this actually happened in LA coming into Hawthorne. Trying not to bust LAX class bravo. Was too high and too fast. Dumped the gear and flaps and came down like a flying brick!
Joe, I’m now retired but i used to do two descent profile calculations. First for the aircraft’s needs with similar techniques like you described but also a second calculation for the cabin pressurization needs to ensure a comfortable rate of descent for the passengers ears. Our department guidelines were a cabin climb of 500 fpm and only 300 fpm for descent. Taking the cabin from max diff to sea level could need more time than it might take to get the aircraft down. Especially with no anticipated restrictions and smooth air. Once both calculations were complete I would start the descent to match the longest time required to meet their numbers.
One imagines that a watchmaker could have worked unperturbed as a passenger, with steady-handed, meticulous vertical profile planners like yourself managing the unforgiving variables of flight. I'll take a wild guess that you flew for KLM.
It is positively amazing that there are so many factors and calculations involved in landing.. I had no idea the pilot even still had that much control and input these days. I actually thought it was far more automated with electronics and software. While the instruments are obviously extremely sophisticated, this video made me realize that they only provide information and leave much more than I thought up to the the pilot. I'm sure there's tons of smart technology and automation but someone still has to understand and operate it all. This channel always leaves me struck with respect for how complex and precise the science of flight has become.
its the difference between airbus and boeing, airbus the plane is flown and handled by the computer. with boeing the plane is flown by the computer but handeld by the pilots.
I love the descent into KSFO when they do the staggered close parallel into RWY 28R and they intercept the 28R final and make that sharp turn to so they don't overshoot over to 28L where there is another aircraft landing, all while on steep descent because of the mountains east of the bay. I go "whee" every time...well not out loud...usually.
Great Video, an easier to calculate V/S on 3deg Glide is to take GS and simply divide by 2 and add a zero. So in your example: 147÷2=75 add a zero and we have 750fpm
As an instrument student awaiting a checkride, I really love your videos. Some of this was a bit over my head as I’m flying just a little 172c but I apply the 3/6 rule. Alt to lose in thousands, times 3 for NM for TOD and ground speed x 6 for feet per minute decent rate.
I did parallel indexing on Supertankers as Ship's Navigator I was a young lecherous git with before I took up Pilot Training. The biggest mistake is to mix up the Girls' names on the phone..aaargh !
It's pretty simple arithmetic really, not mathematics. The trick is to remember the 'Rules of Thumb' that Captain Joe mentioned and apply them where necessary.
What you need to figure is your cruising altitude and divide that number by 3. For example, if you’re at 36,000 feet (aka Flight Level 360) you would divide 360 by 3, giving you the answer of 120. That means that you start your descent at a maximum of 120 Nautical Miles (NM). This is assuming no change from Air Traffic Control (ATC) or a STAR chart (Standard Terminal ARrival) that tells you speeds and altitude to be followed
Great video. Adding my own experience I use the following. For a three degree descent angle - use a vertical speed five times your ground speed. e.g. 500 knots GS use 2500 ft / min As a rule of thumb for the descent point. Altitude to lose / 300 = track miles to run. (or 3000 feet for every ten Nautical miles ) Say you are at 45,000 ft (I fly a Global Express) - descent point will be 45,000 / 3 = 15,000 / 100 = 150 Nautical miles. It works nicely all the way down. 45,000 ft - 150 Nm to run 42,000 ft - 140 Nm to run. 39,000 ft - 130 Nm to run 30,000 ft - 100 Nm to run. 15,000 ft - 50 Nm to run 3000 ft - ten Nm to run - straight down the ILS. Or just select Vpath and let the plane do it all :-)
How I do it on Flight simulators: 1) Have a general idea where the airport is. 2)Nose dive like hell until you get close to the ground. When you get the terrain warning, even better. 3) When you see the airport, nosedive then work your flaps and speed until you land.
im impressed with the amount of detail capt joe revealed to us with regards to the ropic in hand. in my perspective, an easier calculation for our required v/s (decent rate) at 8:19 with 150 gs is 15/2 add a zero. also. to know approximately how much track miles we need (in case of a straight in approach for a 3 degree decent) , suppose we are at 27000 ft with ariport elevation close to 0, 27x3 +10nm(for configuration) equals to 91NM. as for a downwind approach, we add 20 or 25nm to tbe 91nm i.e. 111NM total distance. Happy flying everyone.
HELLO My name is Vaibhav I am from India I love your videos I’m still in 10th grade but it’s my dream to become a pilot Your videos give me the knowledge and motivation that gets me ready every day. Hope you read this comment
Dr Evil Well I particularly like Mentour more as he explains things the way I understand it, also he interacts with his Subscribers way more, I am not a hater and I like Joe and Mentour but mentour just a little bit more :)
R P I’m a recruitment consultant. Maybe for the best. I don’t understand a thing about this interesting video. I don’t even have an ex-girlfriend. I like men 😅
Haha ! You made me laugh. I'm currently studying accounting but I'm interesting cause i want to become a pilot. Leave your job, accounting is good but aviation is better :)
@@Sylvi15 Ha ha .... I know right, and this hobby is getting expensive, I frequently travel due to my job and where I am from all the window set are priority seats and they charge you extra. But now I am so curious like " Oh I know why you lowered your flap, I know what that's called" I am like a kid again. 😁😁😁
Nice that you mention the go-around as not being a failure! There have been a lot of accidents that could have easily been avoided with that simple maneuver!
Everything on earth not only water, is kept in place by gravity. That's why it doesn't pour into space. To answer the previous question, aircrafts fly very close to the ground, hence the curverture of the earth is still not obvious. If you moved further up (away from earth) you will notice the earth getting rounder. Also look at flight paths. They are usually not straight lines. They resemble an arc since they need to account for Earth's shape. Sorry English is not my first language but i hope you understand the long explanation.
I do sequencing for Sydney. I sometimes feel a bit guilty constantly altering aircraft speed/track after top of descent. The environment is so variable though and there's just too many other aircraft to work around to leave everyone to their own devices. The other thing to note is different airlines/makes fly vastly different profiles, or have different company speed restrictions. I flat out have to tell 787's what speed to fly because their speed range is crazy. Always a nice surprise to find out United is flying 250kts in his 787 for some reason or the MD11 is flying 340kts like he's the only one in the sky. Fun games.
Captain. Regards from India . Just got my type done on 320 . And I was still a bit confused about the TOD when it comes to a smooth decision making ! Keep it up ❤️
Really well put together video Joe! It’s true that many people rely too much on the FMS and forget simple 3 degree mental math. I like how you also mention kinetic energy, because it’s easy to descend too low and drag the airplane in, but it’s also our job to fly the airplane most efficiently to minimize fuel burn and costs.
@@friendlypiranha774 Nothing more worse than planning for the arrival 200 nm out via all the waypoints in the arrival to the final approach fix then given a 'tract direct' instruction which leaves you hot and high for the approach. ATC think they are helping you out but they are setting you up to fail.
edguitar stanley eisen exactly. Flaps/slats have a speed limit to each degree they are extended. You cant use flaps when you're 35000ft going on at 300 knts
I once went on a flight, here in South Africa, from Johannesburg in the north, to Port Elizabeth in the south. From about half way down there was a big cloud bank below. The plane, 737, was then coming down, through the clouds, with it vibrating. Then, below the clouds, was Port Elizabeth below. I thought it was amazing. It was also pouring with rain.
@@flywithcaptainjoe it is amazing not only following your channels via social media, but i think many followers feel they are part of your journey in life as well as your career 👍
Thanks Captain! Just a simmer but you just answered questions I've had for the entire 15 years of simming. Love your videos! I'd be happy to fly with you anytime.
Great video Joe. For those of us flying smaller planes, the rule of thumb calculation is based on providing you a three degree descent angle. Using Pythagorean’s Theorem, you need 3.4 Nautical Miles of lateral distance to lose 1000 feet of altitude. That’s 3.4NM per 1000ft or 3.4NM/1000ft. You can simplify the math to the following: Altitude needed to lose in thousands of feet times 3.4 equals Nautical Miles needed to lose it. Ex. 270000 ft / 1000 x 3.4 = 91 We usually add a couple of miles (2-5) fudge factor in order to provide enough spacing and time to enter the traffic pattern or Approach Procedure in level, unaccelerated, flight at approach speed. Joe’s math works too. Just done a different way.
Each different aircraft type has a placard on the instrument 'dashboard' that has the speeds at which the flaps, slats and landing gear can be lowered. Makes it easy for the first officer to check the speed is not exceeded when the flaps and gear extension is commanded by the captain.
Hi Joe. Thank you for your video. Please can you answer me one question: When calculating the speed to lose why do subtract the average speed from the present speed? Why not the target speed? Isn't it that you have to add the distance that you need to lose the total amount of your present speed to the target/APP speed. I would be thankful for a short explanation. :-)
That visiting EX first before arriving to destination made me understand whole thing.. Dumping fuel before arriving to diverted location makes sense too.
That is fascinating. I've flown a lot of quite a bit of the world...I have a rule....go to the bathroom 35 min before arrival time. By the time I return to my seat, the plane starts initial descent. I think it's funny when a lot of people stand up and get in line for the bathroom like they didn't know the flight was nearing the destination.
Only problem is......today's regulations prohibit ANYONE from standing outside of the lavatory to wait! I guess you just gotta be the fastest rabbit on the plane as soon as anyone exits the lavatory!!!
Hey Captain Joe, Thx for your great postings. Since your flying cargo planes: can you tell something about the cargo handling on board (stability, securing, checking etc.) Take care!!
I was pretty stunned to learn that for the last 100 miles of a flight you are essentially coasting down while trying to lose speed the whole time, that's longer than most of the flights I have done on MSFS!
It took me a couple of times when you said "thumb rules" to work out what you were saying. It's a phrasing I've never heard used. The phrase used is typically "rules of thumb". 😂 Great video as always.
@@francinevanzanten8368 Yeah, that's likely that. "Rule of thumb" and "thumb rule" are technically the same in English. But a native speaker would never use the latter as the former has become the idiom. One if those interesting quirks of translation.
Interesting indeed... Maybe it's just a UK and Irish thing, then. Any Australians here to give us the Aussie take? It other English speaking nationalities? Although I've never heard "thumb rule" on any American TV shows. (That being said, how often would they used that phrase...).
Can you do a video on how to have a family life, and long layovers due to long haul? How much time do you spent at home compared to the time spent away
Without all those fancy navigation/flight directors, I used this easy method for flying a 707-200. Alt to lose x 3 + 15 for straight in approach. for a approach requiring vectors or opposite direction landing - the 15. Made for comfortable descent and as with any approach it takes some fiddling to make it super smooth.
About when a pilot descends depends on the Air Traffic Controller who has to consider the same factors BUT in conjunction with the rest of the other traffic. No pilot is alone up there to decide any climb or descend on his own will ignoring any other nearby flight.
Use the jake brake or reverse the engines for 30 seconds then the bottom will fall out and maybe you will go into a flat spin like TOM CRUISE THEN YOU WILL QUALIFY FOR TOP GUN METAL
Awesome explanation! The only thing to correct is since the thumb rule is 1000ft every 3NM, it means that you don't need to do 270/3 = 90 but 27*3 = 81, so in 81NM you will descend 27000 ft with 3° angle and no wind. Then you add wind and speed deceleration correction as you did. Of course with 90 instead of 81 you have more NM to descend and maybe it's always better to be a bit lower than higher in respect of the ideal descent profile. The rest is totally ok :)
Many rules of thumb here. A simple technique I and many others use is height in 1000s above airport times three for distance to start the descent. 40k ft? 120 NM For a minimum rate of descent use Ground Speed times 5. 450 knots? 2250 FPM minimum. This puts you on a 3 degree glide slope. Adjust as needed on the way down to give time for below 250 knots and then below initial flap speed.
btw could you plz tell me that do you need to live in the country of which the airline belongs to if you are a pilot in that airline. for example if you are living in America would could you work in a British airline?
Flew from LAX to Denver a while back. When the pilot announced "we're beginning our descent into Denver". I thought why are we descending? Why didn't we just climb to 5280 feet and go straight in? ;-)
Hallo Captain Joe, vielen Dank für die vielen echt tollen Videos. Sie beantworten nicht nur spannende technische Fragen von Laien und Interessierten, sondern bei mir helfen auch viele deiner Videos gegen Flugangst. Wenn ich auch als Laie ein wenig die Flugbewegungen einschätzen kann fühle ich mich schon viel sicherer. Bitte weiter so, ist echt cool!
Joe, first officer showed me this on a Boeing. For the 3 to 1 planning and a airport anywhere close to sea level, simply select meters on your display. Since there is roughly 3 feet in a meter, you altimeter now shows the distance you need to run to kill the altitude (meters displayed). And it’s displayed right there on your altimeter. Put the runway in the fix page or dial up your vor, whatever you like. Also, consider using speed mode to take yourself below the path. Also, program a slower speed in for descent to flatten out the angle, but then if ATC asks you to go faster override with speed or push up your throttles without changing the fmc programmer speed. I hate being a hostage to path when the path is unrealistically high or “fast’, which is essentially the same thing. Or descending in high tailwind conditions. Cause the fmc almost always gets behind with even though it knows the winds. I also have meters up during cruise to help keep track of what airports around me are the best selections for emergency landings in equal time. For example, at 30000 feet my no wind descent distance is roughly 90 miles, so if I select center map and display airports, then every single one of the airports below me in a 90 mile circle are identical in TIME to get there. Because even though I may be directly over my selected emergency field, I still have to travel 90 miles somehow to get the aircraft down. Making the airport directly beneath me identical to one at the perimeter of the 90 mile circle. This gives me a much better way to keep track in my mind where I would go if there was a major mechanical, or medical emergency at any given time. And also forces me to continually think about airports I WOULDN’T divert to. I’m pretty sure the vnav on a 747 uses GEOMETRIC path after the first crossing altitude for subsequent descents, as well as all Boeing’s EXCEPT the 737, which uses subsequent IDLE/PATH segments until it reaches the gradient path on final, which is an angle defined off the runway. Somebody correct me if I’m wrong.... But the point is that not all paths are the same from aircraft to aircraft. I agree with you too that vertical speed should be rarely used. Rarely these days does a controller want anything other than a normal rate, there’s just too many aircraft to keep track of to be forking around and lolly gagging. Great video Joe. Good luck with the girlfriend/ex girlfriend thing😎. Welcome to the Boeing world.
Captain Joe Didn't AB fly vacationers or snowbirds into and out of KRSW for a few years? I want to say they were X2 or XC3 weekly during the winter months.
Man, I was on a flight from Tampa back to Detroit a year or so ago with Delta. The pilot came over the PA, told us we were starting our decent, told the flight attendants to do whatever they're supposed to do. As we got closer to the airport, I hear the engines go down to almost idle. First thing I thought was 'damn, did we just run out of fuel?' Then the plane pitches down...and I don't mean down like a normal decent rate down, I mean like so far down that I heard bags start to slide forward in the overhead bins (this wasn't anywhere near a full flight so there was still room overhead) and I would have dropped my phone had I not been hanging on tightly to it. Then the sound of rushing air came, louder now because of the decreased engine noise. I looked out of the windows at the wings, and saw that the spoilers had come up (which at the time, I thought only were used on the ground) so now I'm like 'holy shit, I may need to start praying.' This happens for about 25 seconds, then the plane pitches back up, the spoilers go down, and the engines return back to their previous power setting. I looked around at the other passengers, some had a slight worried look on their face, others were just sitting there like this was normal. About two minutes later, the same thing happens again. Engine power reduced, plane pitches forward, spoilers come up. 30 seconds later, plane pitches up again, engines come back. This happens two more times, until we're finally close enough to the ground where I can see cars and sort of make out people walking and stuff like that. The rest of the landing was normal, we glided over the runway for a bit and then touched down, left wheel hitting the ground first and then the right wheel. I wanted to ask the Captain what the hell kind of approach that was, but he was out of the cockpit already before I got there. Crazy experience, had never happened to me before and never happened since. I assume what you described at 9:25 is what occurred.
Or you could forgo safety, dive at the field, and land at VLE with a 3g flare. You've got 4 thrust reversers, 16 brakes, and 2 and a half miles of runway. I think you could do it.
I learned some new things watching your video, but a lot of that I have done in my Microsoft Flight Simulator X it's been times I walked away from the computer and missed my descent point so I dropped gear and spoilers and had a very steep descent until I got to the safe zone so I can relate what you're talkin about some of it thanks again
Assuming you have completed a Flight Plan I found that ATC would help you plan your descent. They always helped me when I did my Instrument Rating on a Seneca Mk2. Having said that I am not a Glorious SFO !
This is definitely key info, since Im simulating my flights using the PMDG 747-8 in P3DV4. Thanks Capt. Joe. Gotta note that lesson in Descent Planning. :)
Give him 2 quarts of D5w and transport to,rampart ASAP this is squad 51 out. And tell Dr early to not be late this time. Maybe the patient will live if we don’t have a wreck on the way to hospital lol 🤣🤣🤣
HeyHowsMyDriving bro if you are a pilot training these videos are for you , I am undergoing training right now and was having a lot of problem on this matter. It helped me
An alternate quick way of calculating vertical speed for a 3 degree glideslope is to divide your speed by two then add a zero. For example, 120 knots divided by two is 60, then add a zero and you get 600. 100 knots / 2 = 50 add a zero for 500. In your example of 150 knots, 150 / 2 = 75 add a zero 750. To me at least this is much easier than multiplying your speed by 5.
At 10:23, You stated that as a last resort, You can request delay vectors or ask for more track miles. At my local airport (Salt Lake City International (KSLC), I have heard pilots request a "long approach". Usually, This is from aircraft are approaching from the North but will be turning onto RWY's 34L, 34R and 35. Interestingly, On a flight to Orlando, FL (KMCO), Our A320 decended from FL40 to Touchdown in only 15 minutes. That was decent you could really feel... and it was fun!
Captain Joe, a knowledgeable fellow in piloting, CRM and, above all, managing schedules for tending to many girlfriends. Jokes aside, great video as always!
![[DRAGON BALL LEGENDS REVEALS ＆ STUFF] LEGENDS FESTIVAL 2024 Special Edition Part 1](http://i.ytimg.com/vi/mV5bGIswTtQ/mqdefault.jpg)
"How does a PILOT KNOW when to DESCEND?" He looks down and says, "Shyit, that's my airport going by!"
Yup
this actually happened in LA coming into Hawthorne. Trying not to bust LAX class bravo. Was too high and too fast. Dumped the gear and flaps and came down like a flying brick!
Nah you just wait for the flight attendant to tell you. en.wikipedia.org/wiki/Northwest_Airlines_Flight_188
😂😂
John Grabowski lol🤣🤣🤣🤣🤣
Captain Joe is low key a savage with the girlfriend example 😂
Ikr. 😂 😂 😂
hi
Captain Joe is in danger of making the same mistake as I made if he gloats of his navigational conquests !
Roy C Horton well how many conquests have you completed xD
High key**
Joe, I’m now retired but i used to do two descent profile calculations. First for the aircraft’s needs with similar techniques like you described but also a second calculation for the cabin pressurization needs to ensure a comfortable rate of descent for the passengers ears. Our department guidelines were a cabin climb of 500 fpm and only 300 fpm for descent. Taking the cabin from max diff to sea level could need more time than it might take to get the aircraft down. Especially with no anticipated restrictions and smooth air. Once both calculations were complete I would start the descent to match the longest time required to meet their numbers.
Fascinating, thanks for making this comment.
One imagines that a watchmaker could have worked unperturbed as a passenger, with steady-handed, meticulous vertical profile planners like yourself managing the unforgiving variables of flight. I'll take a wild guess that you flew for KLM.
It is positively amazing that there are so many factors and calculations involved in landing.. I had no idea the pilot even still had that much control and input these days. I actually thought it was far more automated with electronics and software. While the instruments are obviously extremely sophisticated, this video made me realize that they only provide information and leave much more than I thought up to the the pilot. I'm sure there's tons of smart technology and automation but someone still has to understand and operate it all. This channel always leaves me struck with respect for how complex and precise the science of flight has become.
Don't worry man, those days are gone. Nowadays is all done by computers. Autopilot, Autoland, etc
its the difference between airbus and boeing, airbus the plane is flown and handled by the computer. with boeing the plane is flown by the computer but handeld by the pilots.
never left behind. It is the pilot himself who directs the autopilot, gives instructions and commands.@@esau82
You don't know the slightest about airplanes, piloting and the history of airplanes.@@esau82
Whether it is Airbus or Boeing, they are the pilots who direct, instruct and give commands to the Autopilot.@@esau82
If your girlfriend wants you to call 30 miles prior to arriving at her house then she's probably cheating on you. Lmao
Gives you more time to cheat on her, so it's all good... Lol!
That's why you swing by your ex's house first
My thoughts..lol
Yes but when you are flying at 800km/hr that 30 miles feels like 0.3 miles.
Aviation 777 lol true! ...not to mention that an 'ex' will want nothing to do w yo sorry ass
9:39 "You and your passengers will feel that descent but it's fun though"
-*Captain Joe 2018*
Found that odd too lol
But it's really fun hahaha
This happened to me going into gatwick, its a very weird feeling haha
I love the descent into KSFO when they do the staggered close parallel into RWY 28R and they intercept the 28R final and make that sharp turn to so they don't overshoot over to 28L where there is another aircraft landing, all while on steep descent because of the mountains east of the bay. I go "whee" every time...well not out loud...usually.
It's always fun trying to hold on to my seat while imagining I'm on a roller coaster Xd
Sounds pretty straight forward , give me a plane .
Lol
🤣🤣🤣 I wouldn't want to be ur passenger
Hahah
Sure, hold my beer!
Heck no 😂
Great Video, an easier to calculate V/S on 3deg Glide is to take GS and simply divide by 2 and add a zero. So in your example: 147÷2=75 add a zero and we have 750fpm
That works... another is to multiply your GS by 5. So in the example, 147 × 5 = 735 fpm.
You here? Haha nice
Fly jv is an actual pilot
@@jonathana6520 Who said he wasn't a pilot... or are you saying that 'cause he wears a uniform in his thumbnail pic?
@@jonathana6520 who said he isn't a pilot? I just found it cool that he is here or commented under Joes video
If your girlfriend finds out about the transition to the ex's, you'll probably be diverted to a new destination!
Chad Portenga hahahaha
Chad Portenga underrated comment!😂😂😂
Emergency landing in Thames water
lmao go around
Χαχαχα for sure
I love that he adds the math involved with all this, it helps to understand it all
As an ATC, I would say it’s really useful for controllers to provide better services to pilots, thanks.
As an instrument student awaiting a checkride, I really love your videos. Some of this was a bit over my head as I’m flying just a little 172c but I apply the 3/6 rule. Alt to lose in thousands, times 3 for NM for TOD and ground speed x 6 for feet per minute decent rate.
it doesn't always work
And I thought parallel parking was hard!!!
Same hahaha
no name 😂
I did parallel indexing on Supertankers as Ship's Navigator I was a young lecherous git with before I took up Pilot Training. The biggest mistake is to mix up the Girls' names on the phone..aaargh !
No shit huh good comment..
I’m only 12 lol
Finally someone who taught me how to calculate the descent planning. Thank you!
So, you couldn’t find that info anywhere but lo and behold captain joe came along and saved you?
How does a pilot know when to decent?
Math. Shit tons of math. Math here math there math everywhere. Touch down!
Flying is Math's.
You'll need to understand calculus for this
Hahaha maths is right
It's pretty simple arithmetic really, not mathematics. The trick is to remember the 'Rules of Thumb' that Captain Joe mentioned and apply them where necessary.
What you need to figure is your cruising altitude and divide that number by 3.
For example, if you’re at 36,000 feet (aka Flight Level 360) you would divide 360 by 3, giving you the answer of 120. That means that you start your descent at a maximum of 120 Nautical Miles (NM). This is assuming no change from Air Traffic Control (ATC) or a STAR chart (Standard Terminal ARrival) that tells you speeds and altitude to be followed
Great video. Adding my own experience I use the following.
For a three degree descent angle - use a vertical speed five times your ground speed. e.g. 500 knots GS use 2500 ft / min
As a rule of thumb for the descent point. Altitude to lose / 300 = track miles to run. (or 3000 feet for every ten Nautical miles )
Say you are at 45,000 ft (I fly a Global Express) - descent point will be 45,000 / 3 = 15,000 / 100 = 150 Nautical miles.
It works nicely all the way down.
45,000 ft - 150 Nm to run
42,000 ft - 140 Nm to run.
39,000 ft - 130 Nm to run
30,000 ft - 100 Nm to run.
15,000 ft - 50 Nm to run
3000 ft - ten Nm to run - straight down the ILS.
Or just select Vpath and let the plane do it all :-)
If we have 4 ex girlfriends..It will cause delay
LMAOOOOO extended holding pattern! lol
30 minutes are 30 minutes regardless of the ex gf count.
Pan-Pan, need vectors to diversion airport on current heading.
Than you need to hold short on each one 😂😂
You will get no more girlfriend... If you didn't reach her on time...
Is the ex-girlfriend analogy based on real facts?
Totally :)
Where do you think he got the photos from?! His wallet! ;-)
#pilotProblems
Haha I almost died
For couple seconds I thought God was talking to me.
How I do it on Flight simulators:
1) Have a general idea where the airport is.
2)Nose dive like hell until you get close to the ground. When you get the terrain warning, even better.
3) When you see the airport, nosedive then work your flaps and speed until you land.
Same dude
im impressed with the amount of detail capt joe revealed to us with regards to the ropic in hand. in my perspective, an easier calculation for our required v/s (decent rate) at 8:19 with 150 gs is 15/2 add a zero. also. to know approximately how much track miles we need (in case of a straight in approach for a 3 degree decent) , suppose we are at 27000 ft with ariport elevation close to 0, 27x3 +10nm(for configuration) equals to 91NM. as for a downwind approach, we add 20 or 25nm to tbe 91nm i.e. 111NM total distance. Happy flying everyone.
Captain Joe I watch every video of yours! Thank you for spending your time creating useful videos for people like me!
PrimeFlightSimulator Thanks for your feedback, highly appreciated😉
HELLO
My name is Vaibhav I am from India
I love your videos I’m still in 10th grade but it’s my dream to become a pilot
Your videos give me the knowledge and motivation that gets me ready every day.
Hope you read this comment
so youre using your mom's account?
@@Tatiana-jt9hd 😂😂
@@Tatiana-jt9hd savageeee😂
Me too im in 10th std btw im not using ma moms account
@@White742 yup whats d matter?
One thing I like your video more than Mentour because you are more funny and chilled . Everyone likes chilling in RUclips. Great video
Dr Evil Thanks, appreciate your comment😉
Dr Evil Well I particularly like Mentour more as he explains things the way I understand it, also he interacts with his Subscribers way more, I am not a hater and I like Joe and Mentour but mentour just a little bit more :)
I watch and enjoy both but when Im watching Mentour I do sometimes feel like Im being told off lol
That's true
#yeme - sounds like you have an inferiority complex...
I'll need to replay this several time to get it completely. Thanks for taking the time to explain! Approach is on my radar.
I'm not a pilot but these videos are making me reconsider...
I am an Accountant, why am I watching this. 😂😂
Great video BTW
R P I’m a recruitment consultant. Maybe for the best. I don’t understand a thing about this interesting video. I don’t even have an ex-girlfriend. I like men 😅
Haha ! You made me laugh. I'm currently studying accounting but I'm interesting cause i want to become a pilot. Leave your job, accounting is good but aviation is better :)
@@Sylvi15 Ha ha .... I know right, and this hobby is getting expensive, I frequently travel due to my job and where I am from all the window set are priority seats and they charge you extra. But now I am so curious like " Oh I know why you lowered your flap, I know what that's called"
I am like a kid again. 😁😁😁
@@jetblast5902 Sadly I can't, I am practically blind without my glasses 😢😢.
But hey a guy can dream can't he ??? 😀
@@vagabond_memior you can still fly with glasses lol.
Yeah, the 747 or the A320 are really falling like a brick. But the A330 is built for gliding!
Thats true, yes :)
Is this true? A320 can't really glide?
Yes its even true in fsx-se. I was landing a330 in dubai and even had a headwind ! My God i had to push it down 😂
Air Transat approves!
Whyyyy FSX?
Girlfriend/ex-girlfriend analogy is the best example ever!
Aye Aye Capn, thank you very much for enlightening us on Aviation, your clips are short, audible, concise, clear, and understandable.
Nice that you mention the go-around as not being a failure! There have been a lot of accidents that could have easily been avoided with that simple maneuver!
Fellow pilots everywhere, say it with me... "You can always..."
GO AROUND!!
Now I’m going to apply this knowledge on Prepar3D
lol same
Why? Doing stupid stuff is what makes simming fun :p
Same xD
Julian R because there is no room for stupid stuff once you get an airline pilot job :)
Great idea! Always good practice on the sim!
I am 81 years old, taking flying lessons and hope to become a commercial pilot in the next 3-5 years. This was very helpful.
@Jenna Massey ..same question i was asking myself 😮
@Jenna Massey I don't know man, i will share when i come up with an answer soon.
@Jenna Massey 😹😹😹 c'mon. Stop it with the flat earth conspiracies.
Which country you from?
Everything on earth not only water, is kept in place by gravity. That's why it doesn't pour into space.
To answer the previous question, aircrafts fly very close to the ground, hence the curverture of the earth is still not obvious. If you moved further up (away from earth) you will notice the earth getting rounder. Also look at flight paths. They are usually not straight lines. They resemble an arc since they need to account for Earth's shape.
Sorry English is not my first language but i hope you understand the long explanation.
@Jenna Massey You fly at 120 000 ft often?
I am an air traffic controller working at ACC departmant.
(ANKARA (City)/TURKEY)
thanx for video Joe 😊👍🏻
I do sequencing for Sydney. I sometimes feel a bit guilty constantly altering aircraft speed/track after top of descent. The environment is so variable though and there's just too many other aircraft to work around to leave everyone to their own devices. The other thing to note is different airlines/makes fly vastly different profiles, or have different company speed restrictions. I flat out have to tell 787's what speed to fly because their speed range is crazy. Always a nice surprise to find out United is flying 250kts in his 787 for some reason or the MD11 is flying 340kts like he's the only one in the sky. Fun games.
acpulse hi
There are many airports and Istanbul airport in Turkey approaches the speed of our limitations. Therefore We are using speed restriction
Wow. That video made me realize what an extraordinary job pilots do. My highest respect to all of you.
Dear Sir,
You're gifted in your lectures. Iam entering a flight school soon.Please keep up the best work.
GOD BLESS YOU.
Captain. Regards from India . Just got my type done on 320 . And I was still a bit confused about the TOD when it comes to a smooth decision making ! Keep it up ❤️
Hi Sir, do they teach and give an examination on this exact topic in the ATPL?
@@kenlee-97 they won't really do ..but you can ask how to plan a descent . They should be able to tell you . This is more of an Airline thing
@@diptanjanchakraborty oh,u thought it was part of the student module for ATPL certificate.
Really well put together video Joe! It’s true that many people rely too much on the FMS and forget simple 3 degree mental math. I like how you also mention kinetic energy, because it’s easy to descend too low and drag the airplane in, but it’s also our job to fly the airplane most efficiently to minimize fuel burn and costs.
what?
Aviator Inspirations, he conserves his kinetic energy for that 30 mile detour he makes😂😂😂
@@friendlypiranha774 Nothing more worse than planning for the arrival 200 nm out via all the waypoints in the arrival to the final approach fix then given a 'tract direct' instruction which leaves you hot and high for the approach. ATC think they are helping you out but they are setting you up to fail.
'Flying piano'
There is probably a flying piano cheat in GTA :D
She'll fly if you get her going fast enough~~~ O^O
Hmm, does anyone know what the glide ratio of a flying piano actually is, by the way?
Pianos are actually pretty lightweight in comparison to an A320
Flying carpet sounds safer.
Use breaks extend flaps and make everyone in the back think they’re stalling and about to die 👏
Brakes*
Cant use those at high speed.
, they'd break apart the plane
edguitar stanley eisen exactly. Flaps/slats have a speed limit to each degree they are extended. You cant use flaps when you're 35000ft going on at 300 knts
Scream over the intercom
apply reverse thrust mid flight and extend landing gear at 300kt
I once went on a flight, here in South Africa, from Johannesburg in the north, to Port Elizabeth in the south. From about half way down there was a big cloud bank below. The plane, 737, was then coming down, through the clouds, with it vibrating. Then, below the clouds, was Port Elizabeth below. I thought it was amazing. It was also pouring with rain.
You arent decending, only acheiving new heights 👍✌
That's a great comment for this video ;)
@@flywithcaptainjoe it is amazing not only following your channels via social media, but i think many followers feel they are part of your journey in life as well as your career 👍
What're your routes on the cargolux 747?
Around the world!
In 80 hours =))
Follow him on Instagram, he goes absolutely everywhere!
That's what happens when you switch to a plane that's hardly sweating when the A320 would be running on fumes... xD
If a pilot forgets to retract speed brakes, on your type what happens?
Thanks Captain! Just a simmer but you just answered questions I've had for the entire 15 years of simming. Love your videos! I'd be happy to fly with you anytime.
Great video Joe.
For those of us flying smaller planes, the rule of thumb calculation is based on providing you a three degree descent angle. Using Pythagorean’s Theorem, you need 3.4 Nautical Miles of lateral distance to lose 1000 feet of altitude. That’s 3.4NM per 1000ft or 3.4NM/1000ft. You can simplify the math to the following:
Altitude needed to lose in thousands of feet times 3.4 equals Nautical Miles needed to lose it.
Ex. 270000 ft / 1000 x 3.4 = 91
We usually add a couple of miles (2-5) fudge factor in order to provide enough spacing and time to enter the traffic pattern or Approach Procedure in level, unaccelerated, flight at approach speed.
Joe’s math works too. Just done a different way.
Oh-
-come on, why no thumbs up for this comment???
Thanks, Joe. If I'm ever on a plane where both captain and pilot are incapacitated, I'll be able to step in and land that sucker using your info. :)
Hello Captain, at what speed and altitude you should start extending flaps and slats?
Each different aircraft type has a placard on the instrument 'dashboard' that has the speeds at which the flaps, slats and landing gear can be lowered. Makes it easy for the first officer to check the speed is not exceeded when the flaps and gear extension is commanded by the captain.
@@davidpalmer9780 can they rip off?
@@ramblingrob4693 Nope... The listed speeds are normally etched on a placard which is securely bonded to the 'dashboard' in clear view of both pilots.
@@ramblingrob4693 Nope... The placard is chemically bonded and riveted to the 'dashboard'.
The aircraft wouldn't be certified if it was NOT displayed.
@@ramblingrob4693 flaps don't work at high speeds, and they don't rip off.
Hi Joe. Thank you for your video. Please can you answer me one question:
When calculating the speed to lose why do subtract the average speed from the present speed? Why not the target speed? Isn't it that you have to add the distance that you need to lose the total amount of your present speed to the target/APP speed. I would be thankful for a short explanation. :-)
So dry Joe, it's hilarious and educational at the same time. Thanks for the laugh and the awesome education.
Love these videos
That visiting EX first before arriving to destination made me understand whole thing.. Dumping fuel before arriving to diverted location makes sense too.
Haha- was that a ejaculation /sexual joke right there in a scrambled message?!!!
That is fascinating. I've flown a lot of quite a bit of the world...I have a rule....go to the bathroom 35 min before arrival time. By the time I return to my seat, the plane starts initial descent. I think it's funny when a lot of people stand up and get in line for the bathroom like they didn't know the flight was nearing the destination.
Only problem is......today's regulations prohibit ANYONE from standing outside of the lavatory to wait! I guess you just gotta be the fastest rabbit on the plane as soon as anyone exits the lavatory!!!
Hey Captain Joe,
Thx for your great postings. Since your flying cargo planes: can you tell something about the cargo handling on board (stability, securing, checking etc.)
Take care!!
This guy stole my lines!!! I want that too
LOAD MASTER TAKE CARE OF THE LOAD . ALSO THE GARGO NEED TO BE SECURED TO THE FLOOR .
Lol, based on all the references and analogies in his videos, Joe must be a chick magnet and totally enjoying it 😀
Captain Joe: This is easy right?
Me: Hell no! 😥
i will never fly an plane in my life but i enjoy listening to this guy explaining how airplanes work
I was pretty stunned to learn that for the last 100 miles of a flight you are essentially coasting down while trying to lose speed the whole time, that's longer than most of the flights I have done on MSFS!
It took me a couple of times when you said "thumb rules" to work out what you were saying. It's a phrasing I've never heard used. The phrase used is typically "rules of thumb". 😂
Great video as always.
Perhaps because the German expression is Faustregel.
@@francinevanzanten8368 Yeah, that's likely that. "Rule of thumb" and "thumb rule" are technically the same in English. But a native speaker would never use the latter as the former has become the idiom. One if those interesting quirks of translation.
Well that is interesting. I've head it said just as often either way, in the northeast USA.
Interesting indeed... Maybe it's just a UK and Irish thing, then. Any Australians here to give us the Aussie take? It other English speaking nationalities?
Although I've never heard "thumb rule" on any American TV shows. (That being said, how often would they used that phrase...).
Knew what he meant immediately because in my native Dutch it's "vuistregel", but it did irk me slightly...
I suggest that you Make something talking about your personal experiences as a pilot.
Taran Panduranga coming up!
He did. You remember the ex girlfriend. ;-)
Can you do a video on how to have a family life, and long layovers due to long haul?
How much time do you spent at home compared to the time spent away
They usually ruin the first marriage and go around but the boomerang comes back
Without all those fancy navigation/flight directors, I used this easy method for flying a 707-200. Alt to lose x 3 + 15 for straight
in approach. for a approach requiring vectors or opposite direction landing - the 15. Made for comfortable descent and as
with any approach it takes some fiddling to make it super smooth.
About when a pilot descends depends on the Air Traffic Controller who has to consider the same factors BUT in conjunction with the rest of the other traffic. No pilot is alone up there to decide any climb or descend on his own will ignoring any other nearby flight.
“Use the speed brake as necessary”
737 pilots: *laughs in glider*
Use the jake brake or reverse the engines for 30 seconds then the bottom will fall out and maybe you will go into a flat spin like TOM CRUISE THEN YOU WILL QUALIFY FOR TOP GUN METAL
Lpl
Lola
Awesome explanation! The only thing to correct is since the thumb rule is 1000ft every 3NM, it means that you don't need to do 270/3 = 90 but 27*3 = 81, so in 81NM you will descend 27000 ft with 3° angle and no wind. Then you add wind and speed deceleration correction as you did. Of course with 90 instead of 81 you have more NM to descend and maybe it's always better to be a bit lower than higher in respect of the ideal descent profile. The rest is totally ok :)
I was thinking the same thing.
He lost me at “Get your brain ready...”
😂
excellent lesson!!! even a person who is not pilot can basically understand you!!...
Many rules of thumb here.
A simple technique I and many others use is height in 1000s above airport times three for distance to start the descent. 40k ft? 120 NM
For a minimum rate of descent use Ground Speed times 5.
450 knots? 2250 FPM minimum.
This puts you on a 3 degree glide slope.
Adjust as needed on the way down to give time for below 250 knots and then below initial flap speed.
i love your videos
you are the best youtuber
and eventhough im not a pilot i still am inspired by you
thank you and keep making more videos
Thanks for the feedback! Appreciate it!
you are welcome
btw could you plz tell me that do you need to live in the country of which the airline belongs to if you are a pilot in that airline. for example if you are living in America would could you work in a British airline?
Flew from LAX to Denver a while back. When the pilot announced "we're beginning our descent into Denver". I thought why are we descending? Why didn't we just climb to 5280 feet and go straight in? ;-)
I enter into my car, tune in favorite FM station, approach my gates with full headlights and honking.
Mission accomplished
Hallo Captain Joe, vielen Dank für die vielen echt tollen Videos. Sie beantworten nicht nur spannende technische Fragen von Laien und Interessierten, sondern bei mir helfen auch viele deiner Videos gegen Flugangst. Wenn ich auch als Laie ein wenig die Flugbewegungen einschätzen kann fühle ich mich schon viel sicherer. Bitte weiter so, ist echt cool!
Joe, first officer showed me this on a Boeing. For the 3 to 1 planning and a airport anywhere close to sea level, simply select meters on your display. Since there is roughly 3 feet in a meter, you altimeter now shows the distance you need to run to kill the altitude (meters displayed). And it’s displayed right there on your altimeter. Put the runway in the fix page or dial up your vor, whatever you like. Also, consider using speed mode to take yourself below the path. Also, program a slower speed in for descent to flatten out the angle, but then if ATC asks you to go faster override with speed or push up your throttles without changing the fmc programmer speed.
I hate being a hostage to path when the path is unrealistically high or “fast’, which is essentially the same thing. Or descending in high tailwind conditions. Cause the fmc almost always gets behind with even though it knows the winds.
I also have meters up during cruise to help keep track of what airports around me are the best selections for emergency landings in equal time. For example, at 30000 feet my no wind descent distance is roughly 90 miles, so if I select center map and display airports, then every single one of the airports below me in a 90 mile circle are identical in TIME to get there. Because even though I may be directly over my selected emergency field, I still have to travel 90 miles somehow to get the aircraft down. Making the airport directly beneath me identical to one at the perimeter of the 90 mile circle. This gives me a much better way to keep track in my mind where I would go if there was a major mechanical, or medical emergency at any given time. And also forces me to continually think about airports I WOULDN’T divert to.
I’m pretty sure the vnav on a 747 uses GEOMETRIC path after the first crossing altitude for subsequent descents, as well as all Boeing’s EXCEPT the 737, which uses subsequent IDLE/PATH segments until it reaches the gradient path on final, which is an angle defined off the runway. Somebody correct me if I’m wrong.... But the point is that not all paths are the same from aircraft to aircraft.
I agree with you too that vertical speed should be rarely used. Rarely these days does a controller want anything other than a normal rate, there’s just too many aircraft to keep track of to be forking around and lolly gagging.
Great video Joe. Good luck with the girlfriend/ex girlfriend thing😎. Welcome to the Boeing world.
I miss your Airbus videos ;(
Well I miss my "Babybus" from time to time ;)
@@flywithcaptainjoe *We Miss AirBerlin As Well* xD
AirBerlin is in a better place now... :'C
@@zanderhamilton7908 Yeah xD
Captain Joe
Didn't AB fly vacationers or snowbirds into and out of KRSW for a few years? I want to say they were X2 or XC3 weekly during the winter months.
Could you explain what you like more or less about the B747 than on the A320?
Coming up!
That's great!
Huh, I will stay in my lane as a passenger!
It's a great teacher. A class of mathematics. Former Employee x AA and FAA. Thanks x being x the World.
I keep re watching capt Joe videos over and over and ......
Man, I was on a flight from Tampa back to Detroit a year or so ago with Delta. The pilot came over the PA, told us we were starting our decent, told the flight attendants to do whatever they're supposed to do. As we got closer to the airport, I hear the engines go down to almost idle. First thing I thought was 'damn, did we just run out of fuel?' Then the plane pitches down...and I don't mean down like a normal decent rate down, I mean like so far down that I heard bags start to slide forward in the overhead bins (this wasn't anywhere near a full flight so there was still room overhead) and I would have dropped my phone had I not been hanging on tightly to it. Then the sound of rushing air came, louder now because of the decreased engine noise. I looked out of the windows at the wings, and saw that the spoilers had come up (which at the time, I thought only were used on the ground) so now I'm like 'holy shit, I may need to start praying.' This happens for about 25 seconds, then the plane pitches back up, the spoilers go down, and the engines return back to their previous power setting. I looked around at the other passengers, some had a slight worried look on their face, others were just sitting there like this was normal. About two minutes later, the same thing happens again. Engine power reduced, plane pitches forward, spoilers come up. 30 seconds later, plane pitches up again, engines come back. This happens two more times, until we're finally close enough to the ground where I can see cars and sort of make out people walking and stuff like that. The rest of the landing was normal, we glided over the runway for a bit and then touched down, left wheel hitting the ground first and then the right wheel. I wanted to ask the Captain what the hell kind of approach that was, but he was out of the cockpit already before I got there. Crazy experience, had never happened to me before and never happened since. I assume what you described at 9:25 is what occurred.
Exciting story, thanks for the detailed comment!
Captain was in a hurry to descend. He had the runs and couldnt wait.
ATC may have given him a last minute “slam dunk” descent clearance because of traffic conflicts.
Or you could forgo safety, dive at the field, and land at VLE with a 3g flare.
You've got 4 thrust reversers, 16 brakes, and 2 and a half miles of runway.
I think you could do it.
You'd bounce off the runway. VLE spped is too fast to land.
I learned some new things watching your video, but a lot of that I have done in my Microsoft Flight Simulator X it's been times I walked away from the computer and missed my descent point so I dropped gear and spoilers and had a very steep descent until I got to the safe zone so I can relate what you're talkin about some of it thanks again
Glad to be the passenger! Pilots thank you for your driving training and skill!
Those calculations are accurate joe but the winds play a heavy point too
Joe I have two questions!1)How do pilots know the winds at their T/D and 2)Can't pilots use VNAV during the descend (above 10.000ft)
Use the quadratic formula to solve y=x+2
-NASA
Really.......
They call the weatherman!
Roger thank you
...and yes, the pilots can use the VNAV function for both climb and descent phases of flight.
737 Max 8: “look at me... I am the captain now”
Thank YOU JOE Sir ,I;m now practicing this on FSX Steam Edition ;)
Please do so!
I'm too
Great Cap Joe !! I’m ATC and like to fly and still looking if someday will fly an B737 , I don’t loose the hope , hugs and have safe landings
Assuming you have completed a Flight Plan I found that ATC would help you plan your descent. They always helped me when I did my Instrument Rating on a Seneca Mk2. Having said that I am not a Glorious SFO !
Now I'm definitely a professional in infinite flight
Would make my day if u hearted
@@baileythedudeman57 💔
Bailey Louque u r epic boss
@@baileythedudeman57 good one
This is definitely key info, since Im simulating my flights using the PMDG 747-8 in P3DV4. Thanks Capt. Joe.
Gotta note that lesson in Descent Planning. :)
Give him 2 quarts of D5w and transport to,rampart ASAP this is squad 51 out. And tell Dr early to not be late this time. Maybe the patient will live if we don’t have a wreck on the way to hospital lol 🤣🤣🤣
I love all your videos. One small correction- it is "subtract", not "substract"
You are my best of the blue sky!!! Thanks, Captain Joe!!
Bro , thank you so much . This was very very helpful. You are the best❤️❤️
Yes very helpful. I learned to fly a plane by watching youtube
Glad I was of some help! All the best! Joe
HeyHowsMyDriving bro if you are a pilot training these videos are for you , I am undergoing training right now and was having a lot of problem on this matter. It helped me
AM I THE ONLY ONE WHO DONT KNOW WHAT HE IS TALKING ABOUT
yes
and it is "doesn't"
Nope You aren’t the only one
I have no idea what he mean either
@@sergeisamokhin9177 *means
Me too no clue
Yes you are
Captain Joe, do you do these inflight calculations with pencil and paper or using an app?
They are mental calculations.
Flight plan gives the waypoint to start descent (TOD). TOC is top of climb is when you reach your cruise altitude.
An alternate quick way of calculating vertical speed for a 3 degree glideslope is to divide your speed by two then add a zero. For example, 120 knots divided by two is 60, then add a zero and you get 600. 100 knots / 2 = 50 add a zero for 500. In your example of 150 knots, 150 / 2 = 75 add a zero 750. To me at least this is much easier than multiplying your speed by 5.
At 10:23, You stated that as a last resort, You can request delay vectors or ask for more track miles. At my local airport (Salt Lake City International (KSLC), I have heard pilots request a "long approach". Usually, This is from aircraft are approaching from the North but will be turning onto RWY's 34L, 34R and 35. Interestingly, On a flight to Orlando, FL (KMCO), Our A320 decended from FL40 to Touchdown in only 15 minutes. That was decent you could really feel... and it was fun!
I hope to be a pilot like you captain!!
But I dont have enough money to study airlines😢💔
Same😢 sucks it cost so much
@@Jack-ee5fi yeah
Sfortunately
God will provide. I am not that rich. But I just did my first solo. God is good. 🙌
I also wants to be a pilot too. But I couldn’t due to I was born with heart díease. 😢
He is F/O Not captain but yeah it cost alot in my country about 120,000 but you can get study loans ;) so good luck
I do notice you have your current, ex and the eternal love hung on the back of your wall! Well played Cap ✈️
I now know i wont ever make being a pilot! I have lots of respect for all pilots and alwaya marvel at their skills.
Captain Joe, a knowledgeable fellow in piloting, CRM and, above all, managing schedules for tending to many girlfriends.
Jokes aside, great video as always!
Fingering girls???
I am going to be a nervous flyer from now on. Great job, Captain!