!

[@A330Driver]

Hi Julio, no I don't have such issues. Mine flies exactly the heading I've commanded.

[@rouvi58]

Respekt deine Videos sind immer informativ und interessant. Hab mal ne Frage zum vnav. Hab jetzt mehrmals bei Ils Anflügen auf deutschen Plätzen festgestellt, dass das Vnav ohne weitere manuelle constraints im fmc das Flugzeug nicht rechtzeitig runterbringt. Beim 27L/27R Anflug in Hannover zum Beispiel ist er beim SAS noch bei knapp 8000ft, ähnlich bei Stuttgart auf der 24. Dabei ist mit aufgefallen, dass die projizierte Höhe, die für den Punkt angezeigt wird nicht getroffen wird. Beim SAS waren glaub ich zwischen 5000-6000 projiziert, die das Flugzeug im Vnav dann jedoch deutlich verfehlt hat. Selbst wenn ich constraints von beispielsweise 220/6000 einfüge überschießt er teilweise noch geringfügig (ohne dass beim vorherigen Punkt jetzt irgendwie 250/9000A oder sowas aktiv wäre, was es unmöglich machen würde für das Flugzeug beide Limits einzuhalten). Bei Plätzen in den Usa beispielsweise hatte ich sowas noch nicht.

[@A330Driver]

Moin und vielen Dank! Schau mal auf deinen VNAV Mode, wahrscheinlich springt er irgendwann von VNAV PATH auf VNAV SPD und weicht dann vom Pfad ab. Wenn er das tut, musst Du als Pilot eingreifen, genau wie wir das im echten Flieger auch machen. Ansonsten gilt: Solange der Flieger dir keine Meldungen im Scratchpad gibt, dass er unable für etwas ist, ist er es auch nicht. Dann muss nur der Pilot eingreifen im Zweifel und den Flieger wieder auf den richtigen Pfad bringen. Im echten Leben müssen wir das auch.

[@rouvi58]

@@A330Driver ah ok darauf werde ich mal achten. Wollte nur bewusst nicht eingreifen, um zu gucken was das Flugzeug von alleine macht.

[@madhavmenon2545]

Hey .. just wanted to know are you a F.O or CPt in your airline you are flying for?

[@A330Driver]

Hi, I'm an FO at my airline.

[@madhavmenon2545]

@@A330Driver Oh.. the thumbnail felt like that so thought to ask it..