The actual requirements for AP engagement have nothing to do with having the FD bars centered - it's the controls themselves that need to be centered with no pressure on them. You can be in that situation and not be perfectly following the FD commands.

That makes perfect sense.. I had the wrong idea of how that worked.

A common technique is to slowly start rolling the VS knob down in one click increments as you approach T/D. This way you very gradually ease into the descent and eventually intercept the path with the goal to make it so the passengers don't even realize the descent has started. If you leave it in VNAV PTH right up until T/D, you are going to get a noticeable acceleration change right there at the onset of the descent that the passengers will feel.

I use a similar techinquie in the Lear 45, DA2000, and CL30 approaching computed TOD. The business jet FMS VNAV logic (Universal UNS and Collins) is based on a programmed descent angle usually a default value of 3 degrees (318'/NM), as opposed to the Boeing & Airbus FMCs that calculate TOD based and idle descent profile. With a tailwind, a 3 degree VNAV descent can result in a rather abrupt push-over if VNAV is left to capture on its own. The passengers sense G's less than 1.0, a feeling of getting light in the seat. At the TOD message from the FMS, which is about 1 minute prior, I typically engage VS and gentily begin the descent using a target of 1000 to 1200 FPM and let VNAV capture from there. Rich Boll

Great work Jack! Thanks for the effort! I'm learning to fly the NGX better every day!

Thank you so much for the help.

 

 

A common technique is to slowly start rolling the VS knob down in one click increments as you approach T/D. This way you very gradually ease into the descent and eventually intercept the path with the goal to make it so the passengers don't even realize the descent has started. If you leave it in VNAV PTH right up until T/D, you are going to get a noticeable acceleration change right there at the onset of the descent that the passengers will feel.

I was lucky enough to fly Jump seat on a Ryanair flight last year and I noticed the captain engaging VS from Level change when it was about 1000 to go to the specified altitude. I asked him about it and he said it was for comfort and also to avoid TCAS advisories for other aircraft. Good tip ;-)

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.

@ jack_C. I use radar contact and it almost always instructs me to descend before my TOD, resulting in my vnav path being way off so i usually use FLCH or V/S. Is this incorrect procedure? If ATC insructs you to descend early do you select descent now on the CDU and then vnav path using the method in your video?

HEY, check out the 3 PD option. Look in the manuals. You will then descend at T/D.

I was lucky enough to fly Jump seat on a Ryanair flight last year and I noticed the captain engaging VS from Level change when it was about 1000 to go to the specified altitude. I asked him about it and he said it was for comfort and also to avoid TCAS advisories for other aircraft. Good tip ;-)

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

Another quality and very informative video Jack. It was nice to learn something over coffee this morning.

Thank you for these excellent videos Jack

Wow amazing video Jack. Its not really until you see a professional fly this aircraft properly do you start to appreciate the job PMDG have done on the NGX. Keep them coming Jack I'm loving the videos, beautiful approach and landing!

Great video Jack, I didn't know you were a real 737 NG pilot that's awesome, keep up the good work!

Very informative video and many many thanks. Most of us have an idea of procedures with tutorials and documents, past virtual experience to go by. But its nice when a pilot with a good clear voice and presentation technique shows us their virtual flight, procedures and VNav corrections. Thanks once again,

Exactly, great video Jack thank you Mike

These videos are very helpful. Thanks for taking the time to make them Jack.

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?