Скачать с ютуб B737 Energy Managment 2/2 в хорошем качестве

B737 Energy Managment 2/2

The techniques mentioned in this video are just techniques before applying them make sure that you have good level of understanding of the airplane and in all casses make sure to comply with your company procedures. In this video we continue the discussion regarding how to deal with airplane on the descend if you are high. Specially approaching 10,000ft and in the terminal area. I apologise for taking such a long time for the upload but due to some work commitments I am short of time, to avoid any further delay I decided to share the video with minimum editing. Few things I would like to highlight here: 1 1,000ft is a good altitude to start slowing to speed restriction below 10,000ft. If for any reason while trying to slow down to the speed restriction and you feel the airplane is not slowing fast enough. Do not engage VNAV, use V/S with a climb of 200-300fpm that will give you the quickest pitch change and you will be able to level off near 10,000 then once the speed approaches 250 re-engage LVL CHNG. On the descend any time you deviate from the programmed route get out of VNAV, because the FMC does not have any path to construc an IDLE POWER decend path out of. The best way to keep an eye on how high or low the airplane is on the decsend is to estimate track miles to the RW. Some controllers will give you the track miles some don’t. So it is a good idea just to be able to estimate it yourself. Using flaps as a drag device by descending using level change at a speed of 210 with flaps 1 and then 5 will give you a better decend rate and have a good margin from the flap speed limit. Gear down then slow down to 185knts, once within flaps 15 limit go flaps 15. For the next video I am planning to discuss the vertical bearing (V/B). So till next time I wish you safe flying and smooth landing. Your comments are appreciated any suggestion are more than welcome and criticism and critique are highly appreciated. Thank you