Intercept From Above Procedure (Airbus WIN)

[@SC-dl2io]

It’s always great to revise / be reminded of these procedures. Videos like these are so much easier to digest than pages of text in the manuals. Thanks for sharing. 😊

[@airbuswhatsitdoingnow320]

My pleaser I’m pleased you found it useful

[@jaybjaybjay]

How to show channel membership join button on iPhone KZbin App? Can you explain it?

[@airbuswhatsitdoingnow320]

Hi. This still remains a problem in that you can only join from The website. I hope YT sort it out soon. Thanks for the question and your support

[@A32092]

Thanks for the video! when hes cleared for appr. from 4000 to 3000 he just OP DES'd and armed appr. Can we use DES mode or V/S around1000 and arm appr insead? then when loc* we can appy G/S above procedure yes?

[@airbuswhatsitdoingnow320]

Take care to follow SOP but I’d consider it acceptable to use VS. The crew in the report required OPDES to improve descent performance. The risk here of course as mentioned in the Airbus Win Video is high rates of descent. Thanks for the question

[@petermcelwain2598]

Thanks for the video! I understand you may not be able to directly comment on this question due to liability etc.. but if you can I'd be happy to hear your two cents on the matter. Is it acceptable to use speed-brakes when in VS mode, as long as the speed target is managed thrust is at idle. For example, you set VS-2000, flaps 2 and gear is down, LOC engaged and your already applying the GS from above. Can we add a bit of speed break to lower the speed a bit more to help with stabilization criteria? Other times when high on profile, I select flaps two, manage speed (approach phase activated) select vs-1500, and then stop any speed increase with a bit of speed brake. No thrust is added on because the speed is well above the next speed target at this point. I find this method to be a lot more controlled than open descent for example, you control your rate, and you have a reliable descent arrow. Cheers

[@airbuswhatsitdoingnow320]

I’d say if gear down Fl 2 weren’t enough then speed break could be considered an acceptable means of controlling the energy. I’m not convinced of its effectiveness at low speeds and how the AFS manages the change in CP but I can’t see why else not. The key thing to have in mind is if it’s all stacking up against you and you e thrown the kitchen sink. At it, it might be best to let go of it earlier whilst you both have better capacity. Thank you for the question

[@petermcelwain2598]

@@airbuswhatsitdoingnow320 Thanks a million, totally get what your saying. Solid advice