I am wondering if anyone knows of any good thorough tutorials or references that will help me understand the different stages of arrivals and landings. Descent planning, speed and altitude control, FMS and autopilot role and use in arrivals etc.

 

I've been quite unsuccessful in landing my Embraer 170 ... most times descenting too late and then compensating with drastic rates of descent and increased speeds.

 

I know it's likely a very broad subject, but even knowing the basics might be a help.

Are you using Vnav/Lnav? Are you doing the math for "TOD" Are you following a flight plan with altitude restraints and speed restraints what airport are you trying to descend into? 

 

 

most times descenting too late and then compensating with drastic rates of descent and increased speeds.

What do you use as a TOD? ATC instructions, the TOD as estimated by the FMC or do you calculate it yourself?

 

I usually rely on the TOD provided by the FMC, unless it looks completely unrealistic. As a rule of thumbs (for verifying the TOD, and also for estimating it myself) you can use the "3-by-1" rule: Multiply the difference between the altitude you aim for (usually this would be the airport elevation) and your current altitude. Multiply this number with by three, and that's the distance needed for your descent.

I let the FMC do everything else, since the FMC speeds should not conflict with any speed restrictions on approach (reduce speed as required by ATC, but I mainly fly without ATC).

Make sure that at least 20 miles out you can maintain 220 knots or slower and then 10-15 miles go to 180 (first notch of flaps according to speed) and when you see the glide slope moving select more flaps and 160 and gear down and then at about 1200 feet select vref + 5 (and landing flaps) I've seen them do this in the 737.

Also from the top of descend select level change at +/- 290 knots with idle power so you will lose the first thousands of feet fast.

Same for me, I usually will let the FMC calculate the "TOD" but sometimes I do it myself.

...

I let the FMC do everything else, since the FMC speeds should not conflict with any speed restrictions on approach (reduce speed as required by ATC, but I mainly fly without ATC).

That's true provided that your navdata is correct. Many times it is not. So make sure that you check your programmed flightplan and compare it with your charts. Often Navigraph is missing a fix or a restriction, or perhaps a restriction is incorrect compared to the published procedures

Make sure you use the 1:3 rule. FL 300 descend 100 nm from destination. I sometimes ask for lower cruise alt from default atc if I want to start my decent sooner.

Make sure you use the 1:3 rule. FL 300 descend 100 nm from destination. I sometimes ask for lower cruise alt from default atc if I want to start my descent sooner.

Thank you all for your your valubale insights and experience. I was using the Embraer's FMS to determine TOD, and am theoretically familiar with  the 1:3 rule many of you have referred to. I think it was in lrge part a mis-understanding of the FMS and autopilot that was creating a much of my problem. I'm still unsure exactly what the FMS controls vs. what the pilot controls on a descent, arrival and approach. I know that the FMS provides altitudes (VNAV), waypoint navigation (LNAV) and speeds based on procedures, but does the autopilot utilize them, or are they for pilot reference for manual flying? Despite the FMS info, previously it would appear the autopilot failed to recognize them.

 

Regardless, I had quite a successful descent last evening in another practice flight. I began my descent based on the calculated TOD, and the descent was smooth and on target for the suggested altitudes at the different waypoints as per the procedure. Without jinxing myself, I think I have a more reliable understanding of the descent.

 

I ran into further misunderstanding when it cam time to to execute my approach. This is a combination of not thoroughly understanding navigational techniques (auto vs. manual) and  proper sequencing of aircraft controls.

 

Consider the ILS approach Rwy 35 into KILM (Wilmington, NC) I was on last evening.

 

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And it's depiction in the Embraer's FMS:

 

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My interpretation, which likely needs correcting, is ...

 

Intersect VOR ILM on descent to waypoint FI35 (which I believe is NDB IL) maintaining 240 knts ... controlled by engaged VNAV, LNAV, AT on autopilot

 

At FI35, commence holding pattern at 1900' (uncertain as to the meaning of the 3.0^o and DES). I noticed that the autopilot put me into the hold, and maintained me in the hold.

 

At this point things went downhill. Seems I found myself stuck in the hold. I assume in normal circumstances, ATC will advise when to exit the hold, but without ATC, is there a point in the procedure I would exit?

 

How do I exit the hold? By selecting the LSK6 button ("Exit hold") I assume. By doing that, what is the next move performed by the FMS/autopilot or pilot? Will it take me to the next waypoint in the flightplan, ZUDRU? Or are the three points F!35-ZUDRU-FI35 just points of the holding pattern?

 

So, once I exit the hold, what is the next sequence to get me established? My NAV1 and NAV2 are set to localizer freq. 110.3.  My guess is there is a point in this sequence where I switch from FMS to V/L mode? A point where I need to adjust my heading and CRS? And a point where I have to switch from NAV to APP mode?

 

It's the holding procedure which is mixing me up ... many of these questions I can assume an answer with a nice straight in ILS approach.

 

My apoplogies in advance for being long winded, and seeking "hand holding" for what should be very basic tasks. I have sought references to self teach, but found much of the information too generic and struggled with trying to apply it practically.

 

Thanks friends.

 

 

 

 

 

DELETE therm holds from the flight plan.

The hold is in lieu of procedure turn, and is meant for course reversal for the planes that fly the full procedure. It would not really be used very often when the airport has an approach controller working approach, as he would most likely vector the planes to intercept the localizer at a reasonable angle, unless the pilot asked ATC to fly a full ILS procedure with course reversal. ATC could also have you fly direct ILM, then fly the full ILS procedure with course reversal instead of giving you vectors. That would be real life / online ATC, I don't think that FSX default ATC is capable of issuing such commands. You can learn more about full ILS procedures from this article : http://pilotcerts.laartcc.org/object/fullApproach.html (it's a part of zLA's excellent pilot ratings system on VATSIM / PilotEDGE http://pilotcerts.laartcc.org/object/i6Rating.html)

Real world aircraft routings, including the SIDS, STARS, and transitions used, can be found on Flightaware and Vataware. Various approach plates, SIDS,STARS, and airport diagrams can be found on Skyvector.com. all of these sites are free and invaluable If serious about coming as close as possible to approximating approach and landing techniques used in the real world.Navigraph is a payware site where you can update the nav data in your FMC's. I believe its around $5 for 1 nav cycle and it will cover all of your payware aircraft. Its really an unbelievable bargain.  Perhaps I'm getting too much into the nuts and bolts of it but I hope it helps. I, generally, will utilize the FMC Vnav and Lnav for most of the flight down to around 10,000 ft and then switch to Vspeed and HDG select mode on the MCP (mode cntrl panel)  to capture the localizer signal. Its standard practice to tune in the applicable ILS frequency, even if conducting a visual approach. The common error most people commit when flying the faster aircraft is not staying ahead of the airplane mentally, IE coming in too high and too fast. If at 30,000ft, initial descent and landing preparations should begin around 100 miles out. Regards

Thanks to all for your follow-up messages.

 

Adam, thanks for sharing your resources. I also use FltPlan.com for current charts for North America. I am also a subscriver to Navigraph, and my Embraer jets are kept up to date with their current AIRAC data. That is the information I provided in my FMS. I acknowledge your hints for arrival and approach.

 

Rendi ... the simple alternative would be to eliminate the hold out of this procedure (I think that's what I ended up doing out of frustration anyway. I'm sure all my tinkering around would have no doubt took a toll on a controller's patience!). Knowing how to deal with this appraoch though could be a great learning experience. In this case, the hold was indeed providing a course reversal.

 

So, I'm in the hold, how do I get out to proceed to intercept the localizer when I'm inthe holding pattern?

 

In the meantime, I'm going to see what advice wims' links might provide!

When you exit the hold, the plane should fly to the next waypoint, but like someone said above, delete the hold so the plane wont go into a holding pattern