Southwest tries to redecorate LGA tower
- Thread starter NovemberEcho
- Start date
I’d say about as high as 70% of Airbus pilots of any flavor will get themselves screwed up in this scenario because when the plane “goes off script” it can be a bear in terms of energy management. Especially when you’re turned in and you’re trying to capture the GS from above, slowing and try to time it out around the market.
“I got it I got it I got it, it’s just about to…”
“Welp, there it is, ALT HLD, whatcha gonna do, sparky?”
CoffeeIcePapers
Well-Hung Member
Visual approaches are sometimes the hardest part of the job. Especially going into some small town near ORD airspace where they slam you in.
JordanD
Chinese Food Enthusiast
Perfect scenario for “autopilot off, flight directors off”I’d say about as high as 70% of Airbus pilots of any flavor will get themselves screwed up in this scenario because when the plane “goes off script” it can be a bear in terms of energy management. Especially when you’re turned in and you’re trying to capture the GS from above, slowing and try to time it out around the market.
“I got it I got it I got it, it’s just about to…”
“Welp, there it is, ALT HLD, whatcha gonna do, sparky?”
JDean3204
Well-Known Member
Maybe something ATC may know but don’t fully understand is that we use the loc/gs even when cleared the visual. Since we use that our lowest alt set is usually the FAP altitude to capture so we either direct the FAP or dial HDG in to intercept right around it. Going inside works if you click everything off but using automation, we can’t really set anything lower in terms of safety if we don’t ever capture the GS and are heading down in FLCH or VS. Also making sure we are fully configured and stable if cleared a little high on the base causes us to square it off ( if you notice the GS is atleast a dot low or more) as you’re turning in
roundout
VNAV monitor
I’d say about as high as 70% of Airbus pilots of any flavor will get themselves screwed up in this scenario because when the plane “goes off script” it can be a bear in terms of energy management. Especially when you’re turned in and you’re trying to capture the GS from above, slowing and try to time it out around the market.
“I got it I got it I got it, it’s just about to…”
“Welp, there it is, ALT HLD, whatcha gonna do, sparky?”
CLICK CLICK
CLICK CLICK
though in the Bus it should really just be
CLICK CLICK
I might be showing my age with this comment, whatever. Come at me, bro.
Maximilian_Jenius
Super User
Do you both as Captains, offer to train your F/O's on energy management and other associated things related to being an aviator vs. a pilot? If asked?
ZapBrannigan
If it ain’t a Boeing, I’m not going. No choice.
Maximilian_Jenius
Super User
I'd ask.
KLB
Well-Known Member
Yeah...a lot goes into it. You'll be all planned and configured for an instrument approach where that 2 or 3 mile base leg was part of the plan. You are on speed to execute the instrument approach and cutting those 2-3 miles out could totally change up the game plan.
If you're on an RNAV approach and given the visual...you can't turn inside of the final approach fix because the fms won't allow you to do so and keep your vertical guidance. So now your flight director is not doing what you want it to and you're having to change modes to get the airplane to do what you want it to...
...or you can just fly the profile you planned and not have the headache of all the above.
If you're on an RNAV approach and given the visual...you can't turn inside of the final approach fix because the fms won't allow you to do so and keep your vertical guidance. So now your flight director is not doing what you want it to and you're having to change modes to get the airplane to do what you want it to...
...or you can just fly the profile you planned and not have the headache of all the above.
ASpilot2be
Qbicle seat warmer
Incheon is a good place to learn energy management. You can be fat, dumb, and happy on the arrival, then they cut out 40 miles of arrival.
BobDDuck
Island Bus Driver
The good news is that of there is one KAL or Asiana flight in the airspace, you are going to do all the big zags while they get direct the final approach fix.
JDean3204
Well-Known Member
I preface it with, I want all the tools in my future bag so if you see I could be doing something better please let me know. Hopefully that makes it seem confident but willing to learn from the captain as well. That way they know I’m not the fragile ego type.
I can tell within 1 leg of meeting the CA if they’re going to be the mentor type, or the I just want to get this trip done without teaching anything type.
Kingairer
'Tiger Team' Member
Also keep in mind…most of the time this is below 10k, sterile, and if you try to also start being a check pilot you likely will only confuse things and get everyone off their game. If it’s essential to keep things safe sure, but it isn’t the time to start talking about “techniques” or “what I do…”.
ASpilot2be
Qbicle seat warmer
Cherokee_Cruiser
Bronteroc
I especially like guys who see the VNAV magenta arrow go down, path reverts to speed, and they immediately reach down for the speed brakes. Especially in the flight levels. It’s like, dude, give it a sec. Use the VSD. I’ve had several FOs day “we aren’t gonna make it.” And it’s like, yeah we are.
Unless the STAR has a 280 knot speed restriction, and unless ATC assigned you a speed limit, does it matter if you go 290 or 300 to make it back on profile? IMO, no. Let the plane do its thing. Like you said, faster speed in the descent to get back on profile, and once it levels the speed will come back. It isn’t rocket science.
Cherokee_Cruiser
Bronteroc
I wish! No one seems to just click click , click click on a 737 anymore.
First click disconnects AP and AT.
Second click silences AP horn and stops AT flashing light.
Clicks 3 through 20? WHY?! Without fail, I see guys mash both buttons repeatedly as if it owes them money!
Cherokee_Cruiser
Bronteroc
CFIscare
Well-Known Member
*managed speed* *open descent*I’d say about as high as 70% of Airbus pilots of any flavor will get themselves screwed up in this scenario because when the plane “goes off script” it can be a bear in terms of energy management. Especially when you’re turned in and you’re trying to capture the GS from above, slowing and try to time it out around the market.
“I got it I got it I got it, it’s just about to…”
“Welp, there it is, ALT HLD, whatcha gonna do, sparky?”
“It’s a bold strategy Cotton. Let’s see if it pays off for 'em”
Cherokee_Cruiser
Bronteroc
Incheon is a good place to learn energy management. You can be fat, dumb, and happy on the arrival, then they cut out 40 miles of arrival.
Wait, is this real? Who decided to make the Customs line at LAX into a STAR for an international airport?!
