My "planning" was the same in all types I flew.
They were 707, 727, 747 and DC8...
No difference in speeds nor techniques.
I just recall, these darned DC8-70 (CFM) were hard to slow to 230 KIAS.
That is to get flaps and gear...
xxx
Our friend B&S said -
Descents are definately an area where there wasn't a huge amount of info imparted by the type ground school and the trainers...
Too bad your airline did not call upon me... classroom or line training.
xxx
Basic profile (all jets) is...
3 x NM track distance for start of descent.
Example, FL350, start descent 105 NM out.
xxx
Wind factors -
If strong tailwind at level, start descent 20 NM earlier.
If strong headwind at level, start descent 20 NM late.
xxx
Generally speaking, try to be...
FL300 when 90 NM out.
FL200 when 60 NM out.
FL100 (10,000 ft AGL) when 30 NM out, at 250 KIAS.
5,000 ft AGL, first flaps selection. Reduce speed accordingly.
xxx
If straight-in ILS expected, start 10 NM early.
If circle-to-land - start 20 NM late.
Use 320 KIAS as basic planning speed, for most types is OK.
Plan on 2,500 FPM rate down as standard.
If getting too low, reduce to 300 KIAS, about 2000 FPM rate.
If getting to be above profile, go to VMO and 3000 FPM.
xxx
Airplanes with large landing mass difference... like 747 -
Heavy aircraft, as many cargos are - start 10 NM early.
Light aircraft, partial passenger load - start 10 NM late.
xxx
Try to combine all of the above - and forget you FMS...
My 747s got fitted with FMS in 2001.
Using the FMS for profile
did not change the fuel burn statistics.
They just were wonderful for navigation and waypoint planning.
Nothing that the LTN-92 INS could not handle.
In other terms, lots of wasted money and 25 kilos of mass increase.
But young F/Os adore little knobs to push...!
xxx
Happy contrails