Glideslope And Takeoff Power Options

[riversiderebel3]

Hello to all i was curios as to know what is the AVERAGE takeoff N1 power of aircraft. whether it be in the 80's or 90's power range, specifically the 737, A320's, 757's, and 767's. Also I have trouble staying "on the money" on the glideslope flying manually, I try to keep the PAPI lights aligned but I WOULD LIKE TO KNOW what is the avergae VERTICAL speed to keep the glideslope steady. So yeah power ratings and vertical speeds on glideslopes are my questions for today!!! thanks a bunch

David

[Aspiring Boeing ...]

Your power settings would depend on weather conditions and the aircrafts TOW. I suppose take off N1 for something like an A320 would be probably 90-95% but I am not a pilot flying an A320 so that wont be fully accurate.

In terms of the glide slope, tune the nav frequencies to the runways ILS, if it has one, and "switch on" these radios. If you want to fly manually just don't arm the ILS/LOC switch, or else the plane will do it for you. As you have tuned the nav radios, the flight director will show you the pink bars on the ADI, providing the radios are tuned properly and the course is set to runway heading, all you have to do is follow the cross. That will land you perfectly on the runway. Just make sure you check your loc and app deviation bars to make sure you are following it correctly.

That might sound like a lot of jargon just reading it if you are not sure about what some of the abbreviations mean, so check out some videos on Youtube, there may be some tutorials or such like.

Regards,
Chris

[riversiderebel3]

Your power settings would depend on weather conditions and the aircrafts TOW. I suppose take off N1 for something like an A320 would be probably 90-95% but I am not a pilot flying an A320 so that wont be fully accurate.

In terms of the glide slope, tune the nav frequencies to the runways ILS, if it has one, and "switch on" these radios. If you want to fly manually just don't arm the ILS/LOC switch, or else the plane will do it for you. As you have tuned the nav radios, the flight director will show you the pink bars on the ADI, providing the radios are tuned properly and the course is set to runway heading, all you have to do is follow the cross. That will land you perfectly on the runway. Just make sure you check your loc and app deviation bars to make sure you are following it correctly.

That might sound like a lot of jargon just reading it if you are not sure about what some of the abbreviations mean, so check out some videos on Youtube, there may be some tutorials or such like.

Regards,
Chris

No Everything you just said I understand perfectly ILS landings ect, and autolands. I fly the Level-D 767 alot and this is an awesome feature. But I was referring to runways not equipped with ILS landing systems rather just PAPI light system say like some airports in Central America For example (I fly alot in this region). I just would like to stay on the money with the PAPI system because I have to correcting my V/S all the time. I just wanted to know on average what is the V/S to descend uniformly onto the runway whether it be -500 FT/M or -1000 FT/M.

[The Airbuser]

No Everything you just said I understand perfectly ILS landings ect, and autolands. I fly the Level-D 767 alot and this is an awesome feature. But I was referring to runways not equipped with ILS landing systems rather just PAPI light system say like some airports in Central America For example (I fly alot in this region). I just would like to stay on the money with the PAPI system because I have to correcting my V/S all the time. I just wanted to know on average what is the V/S to descend uniformly onto the runway whether it be -500 FT/M or -1000 FT/M.

Then again it would depend on the aircraft. Bottom line, you can't descend faster than 1000fpm, you would be doing what is called as "Unstabilized Approach". To stay on the PAPI, simply, descend at 1000fpm until you get two red on two white, then, reduce your descent rate, but not based on the VSI, but on the airspeed indicator, fly the Vapp (Approach speed) once you are on the PAPI, and control your descend rate with power and speed with attitude.

To control SPEED with attitude, simply pitch up or down as required (no more than -1000fpm).
To control DESCEND RATE, use the throttles, if you want to reduce VS, add power, if you want to increase VS, reduce power. Do this WITHOUT LOSING CONTROL OF YOUR AIRSPEED. Your airspeed should be exactly the same during the whole approach, if you make the corrections in a proper way.

Try it, and let us know how it goes

Ed

[Ranger]

The descent rate required to stay on glidepath, regardless of whether it's an ILS or PAPI, is dictated by the groundspeed of the airplane. Remember, the proper glidepath is FIXED. It doesn't change. So the true airspeed (velocity through the airmass) takes you to the groundspeed (velocity across the ground). For most of us that can be too hard to brain slam while we're busy doing an approach so for ease and simplicity, use the approach speed to wag the descent rate. Let's say your approach speed is 130K. Divide 130 by 2. Take the result and add it to the first two digits of your speed. Tack a zero on the end. So... 130/2= 65. 13+65= 78 78 with a zero added to the end is 780. Your APPROXIMATE descent rate is 780 FPM.

One more just for practice. Approach speed= 145K. 145/2= 73. 14+73=87 870 FPM. Remember, this is a wag. And if there's a big headwind having big effects on your ground speed, the rate will be reduced.

[riversiderebel3]

Okay sounds good I will give it a try!

[flashnotgordon]

The descent rate required to stay on glidepath, regardless of whether it's an ILS or PAPI, is dictated by the groundspeed of the airplane. Remember, the proper glidepath is FIXED. It doesn't change. So the true airspeed (velocity through the airmass) takes you to the groundspeed (velocity across the ground). For most of us that can be too hard to brain slam while we're busy doing an approach so for ease and simplicity, use the approach speed to wag the descent rate. Let's say your approach speed is 130K. Divide 130 by 2. Take the result and add it to the first two digits of your speed. Tack a zero on the end. So... 130/2= 65. 13+65= 78 78 with a zero added to the end is 780. Your APPROXIMATE descent rate is 780 FPM.

One more just for practice. Approach speed= 145K. 145/2= 73. 14+73=87 870 FPM. Remember, this is a wag. And if there's a big headwind having big effects on your ground speed, the rate will be reduced.

Can't wait to try this out...

[trijetflyermd11]

The formula we use is a little more simple.

5 x Ground Speed = Descend Rate

That will give you a 3 degree Glide Slope. For this calculation you´d need a Ground Speed Indicator.
If you don´t have one keep in mind that the GS is a little faster than the indicated airspeed at landing altitudes.
But usually you land with headwind which in turn reduces the ground speed.
So simply look at your approach speed and multiply by 5 to get the FPM value.
Higher altitude airports means higher ground speed, stronger headwind means lower ground speed. Make any corrections to figure out the ground speed if required. In no wind and MSL airports just 5 x GS.
Give it a try...

[Ranger]

The formula we use is a little more simple.

5 x Ground Speed = Descend Rate

That will give you a 3 degree Glide Slope. For this calculation you´d need a Ground Speed Indicator.
If you don´t have one keep in mind that the GS is a little faster than the indicated airspeed at landing altitudes.
But usually you land with headwind which in turn reduces the ground speed.
So simply look at your approach speed and multiply by 5 to get the FPM value.
Higher altitude airports means higher ground speed, stronger headwind means lower ground speed. Make any corrections to figure out the ground speed if required. In no wind and MSL airports just 5 x GS.
Give it a try...

Gotta try that one. I've never heard of it but will defer to my Germanic brother pilots!