Another video that I'm watching now. This one I'm revisiting, but this time with the exact question in mind. Now, practicing the use of level change and vnav those questions make sense as the aircraft (sim) will climb or descend at crazy rates sometimes (making up my own restrictions when planning which is obviously not what happens in real life)
You are talking quite fast for my brain to fully understand, but thanks for repeat and pause button :D This is exactly what i was looking for! (I got this as one of my questions on final examination). Ty sir.
Many thanks for watching and the comment!!You are right! Sometimes I tend to speak a bit too fast..I will try to go slower next time 👍👍 I'm happy to see the video helped you!
Great video, straight to the point and clear. One question: how do you setup the FMS when performing a step climb. For example once you’ve selected your initial flight level how does the aircraft know when to climb to the next level and how long. Thanks
hey, Many thanks for watching !! I'm glad you liked the video! In the FMS there is a page that provides you with the MAX Flight level and the Optimum Flight Level, these two pieces of information are updated constantly as the conditions (such as the weight) changes. So when you see that your Max Flight level and your Optimum flight level have moved high enough - you climb. Let me know if I answered your question Have a great day Gabriele Pilotclimb
Hey, I hope you are doing great. Many thanks for watching! so the APU operation might change depending on the aircraft model, so a study of the Airplane Flight Manual is required. In general, you can use the apu up to the max ceiling of your aircraft as an electrical source. The wing anti-ice requires a lot of bleed air in order to function. Some aircraft have maximum altitude limitation when switching on the wing anti-ice. The reason why you cannot use the apu as bleed air for the wing anti-ice are multiples and depends again with the aircraft, however, the common reason is that the apu bleed might have a bleed air temperature and pressure that is not right for the wing anti-ice, causing potential damage to the wing slats. Don't hesitate to check the other videos on my channel and ask any question you might have!! I wish you a great day Gabriele Pilotclimb
Thanks for this great video! Learning this subject, they said in my book that you need to request the next available flight level when the optimum altitude is about 1/4 of the way to the next available flight level? Do ,you know why?
You are very welcome!!In reality you want to fly as close as possible to the Optimum level, taking always into consideration the Max FL. Ideally you want to fly at the Optimum Level having some margin from the MAX FL.
Thanks for the video. Out of curiosity if I’m at an opt cruise level of 340 and after 30 to 45 minutes The new optimum cruise level shows 345, why not do a step climb to 345? I read on another post that One should wait until the new optimum cruise was about 2000 feet higher before doing so.
You are very welcome!! Ideally is the best thing to do, however you are restricted by the semicircular separation levels in RVSM airspace.. so the next available FL is 2000 feet higher
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Great explanation... Good job!!! 👏👏👏
Thank you Sir! Whenever I look for explanantion of some topic for ATPL exams your videos are super helpfull!
I'm very happy to read this!! Keep evolving and don't hesitate to ask me any question 👍
Another video that I'm watching now. This one I'm revisiting, but this time with the exact question in mind. Now, practicing the use of level change and vnav those questions make sense as the aircraft (sim) will climb or descend at crazy rates sometimes (making up my own restrictions when planning which is obviously not what happens in real life)
The fact that you understanding the use of LVL CHG and VNAV is great! Well done
You are talking quite fast for my brain to fully understand, but thanks for repeat and pause button :D
This is exactly what i was looking for! (I got this as one of my questions on final examination).
Ty sir.
Many thanks for watching and the comment!!You are right! Sometimes I tend to speak a bit too fast..I will try to go slower next time 👍👍 I'm happy to see the video helped you!
thank you
You are very welcome
Great video Capt!
Glad you enjoyed it! Thanks for your support!
Great video, straight to the point and clear. One question: how do you setup the FMS when performing a step climb. For example once you’ve selected your initial flight level how does the aircraft know when to climb to the next level and how long. Thanks
hey, Many thanks for watching !!
I'm glad you liked the video!
In the FMS there is a page that provides you with the MAX Flight level and the Optimum Flight Level, these two pieces of information are updated constantly as the conditions (such as the weight) changes.
So when you see that your Max Flight level and your Optimum flight level have moved high enough - you climb.
Let me know if I answered your question
Have a great day
Gabriele
Pilotclimb
@@PILOTCLIMB I have got you clear thanks capt.
Comment below with your questions and I will help you out! Happy Landings!!
Great info captain, would love if you could explain why can’t we start APU at higher altitudes & can’t use APU bleed for wing anti ice?
Hey, I hope you are doing great.
Many thanks for watching!
so the APU operation might change depending on the aircraft model, so a study of the Airplane Flight Manual is required.
In general, you can use the apu up to the max ceiling of your aircraft as an electrical source.
The wing anti-ice requires a lot of bleed air in order to function. Some aircraft have maximum altitude limitation when switching on the wing anti-ice.
The reason why you cannot use the apu as bleed air for the wing anti-ice are multiples and depends again with the aircraft, however, the common reason is that the apu bleed might have a bleed air temperature and pressure that is not right for the wing anti-ice, causing potential damage to the wing slats.
Don't hesitate to check the other videos on my channel and ask any question you might have!!
I wish you a great day
Gabriele
Pilotclimb
PILOTCLIMB Will definitely look in fcom, Thanks for the prompt reply 😀
@@prabjotsingh8632 You are more than welcome!!
Thanks for this great video! Learning this subject, they said in my book that you need to request the next available flight level when the optimum altitude is about 1/4 of the way to the next available flight level? Do ,you know why?
You are very welcome!!In reality you want to fly as close as possible to the Optimum level, taking always into consideration the Max FL. Ideally you want to fly at the Optimum Level having some margin from the MAX FL.
@@PILOTCLIMB got it! Thank you!
Thanks for the video. Out of curiosity if I’m at an opt cruise level of 340 and after 30 to 45 minutes The new optimum cruise level shows 345, why not do a step climb to 345? I read on another post that One should wait until the new optimum cruise was about 2000 feet higher before doing so.
You are very welcome!! Ideally is the best thing to do, however you are restricted by the semicircular separation levels in RVSM airspace.. so the next available FL is 2000 feet higher
@@PILOTCLIMB thanks much
hlo captain may i know whats pre stall buffet ?
It's a shake (that pilot can feel) caused by the turbulent Airflow (in pres stall condition) on top of the Wing.
Great explanation thanks
You are welcome!! Thanks for watching 👍 have a great day
Good job capt
Great explanation thanks
You are very welcome!!