PMDG 777 Tutorial 15: Landing | Real Airline Pilot

Summary

In this tutorial, airline pilot Emanuel shares expert insights on achieving a stable and smooth landing with the PMG 7. He outlines the criteria for a stabilized approach, emphasizing the importance of maintaining speed, localizer, glide slope, and aircraft configuration. Emanuel also provides tips on manual corrections, the flare and touchdown process, and the use of auto throttle. His guide offers practical advice for pilots, ensuring a safe and controlled landing experience.

Takeaways

• 😀 The importance of a stabilized approach in landing, which begins well before the actual touchdown.
• 📐 The stabilized approach criteria must be met by the time the aircraft passes the stabilized approach gate, typically at 1,000 ft above aerodrome elevation.
• 🔍 The optional equipment of the white bar on the altimeter helps identify the stabilized approach gate.
• 📉 Maintaining a stable approach requires being on speed within a narrow range, on the localizer within one dot of deviation, and within glide slope tolerances.
• ✈️ The Triple 7 aircraft requires special attention to speed and pitch control to avoid destabilizing the approach.
• 🛫 For manual approaches, small corrections are key to maintaining stability, with pitch adjustments of only one degree if necessary.
• 🚀 Boeing recommends keeping the auto throttle engaged for stability, even during manual flying.
• 📊 The flare and touchdown process begins at approximately 200 ft, with a focus on not prolonging the flare to ensure a smooth landing.
• 🛬 Upon touchdown, the reverse thrust should be engaged, and speed brakes should extend, with auto brakes generally performing better than manual.
• 🛤️ Exiting the runway should be done at specific speeds depending on the type of taxiway, ensuring the entire aircraft has cleared the runway.
• 📝 The tutorial emphasizes the need for precise speed control, small control inputs, and reliance on peripheral vision during the final stages of landing.

Q & A

What is the main topic of the video tutorial?

The main topic of the video tutorial is landing techniques for the Triple 7 aircraft, with a focus on achieving a stabilized approach and smooth touchdown.

Who is the presenter of the tutorial?

The presenter of the tutorial is Emanuel, an airline pilot and a PMG 7 beta tester.

What is the significance of the 'stabilized approach gate' in aviation?

The stabilized approach gate is a point, usually at 1,000 ft above aerodrome elevation, where certain criteria must be met to ensure a stable approach for landing.

What are the criteria for a stabilized approach according to the script?

The criteria for a stabilized approach include being on speed within +10 or -5 knots of the target speed, on the localizer within one dot of deviation, within one dot on the glide slope, having the flaps set appropriately, and the aircraft in landing configuration with the landing checklist completed.

Why is it important to maintain a stabilized approach?

Maintaining a stabilized approach is important because it helps ensure a safe and smooth landing, reducing the risk of deviations that could lead to unstable approaches or go-arounds.

What is the recommended action if the glide slope starts deviating during the approach?

If the glide slope starts deviating, the recommended action is to make small corrections by pitching up or down by about one degree to catch the glide slope again, and only correct stronger if the deviation continues.

What does Boeing recommend regarding the use of auto throttle during manual flying?

Boeing recommends keeping the auto throttle engaged at all times, even when flying manually, although it is not a requirement and pilots have the choice to turn it off if they prefer.

At what altitude does the script suggest starting the flare for landing?

The script suggests starting the flare for landing at approximately 30 to 50 ft above the ground.

What should a pilot do after the aircraft touches down on the runway?

After the aircraft touches down, the pilot should engage reverse thrust as needed, verify that the speed brakes have extended, and maintain the runway centerline while decelerating.

How should a pilot vacate the runway after landing?

A pilot should vacate the runway by reducing speed to about 55 knots or less for rapid exit taxiways and 10 knots or less for normal taxiways, ensuring the entire aircraft is clear of the runway before turning off.

What additional resource is mentioned for those interested in more detailed information on landing techniques?

For those interested in more detailed information, the presenter mentions his 'ultimate Triple 7 guide ebook' available in the video description.

Outlines

00:00

😀 Introduction to Landing Tutorial

In this introductory paragraph, Emanuel, an airline pilot and a PMG 7 beta tester, welcomes viewers to a Landing tutorial on his channel. He mentions an ultimate Triple 7 guide ebook for more detailed information, which is available in the video description. The tutorial focuses on the concept of a stabilized approach, which is essential for a good landing. Emanuel explains that a stabilized approach begins well before touchdown and involves meeting specific criteria by the time the aircraft passes the stabilized approach gate, typically at 1,000ft above the aerodrome elevation. He also discusses variations in approach criteria based on different meteorological conditions and aircraft configurations.

05:00

😇 Maintaining a Stabilized Approach

This paragraph delves into the specifics of maintaining a stabilized approach during the landing process. Emanuel outlines the criteria for a stable approach, including speed within a certain range of the target speed, being on the localizer within one dot of deviation, and having the aircraft in landing configuration with the landing checklist completed. He emphasizes the importance of making only small inputs to the aircraft's controls to keep the approach stable. Emanuel provides guidance on how to adjust pitch, thrust, and speed in response to deviations, and he advises against relying on vertical speed indications, instead recommending reliance on the aircraft's pitch attitude. He also mentions Boeing's recommendation to keep the auto throttle engaged, but clarifies that it is not a requirement and that different airlines may have different regulations.

10:02

🛬 Executing the Flare and Touchdown

In this paragraph, Emanuel describes the process of executing the flare and touchdown, which are critical steps in landing. He suggests that the pilot should consider disengaging the autopilot and auto throttle approximately 1 to 2 nautical miles before the runway threshold to assume manual control. The flare should begin at around 30-50 feet, with the pilot pitching up 2 to 3 degrees to avoid a prolonged flare that could lead to the aircraft floating in ground effect. Upon touchdown, reverse thrust should be engaged, and speed brakes should extend automatically. The pilot should then maintain runway centerline and vacate the runway at appropriate speeds, depending on the type of exit. Emanuel stresses the importance of ensuring the entire aircraft has cleared the runway before turning off, especially for long aircraft like the Triple 7, to avoid causing delays for other aircraft.

Keywords

💡Stabilized Approach

A 'stabilized approach' is a crucial concept in aviation, referring to a state where the aircraft is in a controlled and predictable flight path, meeting specific criteria before reaching a certain altitude, typically 1,000 ft above the aerodrome elevation. In the video, it is the foundation for a good landing, as it sets the stage for maintaining control and precision during the final stages of flight before touchdown.

💡PMG 7 Beta Tester

A 'PMG 7 beta tester' is an individual who tests pre-release versions of flight simulation software, providing feedback to developers. In the script, Emanuel identifies himself as an airline pilot and a beta tester for PMG 7, indicating his expertise and involvement in the development process of flight simulation technology.

💡Landing Tutorial

A 'landing tutorial' is an instructional guide or video that teaches pilots, or in this case, flight simulation enthusiasts, the techniques and procedures for landing an aircraft safely and effectively. The video's main theme revolves around Emanuel's guidance on how to perform a stabilized approach and landing, as illustrated by his detailed explanation of the process.

💡Stabilized Approach Gate

The 'stabilized approach gate' is a term used to describe a specific altitude, usually 1,000 ft above the aerodrome elevation, that serves as a checkpoint to ensure the aircraft meets all necessary criteria for a stable approach. The script mentions this gate as an important reference point for pilots to verify their aircraft's status before landing.

💡Localizer

The 'localizer' is a navigational instrument approach system that provides horizontal guidance to an aircraft during landing. In the script, Emanuel emphasizes the importance of being 'on the localizer within one dot of deviation' as part of the stabilized approach criteria, highlighting its role in precise landing procedures.

💡Glide Slope

The 'glide slope' is the vertical component of an aircraft's approach path, indicating the correct descent angle for landing. Emanuel instructs viewers to be 'within one dot on the glide slope' during the approach, underlining its importance for maintaining a stable and safe descent towards the runway.

💡Landing Configuration

Aircraft 'landing configuration' refers to the state of the aircraft's flight control surfaces and systems that are set for landing, such as flaps, gear, and speed brakes. In the script, Emanuel mentions that the aircraft should be in landing configuration with the landing checklist completed as part of the stabilized approach criteria.

💡Autopilot

The 'autopilot' is a system that controls the aircraft's flight path without constant input from the pilot. Emanuel discusses the use of the autopilot during the approach, noting that it can be disconnected for manual control, but also mentioning Boeing's recommendation to keep the auto throttle engaged for precise speed control.

💡Flare

To 'flare' is an action performed by pilots just before touchdown to reduce the aircraft's descent rate and ensure a gentle landing. Emanuel describes the flare process starting at approximately 30 ft, advising viewers to pitch up by 2 to 3° and not to prolong the flare, which is a critical step in the landing sequence.

💡Reverse Thrust

The term 'reverse thrust' refers to the mechanism that redirects engine thrust forward to help slow down the aircraft after landing. Emanuel instructs to apply reverse thrust upon touchdown and to verify that the speed brakes have extended, which is an essential step for effective deceleration on the runway.

💡Runway Exit

A 'runway exit' is a designated point on the runway where aircraft can leave the landing strip to taxi to their parking area or to the next stage of their journey. Emanuel explains the process of vacating the runway at speeds of about 55 knots or less, emphasizing the importance of completely clearing the runway for safety.

Highlights

Introduction to Landing tutorial by Emanuel, an airline pilot and PMG 7 beta tester.

Emphasis on the importance of a stabilized approach for a good landing.

Explanation of the stabilized approach gate, typically at 1000 ft above aerodrome elevation.

Criteria for a stabilized approach including speed, localizer, glide slope, and landing configuration.

Use of the expanded localizer scale for a more precise approach.

The significance of maintaining a precise approach speed and making small corrections.

Techniques for maintaining a stabilized approach during manual flight.

Boeing's recommendation to keep auto throttle engaged for stability.

The Triple 7's sensitivity to speed variations and the need for precise control.

Instructions for conducting the flare and touchdown, starting around 200 ft.

Boeing's recommendation to disengage autopilot and auto throttle before the runway threshold.

Technique for flaring the aircraft at 30 ft and landing without holding off.

Use of reverse thrust and speed brakes post-touchdown for deceleration.

Guidelines for exiting the runway at appropriate speeds and ensuring complete vacating.

Importance of vacating the runway completely for safety and operational efficiency.

Practical demonstration of landing techniques and the importance of looking outside during final approach.

Final summary of key points for achieving a smooth and good landing in the Triple 7.

Invitation for feedback and promotion of the ultimate Triple 7 guide ebook for more detailed information.

Transcripts

hello everyone and welcome to the

channel I'm Emanuel I'm an airline pilot

and a PMG 7 beta tester Welcome to our

Landing tutorial if you're interested in

a written version with a lot more

details have a look at my ultimate

Triple 7 guide ebook more on that in the

video description below and now let's

get right into it a good Landing starts

long before the actual touchdown a good

Landing starts with a stabilized

approach but what exactly is a

stabilized approach so there is certain

criteria we need to meet by the time we

pass the so-called stabilized approach

gate that gate is normally located 1,000

ft above your Aerodrome elevation and

can usually be seen by the top of the

white bar on the

altimeter however be aware that not all

trip 7s have this fitted as it is

optional

equipment now some operators also used a

500 ft gate in visual meteorological

conditions and only use the 1,000 ft

gate in instrumental meteorological

conditions however most wide body

operators tend to only use the 1,000 ft

gate so now let's go over the actual

stabilized approach criteria in order to

consider an approach stable we need to

be on speed that is within + 10 orus 5

knots of the target speed we need to be

on the localizer within one dot of

deviation and be aware of the expanded

localizer scale that you have a

available when the approach mode is

engaged on your autoflight system now

the expanded scale can be recognized

through

the shape of the um Square down here on

the localizer scale compared to the

standard dot that you have on the normal

scale so take this into consideration

you need to be within one dot on the

Glide slope your Frost needs to be at a

reasonable level and the aircraft has to

be in landing configuration with the

landing checklist completed so for the

Triple 7 that speed brakes armed gear

down flaps 30 or flaps 25 if 25 is the

final Landing flap

setting now that we understand how the

approach can be recognize as stable

let's have a look at how we can keep it

stable on the actual approach itself the

key to a stabilized approach and to

maintaining a stabilized approach is to

make only small inputs wherever possible

so have a look at what we see right now

on the primary flight display and

remember that data so when we are on

speed we have approximately 2 to 2 and 1

12° pitch and a descent rate that is

somewhere in the region of around 800 ft

a

minute now also remember your thrust but

that can slightly deviate of course due

to the large range of Landing weights on

this aircraft so right now we have

around 59% % and one if it is 61% or 57%

that does not make a greater difference

just remember the standard value you

have and use those data as a basis for

flying your

approach once you disconnect the

autopilot and take over for a manual

approach you want to do very small

Corrections only if the Glide slope

starts deviating from

your exact marker then only correct by P

pitching up a degree or pitching down by

just one degree and normally that is

going to be enough to catch the Glide

slope again only if you see the Glide

slope deviating further correct A Little

Bit Stronger in general you want to do

very small Corrections and once you are

back on the Glide simply resume the

original pitch angle you had before so

that's about 2 to 2 and 1 12° don't try

to chase the needle and most importantly

don't rely on the vertical speed

indication that that is just not precise

enough to fly the aircraft precisely

much rather simply rely on the

aircraft's pitch

attitude likewise if the speed starts

deviating for example due to gusts only

slightly adjust your thrust by a couple

percent like 2 3 4% depending on how

large the deviation is you normally

don't need more than this in order to

correct yourself back on speed if you're

using larger inputs and that goes for

any axis that's in pitch in roll or or

in thrust if you're using large inputs

you are very likely to destabilize the

approach now Boeing recommends to keep

the auto throttle engaged at any time so

even when you're flying manually Boeing

recommends to have Auto throttle on

however it is a recommendation it is not

a requirement that means that you are

free to turn auto thrust off if you want

to now different airlines have different

regulations in these regards so some

operators may require Auto throttle to

be on While others may require it to be

off while again others give the pilot

the choice whatever you choose though be

sure that you maintain your approach

speed precisely in order for the

approach to stay stabilized the Triple 7

is an airplane that is especially prone

to getting out of pitch control when the

speed starts running away so be sure to

keep that speed precise and keep the

airplane in trim at that

speed now that we know how to fly the

approach let's have a look at how to

conduct the actual flare and touchdown

probably the part that most of you have

been waiting for the most in this video

right so the actual flare and touchdown

start at approximately 200 200 ft now

Boeing recommends that the pilot flying

should consider disengaging the

autopilot and disconnecting the auto

throttle if desired approximately 1 to

two nautical miles before the threshold

or approximately 300 to 600 ft above

field elevation so that you have a

little bit of time to get into flying

the aircraft and assume positive control

of the

aircraft by the time that you pass over

the threshold of the runway shift your

visual sighting point to the very end of

the runway and rely on the radio

altimeter to count you down at 30 ft

start the flare by pitching up

approximately 2 to

3° fly the airplane all the way down

onto the runway and do not prolong the

flare in an attempt to make it a smooth

Landing it is required that you simply

fly the airplane all the way right down

onto the

rway once you touch down engage reverse

be sure that the speed brakes extend

which you can in the simulator just do

by listening to the voice of the speed

break lever coming up that is a very

distinct recognizable voice that you

hear and let the auto break do its job

especially at higher speeds manually you

will normally always wear the brakes

down

unnecessarily the auto is normally doing

a better job only disengage the auto

break when you approach your Runway exit

now exiting the runway is normally done

at speeds of about 55 knots and less

when you're vacating on a rapid exit tax

away and 10 knots or less when you're

vacating on a

normal tax away that's angled at an

angle of like 90° to the runway so be

sure to use a sensible speed there the

good thing about flying a heavy aircraft

is that you don't need to worry about

someone else being right behind you on

the approach because of the increased

separation that ATC needs to apply

behind you so you got all the Time in

the World to vacate that

Runway all right let's

summarize we start the approach

stabilized if a deviation occurs only

make very small correction Bank only a

couple degrees pitch only one degre

three only more if really needed adjust

the thrust only slightly if manual

thrust is used or use Auto thrust to do

those adjustments when we fly over the

threshold look to the end of the runway

flare at 30 ft by pitching up about 2 or

3° but don't look at the attitude

indicator for that look outside and use

your peripheral vision that you focus on

the outside and you notice at the side

of your vision how the plane is acting

below you use that to pitch it up to or

3° and positively fly down onto the

runway don't try to hold it off if you

hold the airplane off the Triple 7 has a

huge tendency to flare so that really

eats up Runway and you don't want to do

that the plane really tends to float in

ground effect once touch down apply

reverse as needed verify that the speed

brakes have extended by listening to the

voice of it

extending and at about 70 to 80 knots

reduce thrust to reverse idle reaching

normal taxi speed disengage the reverser

and vacate the wrun way using normal

taxi speeds all right so that was a lot

of theory let's go ahead and put that

into practice disabling the active pores

the aircraft is stable so let's

disconnect the

automatics and now I have a look at my

control column down here

basically I make small inputs in order

to ensure the airplane stays within the

flight

director but apart from that I try to

move the control column as little as

possible that is not to say I try not to

move it at all so you can see only very

slight Corrections that I apply on the

control

column all right and now let's look

outside and go ahead and land that

airplane so the closer you get to the

runway the more you look outside and the

less you look inside as long as the

runway remains at in the same spot in

your window you are normally right on

path nonetheless look inside

occasionally to verify your flight

instruments and only make small inputs

as

needed so flying down the runway

maintain the center line maintain the

Glide slope you can make good use of the

poies for that but remember as we're

approaching 200 ft we no longer

aggressively follow the puy or the Glide

slope deviations can occure that's not a

problem

continue so I'm I'm not doing any input

at all right

now 50 look to the end of the

runway 20 flare 10 and just fly it

down don't hold it off and we're down

okay you heard the sound of this ball is

coming out you can see the reverses

being active in is reverse the airplane

is decelerating and from here on WE

simply maintain the runway Center Line

and when our exit approaches we can go

ahead and go for manual breaking toate

the runway Don't Force the aircraft Off

The Runway if it's needed just miss the

exit and go for the next one disengage

the auto Brak as needed and verify

disengagement through the auto message

on the

iast next up we simply let the airplane

roll to its next possible exit and don't

force the airplane Off The Runway that

does not

work all right manual braking this is a

90 Deere exit so of course we have to

reduce our speed down towards 10 knots

in order to vacate the runway you've got

ample time available the next

approaching aircraft has to be at least

5 nautical miles behind you since you're

a heavy air

aircraft vacate the runway and very

important be sure that the entire

airplane gets Beyond The

Runway you've got a very long aircraft

and you need to have the entire airplane

behind this line over here not just the

cockpit but the entire

plane I cannot overemphasize how

important that part is otherwise you

have not vacated the runway on some

airports it might be needed that you

taxi all the way straight Off The Runway

so normal taxi speed reverses are

deactivated since stopping is now

assured and now we can vacate the runway

completely and I'm simply going to turn

the aircraft onto taway Bravo right in

front of us and if we have a look

outside you can see that only now we

have actually vacated the runway

completely so let's vacate and turn onto

Bravo and when that is done we are going

to stop the aircraft over there and is

going to conclude this tutorial I would

already like to thank you very much for

watching hope that you learned something

today give me your feedback in the

comments below the video and again if

you're interested in a written version

with even more tips and tricks for

achieving a smooth and good Landing be

sure to check out my ultimate Tri 7

guide more than that in the video

description below thank you very much

for watching as always if you're up for

more don't forget to like comment and

subscribe and if you really really like

what I'm doing I would appreciate a

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all again on the next one