Excellent tutorial as usual. I've often wondered how to manage gusty approaches and have had the autopilot disconnect on an ILS approach. I was a little surprised as I had the misconception that the autopilot could 'handle anything'.
Thanks for that! I am struggling with normal landings since I am very new airliner sim-pilot, but this is awsome knowledge to have that might save a landing some day! Good work, well explained (even if it was a bit fast paced at times)
Great video as always, but I'd like to suggest you to make a video about keeping a good ramp on approach in general, I'm personally struggling to get landings below 400 fpm, probably due to bad thrust management. You kinda gave us some tips regarding N1 and pitch settings on this video, but I think a more in depth video regarding the final ramp would be greatly appreciated. Keep up the great work!
dude keep it up these videos are AWESOME!!! also, I always thought "all of the gust" meant literally all of it... not just the difference between steady state wind and gust wind. For example, if headwind component is steady state of 16 and gust 20, I was under the impression that you would add 1/2 of 16 (8) and then +20 on top of that your Vref. Which would basically mean you pretty much would always approach at Vref +15 which didnt make sense to me. Thank you for clarifying this! So what you would actually do instead would be to add 1/2 of 16 (8) and then add 20-16 (4). So corrected approach speed in this case would be Vref + 12. That makes way more sense now!! Also , your emphasis on not fixating on a set airspeed is crucial.. very easy to become unstable if you are making abrupt changes to pitch and power to maintain a set airspeed. Straight up, this might be your best video yet. Super informative. keep them coming man! Always love watching what you have to offer to the community!
@@madsib5187 In XP you feel many more bumps and wind pushing the flight control surfaces. Youve got lift and down draft components including micro bursts that affect your approaches. It's a different experience. That loss of lift (Ground effect) is missing in MSFS before touchdown too
Im amazed by the rapid and large inputs shown on gusty approaches in some videos on youtube... almost like the controls are being "pumped"... is this because its required due to the lag between input and visible path changes when correcting such a large mass???
It's because those pilots simply overreact and in the end correct their own self-created rolling moment. In short: It's incorrect flying technique. In many of those cases if you simply let go of the control column the plane would go just as straight as if you did constant left-right inputs. When you do an Airbus type rating they even monitor the sidestick input and when they see you doing something like that the instructor will likely bring it up. While it's not as closely monitored in the 737 type rating I saw it brought up by quite a couple instructors already during line training. In short: If you get into such a situation: Just let go of the control column for a second and you'd be amazed how much of the turbulence is self-induced. Unfortunately it seems that Asobo saw those same videos as you did and thus created an atmosphere which occasionally makes it necessary to really rape the yoke. Well, MSFS... ;-)
@@A330Driver ok, this is good to know. No wonder people are frustrated and fighting the plane in MSFS if the environment is set up like that to begin with. Being a glider pilot - the environment always wins. Its so much less stress occasionally correcting than trying to be more accurate and on track than an FMS's flight director cues. I know pilot induced oscillation is a very natural thing to ruin air to air refuelling operations. :) Fly safe!
“Those modern pilots just push a button to takeoff, drink coffee all the way and make out with pretty stewardesses during the flight, then a push button to land, and get the millions of money for nothing” they said 😂😂😂 (just joking, never mind) Thank you, Emanuel, that was very informative and helpful!
Emmanuel, you hit the trifecta of practical flying videos this past week. Another one I have to add to my library to study and practice. Perhaps you could add on to this video and show how much aileron and rudder you use coming out of the crab? I see how airspeed is critical in an airliner, not so much in a Cessna 152, but flight control input must also be important too, no? I loved pushing the envelope of the 152 I used to fly, I made my instructor nervous🤐
![Blox Fruits Dragon Rework Update [Full Stream]](http://i.ytimg.com/vi/EqDAp8udhm0/mqdefault.jpg)
❤ you can always tell a real pilot. They make it look easy.
Excellent tutorial as usual. I've often wondered how to manage gusty approaches and have had the autopilot disconnect on an ILS approach. I was a little surprised as I had the misconception that the autopilot could 'handle anything'.
Thanks for that! I am struggling with normal landings since I am very new airliner sim-pilot, but this is awsome knowledge to have that might save a landing some day! Good work, well explained (even if it was a bit fast paced at times)
Great video as always, but I'd like to suggest you to make a video about keeping a good ramp on approach in general, I'm personally struggling to get landings below 400 fpm, probably due to bad thrust management. You kinda gave us some tips regarding N1 and pitch settings on this video, but I think a more in depth video regarding the final ramp would be greatly appreciated. Keep up the great work!
Hey for landing try to retard the thrust at 30-10 feet above runway that really helps and it’s realistic
I like this kind of practical tutorials. Thank you!
There's always something new to learn from your videos, thank you!
Super job. Thank you 😊
You make it look very easy captain, thanks for the video
dude keep it up these videos are AWESOME!!! also, I always thought "all of the gust" meant literally all of it... not just the difference between steady state wind and gust wind. For example, if headwind component is steady state of 16 and gust 20, I was under the impression that you would add 1/2 of 16 (8) and then +20 on top of that your Vref. Which would basically mean you pretty much would always approach at Vref +15 which didnt make sense to me. Thank you for clarifying this! So what you would actually do instead would be to add 1/2 of 16 (8) and then add 20-16 (4). So corrected approach speed in this case would be Vref + 12. That makes way more sense now!! Also , your emphasis on not fixating on a set airspeed is crucial.. very easy to become unstable if you are making abrupt changes to pitch and power to maintain a set airspeed.
Straight up, this might be your best video yet. Super informative. keep them coming man! Always love watching what you have to offer to the community!
Super informative thank you!
I must say in gusting conditions MSFS still looks pretty smooth. Have you tried the 737-800 Zibo in Xplane 12 on a gusty day?
What's different?
@@madsib5187 In XP you feel many more bumps and wind pushing the flight control surfaces. Youve got lift and down draft components including micro bursts that affect your approaches. It's a different experience. That loss of lift (Ground effect) is missing in MSFS before touchdown too
@@photoeducationbydaniel ok, thank you for explaining.
I haven't tried that. Be aware though, ground effect should gain lift, not loose it ;)
@@A330Driver I might have gotten that mixed up with the loss momentarily at take off
Tnx Capt❤
great video
true
Im amazed by the rapid and large inputs shown on gusty approaches in some videos on youtube... almost like the controls are being "pumped"... is this because its required due to the lag between input and visible path changes when correcting such a large mass???
It's because those pilots simply overreact and in the end correct their own self-created rolling moment. In short: It's incorrect flying technique.
In many of those cases if you simply let go of the control column the plane would go just as straight as if you did constant left-right inputs.
When you do an Airbus type rating they even monitor the sidestick input and when they see you doing something like that the instructor will likely bring it up. While it's not as closely monitored in the 737 type rating I saw it brought up by quite a couple instructors already during line training.
In short: If you get into such a situation: Just let go of the control column for a second and you'd be amazed how much of the turbulence is self-induced.
Unfortunately it seems that Asobo saw those same videos as you did and thus created an atmosphere which occasionally makes it necessary to really rape the yoke. Well, MSFS... ;-)
@@A330Driver ok, this is good to know. No wonder people are frustrated and fighting the plane in MSFS if the environment is set up like that to begin with.
Being a glider pilot - the environment always wins. Its so much less stress occasionally correcting than trying to be more accurate and on track than an FMS's flight director cues.
I know pilot induced oscillation is a very natural thing to ruin air to air refuelling operations. :)
Fly safe!
“Those modern pilots just push a button to takeoff, drink coffee all the way and make out with pretty stewardesses during the flight, then a push button to land, and get the millions of money for nothing” they said 😂😂😂 (just joking, never mind)
Thank you, Emanuel, that was very informative and helpful!
Haha, that's what they say indeed 😂
Do you know if PMDG will release their products when the update goes live on march 21st for Xbox ?
Or will it be a later date ?
I guess a later date, but that's just a guess.
Emmanuel, you hit the trifecta of practical flying videos this past week. Another one I have to add to my library to study and practice. Perhaps you could add on to this video and show how much aileron and rudder you use coming out of the crab? I see how airspeed is critical in an airliner, not so much in a Cessna 152, but flight control input must also be important too, no? I loved pushing the envelope of the 152 I used to fly, I made my instructor nervous🤐
Zuperrr
what program do you use to calculate the performance?
I used to use the Boeing OPT from my company at the time I created these videos. By now I simply use the performance tool delivered on the UFT.