Descent planning questions

[etflies]

The bus has a casual attitude on crossing restrictions.

One of my IOE instructors said "the Bus takes a very French approach when in a managed mode. It'll give it a go, but if it doesn't look doable it'll probably surrender. So watch it."

 

[Maximilian_Jenius]

I seem to be mildly dyslexic when it comes to numbers, so, while I understand what is going on, I need to make application as simple as possible for myself.

EXACTLY!!!

Glad to know that I'm not the only one. Makes me feel less dumb, lol.

 

[Maximilian_Jenius]

Level Change, Speedbrakes out, tell ATC you will be a little high at the fix. Works every time.

They don't tell you to call a number when you get on the ground?

 

[etflies]

They don't tell you to call a number when you get on the ground?

Usually if you say some iteration of "unable" then ATC will grant you relief from making the restriction(s) at a given fix. Most often it'll occur with a steep path and too many altitude & speed restrictions to make. One or the other is fine but sometimes the circumstances (pilot induced or otherwise) can make doing both problematic.

 

[Cherokee_Cruiser]

I know you can multiply altitude times three. So 10000 to 4000 ft, that is 6000 ft to lose. 6 times 3 =18 miles.

This problem though seems more complicated. FL340 to FL220 with a 420 kt groundspeed and 2000 ft a minute descent?

Simple enough, 12k feet to lose and using ver speed fixed rate of 2k/min means a 6 minute total descent time. 420 knots (or anytime they give you knots, always divide by 60 to get miles per minute covered). Instead of diving by 60, drop off the zeroes so 420/60 easily becomes 42/6 which means 7. You're flying 7 nm per minute, and 6 minutes total time to descend = 42 miles to do that.

 

[Cherokee_Cruiser]

I flew with a dumbass that wanted me to start down in V/S just befor path started down. "It's so much smoother."

1) Way more work.

2) We fly boxes.

I have to say in Fifi, that's my technique when the level off is stil in the flight levels (eg, you're at FL370 going to Newark and given to cross Slate Run at FL310). Without fail, no matter how the winds are doing, Fifi always seems to put the TOD arrow at exactly 18-19 nm. (literally the 3-1 rule). If you wait for that and push for a managed descent (VNAV), the power is still somewhat slow to come to idle, and then it noses down, tries to make it, and ends up capturing the altitude while the Vdev ball goes below you (you're high) and then you end up crossing Slate Run at ~ 31,500 or so (give or take). I like vertical speed down in this case about 23 nm out, the power is quick to respond, and the blue arrow is instant as well which shows you exactly where you level off.

 

[mastermags]

I flew with a dumbass that wanted me to start down in V/S just befor path started down. "It's so much smoother."

1) Way more work.

2) We fly boxes.

Is there ALT Intervene on the 74?

 

[PeanuckleCRJ]

If you want a super accurate blue level off arrow, transition to FPA mode, @Cherokee_Cruiser. You won't be disappointed!

 

[Cherokee_Cruiser]

If you want a super accurate blue level off arrow, transition to FPA mode, @Cherokee_Cruiser. You won't be disappointed!

El Capitan no likey FPA in cruise levels. But I agree with you!

 

[ASpilot2be]

Depends on if they want a crossing at a specific point. Say 10 south of a fix at 10000, then I do three to one. Otherwise I do 1000fpm. Need to lose 6000 feet? Start 6 minutes out.

 

[PeanuckleCRJ]

El Capitan no likey FPA in cruise levels. But I agree with you!

I get the whole chameleon thing... but seriously? Explain how it works... there are very few things I like less than "WE'VE ALWAYS DONE IT THIS WAY" as a response to a refined technique.

 

[Screaming_Emu]

Is there ALT Intervene on the 74?

If there is, it's called something else.

 

[derg]

'least it's not "back on the CRJ..."

Oh, I had one of those recently.

Class II FLT CTL ECAM message, copilot with about 100 hours on the jet.

"So what do you think about that class II message?"

"Oh, it'll probably go away"

"Have you ever seen a Class II FLT CTL message go away?"

"On the CRJ…"

Call maintenance...

 

[Finny]

Oh, I had one of those recently.

Class II FLT CTL ECAM message, copilot with about 100 hours on the jet.

"So what do you think about that class II message?"

"Oh, it'll probably go away"

"Have you ever seen a Class II FLT CTL message go away?"

"On the CRJ…"

Call maintenance...

Heck, I just had that a couple trips with a captain.

"Hey, that EICAS message isn't going away"

"I know, but it usually does."

"I know it usually does... but it isn't...."

"Oh, I guess we should call mx"

"........"

 

[Autothrust Blue]

Oh, I had one of those recently.

Class II FLT CTL ECAM message, copilot with about 100 hours on the jet.

"So what do you think about that class II message?"

"Oh, it'll probably go away"

"Have you ever seen a Class II FLT CTL message go away?"

"On the CRJ…"

Call maintenance...

I think we may have talked about that, actually. One of my least favorite "features" on this airplane is that we have flight-control related status messages that are "normal" with no hydraulic pressure. Then there are the ones that aren't normal.

I wield my writeup pen fiercely, but I also know that you can bang out the spoiler electronic control unit reset procedure and associated paperwork in about 6 minutes. "Reset IAW CRJ FRPM and fault cleared..."

 

[derg]

*very recently.

In fact I used the previous one we talked about as a 'teachable moment' with the recent situation.

 

[subpilot]

If you're over the OM at FL360 then you waited too long.

 

[Autothrust Blue]

*very recently.

In fact I used the previous one we talked about as a 'teachable moment' with the recent situation.

I'd like to hear more about that when you have the time. If you have the time today, I certainly do.

 

[Roger Roger]

If you're over the OM at FL360 then you waited too long.

Hold mah beer n watch this...

 

[NovemberEcho]

If you're over the OM at FL360 then you waited too long.

Like NWA188?