They did this on the 747 Virgin Atlantic video, I think it's standard procedure in the US if I am correct?

Not sure if this is an actual SOP, rather a GOP (Good operating practice)with the introduction of RVSM airspaces the space between 2 airplanes flying a similar routing was halved. In such a situation often when climbing at high rate of climb, the TCAS thinks you are going to hit each other because TCAS doesn't take into account the FCU/MCP selected level off altitude... so what we usually do, is keep an eye on the altitude ... 1000' to go is a standard crosscheck which tempts us to check if there might be a need to reduce the vertical speed to lesser values such as 1000fpm. Otherwise, if no traffic there is no real reason to do so as the ALT CAP mode will take care of that anyhow.

I have also a good tip: Prior to reach your level, try to revert to V/S and gently adjust V/S to 1000, eventually less. The same problem comes up if you have 3500 fpm and the CMD starts to level off 1000 feet prior to level.

Excellent video, one obvious and glaring error though....on approach when giving the letters for Buttonvile you said CYKZ (Cee Why Kay Zee), now as all Canadians know thats Cee Why Kay Zed !!! Mark.

Lol thats exactly what my friend said and the funny thing is I always say Zed!

Thank you so much for making the video Jack. I will be watching this several times to pick up everything that you covered. I really hope that you post some more videos. They're a real treat. Bob

I'm curious - why not use V/S to re-establish the flight path, then select a V/S lower than required (when below the desired path) to bleed off the speed, the re-engage VNAV when back on profile? Seems like less work playing with the MCP then. :)Great video - very nicely done!!Best regards,Robin.

Lol thats exactly what my friend said and the funny thing is I always say Zed!

Yeah, I figured you were just appealing to a wider US based audience. Regardless, your videos are excellent ! Mark.

I'm curious - why not use V/S to re-establish the flight path, then select a V/S lower than required (when below the desired path) to bleed off the speed, the re-engage VNAV when back on profile? Seems like less work playing with the MCP then. :)Great video - very nicely done!!Best regards,Robin.

A lot higher chance of overspeeding the aircraft if you arent paying attention.

Excellent video, one obvious and glaring error though....on approach when giving the letters for Buttonvile you said CYKZ (Cee Why Kay Zee), now as all Canadians know thats Cee Why Kay Zed !!! Mark.

Cee and Zee are too easily misheard -- etc etc So why not use CHARLIE YANKIE KILO ZULU

Your videos are very informative and easy to watch, I really learned some interesting stuff here! Thanks for that!

Great video! How did you get that nice 2D panel?

Hey all. Here is another demo video. First it starts off by demonstrating a NADP2 departure. The second part is to show you that you do not really need speedbrakes to get back in the game. The third part is demonstrating the autobrake and how well PMDG simulated it and its accuracy. If you take a look at the deceleration distance formula: 1/2 X (speed in feet per second) X (time to decelerate to 0). So in my case my Vref speed is 142 which is a 240 feet per minute rate of speed. The autobrake 3 setting decelerates the 737 at a rate of 7 feet per second. So the time to decelerate to 0 is approximately 34 seconds. So.... 1/2 X 240 X 34 = 4080 feet. So as soon as the wheels touch down and braking begins it should take 4080 feet to stop. I touched down 1500 feet down the runway so you have to add this to the 4080 feet. So that is about 5600. After doing the calculations you can see on this chart where I stopped and where I SHOULD have stopped. There is a difference of maybe 2-300 feet. Damn fine job PMDG!

http://vimeo.com/27673259

Jack, you have provided us with an awesome demonstration of how to get back on vnav path when above same, without using the speedbrakes. I think that for a video that was not scripted, it was very professionally done and shows how calm you are in your profession; you are a pilot in TRW are you not?I do have two questions though:_ a) Why is it that you choose not to use the speedbrakes, which seems to bleed the excess speed more quickly? :( Don't you run the risk of busting lower altitude limtis when you descend below vnav path and also the risk of exceeding the required crossing speed limits ?

Excellent video excellent explanation and a lot of good tips. Simulation by learning from a video is fun. I would like to ask you if you could contribute with a new video describing visual approach using only PAPI lights for correct "glide slope". How to adjust thrust and pitch from the point you spot the PAPI and disengage the autopilot. I understand 737 -800 NGX is stable and minimal adjustment is needed as you said in the video but visual approach is still a bit more challenging and instructive. An easy airport with PAPI will do. Sincerely gura75

Thanks Jack for the video, it helps me understand a little better what you guys go through from the other side of the radio. I work a small D airport in MN and we have no STARS. What do you guys aim for with those type of airports regarding VNAV? I guess I'm asking how do descend when direct the field for a visual approach? Do you set the FMS to 1000AGL, or cross 10 from the airport at 1000agl etc?

Jack, you have provided us with an awesome demonstration of how to get back on vnav path when above same, without using the speedbrakes. I think that for a video that was not scripted, it was very professionally done and shows how calm you are in your profession; you are a pilot in TRW are you not?I do have two questions though:_ a) Why is it that you choose not to use the speedbrakes, which seems to bleed the excess speed more quickly? :( Don't you run the risk of busting lower altitude limtis when you descend below vnav path and also the risk of exceeding the required crossing speed limits ?

Hey Godfrey. Thats part of being aware whats going on or whats going to happen. You cant just throw everything on LNAV/VNAV and sit bak an watch the how. Sometimes you may have to intervene. Its just like going back to old school steam driven gauges. You had to be aware of you next crossing restriction, etc

Excellent demo there of some top notch energy managment. I seen on an SAS DVD that they have "green" arrivals for ESSA where the throttles are in idle for the entire decent. Anything like this going to happen in our area of the world?

Not sure about the states and Canada - But in most of Europe its whats is always attempted - called Continous Descent Appraoch (CDA) idea is that from top of Descent you should never need to apply throttle again until on final - saves fuel, less noise etc. In reality it tends to happen mainly from 6000ft - airports actually monitored on success of this and figures published - airlines also scored on their ability to achieve them. Reference the use of V/S with a 1000 to go - I think in practice they use two rates but cant remember details - apart from the reasons stated already - it also helps with saving fuel - again diving and leveling off means engines have to spool up again - idea being that slow rate of descent in hope ATC who doing CDA give further descent then that way engines dont spool up so much, as you dont level off. Main reasons though are the comfort and TCAS Just for interest -Ryanair are one of the best achieving airlines for CDA's!