The meaning from ATC was: Descend to FL120 and just before reaching that level reduce speed to 250. And yes you can reduce speed and descend on the same time. It's a matter of descend rate.

 

It was a joke...

The forum search tool is a very good thing!

 

http://forum.avsim.n..._hl__video jack

 

Jack's second post doesn't have the video any longer but the discussion could be helpful. Jack may be willing to repost if folks are interested.

 

http://forum.avsim.net/topic/344441-do-you-really-need-speedbrakes-video/page__hl__video

I know many people like to control their descent with SPD & V/S, which I also do in most cases. However in the -800, on descent I do get a lot of use out of level change. If I'm still busting above about 280 through 12K, then I'll use the LVL CHG set to 250 and begin to bring the speed brakes out. Then I control the descent once I'm at 250 with the V/S mode.

It can be noisy and cause vibrations, but it has saved my bacon a few times especially entering congested airspace.

Faster is better far out for descents. . .

I end up coming in too high and fast when descending below FL100. The airplane doesn't descend fast enough when going 240 or 250 knots. I will slow her down even more and use a notch or 2 of flaps. Thanks everyone.

When atc tell me to decend, i put the 800 in vs mode -1400fpm with a speed of 280kts. Anti ice off when temp is 0+ and this causes the engines to roll back a bit more.

10000ft and speed pulled back to 230kts, first notch of flaps set and decending as requested @-1000fpm this vs helps stop the 800 picking up speed.

 

I 99% of the time fly a STAR to the rwy too so im always completely configured for landing around 10nm from landing.

When atc tell me to decend, i put the 800 in vs mode -1400fpm with a speed of 280kts. Anti ice off when temp is 0+ and this causes the engines to roll back a bit more.

10000ft and speed pulled back to 230kts, first notch of flaps set and decending as requested @-1000fpm this vs helps stop the 800 picking up speed.

 

I 99% of the time fly a STAR to the rwy too so im always completely configured for landing around 10nm from landing.

spot on m8

FWIW I flew a STAR into ORD late last night (AA -800), and I left vertical profile up to the VNAV function. I used the speed brakes for about 10-15 seconds, but for the remainder of the approach the aircraft was on correct speed and height.

 

However the approach was relatively straight in, with a few radar vectors onto final RWY 14R (Janesville approach) and for other approaches it may not work out this way.

Go down or slow down. Pick one.

 

Your descent rate won't be high at lower speeds, but the slower your forward speed in descent, the steeper your DESCENT ANGLE will be. Sometimes it pays to get very slow, then descend, in order to make a tight descent path if you aren't able to trade altitude for speed (i.e. descending at 3000 ft/min and accelerating isn't an option).

 

At 250 kts you can expect about 1200 ft/min at flight idle. If you want to go down faster you will either need to add drag or accept that it will accelerate.

 

Best regards,

Robin.

When atc tell me to decend, i put the 800 in vs mode -1400fpm with a speed of 280kts. Anti ice off when temp is 0+ and this causes the engines to roll back a bit more.

10000ft and speed pulled back to 230kts, first notch of flaps set and decending as requested @-1000fpm this vs helps stop the 800 picking up speed.

 

I 99% of the time fly a STAR to the rwy too so im always completely configured for landing around 10nm from landing.

 

10 nm in full config is quite conservative in my opinion. Gear down and landing flaps at the OM is more fuel efficiënt.

 

Bert Van Bulck

Robin, I am not sure I agree... it all depends on location of best glide... as far away as you can get from that either side, and the angle is better.

 

That in still air... if you have a solid headwind, you will want to go slow for best angle, in tailwind conditions, high speed high rate bears better results.

Go down or slow down. Pick one.

 

Your descent rate won't be high at lower speeds, but the slower your forward speed in descent, the steeper your DESCENT ANGLE will be. Sometimes it pays to get very slow, then descend, in order to make a tight descent path if you aren't able to trade altitude for speed (i.e. descending at 3000 ft/min and accelerating isn't an option).

 

At 250 kts you can expect about 1200 ft/min at flight idle. If you want to go down faster you will either need to add drag or accept that it will accelerate.

 

Best regards,

 

Robin.

 

I've found the 738NGX a quite more slippery than real one

If you look up chapter 4.21 FCTM of 737 you'll notice the rate of descent is about 1700fpm in clean conf. with IAS250, and i have been informed about that by Ryanair pilot as well.

I hope there will be a patch that solves this.

 

I've found the 738NGX a quite more slippery than real one

Are you a real-world type rated NG pilot?

 

PMDG had a good handful test the NGX. I doubt they would let something this big slip through testing....

No, it was just my modest opinion supported by a real Ryan pilot and FCTM, anyway i hope wrong. :-)

Ps: I know Pmdg has done a wonderful product and i'm sure they've deeply tested everything.

 

If something cannot be done I will never hesitate to enter a hold until desirable is matched, then continue on decent. I never let the presence of ATC pressure me either!