Originally Posted by
easymxp
Hi!
I’m trying to find an easy rule of thumb to monitor my descent with significant tailwind on descent.
let’s assume tailwind is 50 knots at TOD, normally I use 3*altitude plus deceleration plus tailwind. For tailwind I use 1nm each 10knots of tailwind. I see this works with a high speed descent (say over 300 knots) but with our CI we have around 270 and it is not enough. Anyone with a better estimation of wind effects on descent computation?
If asking why I do all this when I have managed des , is bcs with trombone style arrivals (snake) most of the times I get major shortcut so to mitigate this I use OP des and stay lower
Hi,
your rule of thumb is good enough. What you can do is to descend in such a way that you will be A) able for a direct to the FAF at any point during the arrival and B) still able to fly the full start without flying levelled for too many miles.
Tip 1) check the historical statistical contingency fuel values for your sector, and if available on your EFB, the statistical approach paths. In this way you will be aware of what you will most likely be flying in terms of STAR hence being able to plan the appropriare shortcut.
Tip 2) Same as above but add FR24 to the equation; check previous historical flight tracks.
Tip 3) Always have in view the PROG page with the runway threshold on PF side and the FPLN on PM side. In terms of energy management consider to fly something in the middle in terms of track miles. I.e. PROG is 100nm, FPLN is 150NM, plan something around 120NM to run. This way you will able for both profiles.
Tip 4) If you are high, no problems. Remember in aviation altitude and speed are a luxury, as no one has ever hit the sky. Increase ROD by increasing IAS and extending the speedbrakes. If it still looks “meh” ask for more track miles to loose altitude. Next time you will do it differently.
Remember altitude and fuel = options. Landing out of an unstable approach with several hundred kgs of extra fuel is not clever. Use it.