Cross DME from airport
03-03-2009 | 02:36 PM
#11
ULTP-Ultra Low Tier Pilot
Joined: Dec 2007
Posts: 3,228
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We dont need no little computers helping us out. Granted we have to constantly adjust our decent rate and usually end up at the required altitude miles before the assigned fix but we get there, oh yeah, we get there.
03-03-2009 | 02:53 PM
#13
Gets Weekends Off
Joined: Mar 2008
Posts: 280
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From: Beech 1900D
Another method, probably way too inefficient for jets:
(Altitude to lose / 1000) X 3 = NM distance from restriction to begin descent
Ground speed X 6 = Descent rate needed to make the restriction in the above calculated NM distance
Example:
Need to lose 10,000, and are currently 40 miles from restriction
(10,000 / 1000) X 3 = beginning of descent required 30 miles from restriction
400 KT Groundspeed X 6 = 2400 fpm descent rate required to lose 10,000 in 30 miles.
(Altitude to lose / 1000) X 3 = NM distance from restriction to begin descent
Ground speed X 6 = Descent rate needed to make the restriction in the above calculated NM distance
Example:
Need to lose 10,000, and are currently 40 miles from restriction
(10,000 / 1000) X 3 = beginning of descent required 30 miles from restriction
400 KT Groundspeed X 6 = 2400 fpm descent rate required to lose 10,000 in 30 miles.
03-03-2009 | 03:25 PM
#16
Gets Weekends Off
Joined: Sep 2006
Posts: 537
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From: Q400 survivor
remember, a jet is more efficient high up. why drop down to 10k when you can stay at FL290 for longer. in the 170/5 that's about 500lb/side difference in fuel burn at 290kts
and for the super lazy, the 170 will create that glideslope, then follow it down for you. it's great when they tell you to descend via the STAR, and you just put the lowest altitude in and watch the magic box do its thing.
and for the super lazy, the 170 will create that glideslope, then follow it down for you. it's great when they tell you to descend via the STAR, and you just put the lowest altitude in and watch the magic box do its thing.
03-03-2009 | 04:58 PM
#17
Gets Weekends Off
Joined: Nov 2008
Posts: 227
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I often get this type of crossing restriction coming into ABQ. I know where I am in relation to the airport (using a wypt for the airport) and make sure that I am at whatever altitude they assigned prior (basically pen and paper like you say). The trick in my airplane comes from the descent profile. Do I figure out a nice long near idle descent or just dive and drive at the last moment? Hummmm....decisions, decisions. I can't wait to get my hands on some of that descent profile FMS type stuff those fancy airplanes have in them! 
USMCFLYR
USMCFLYR
03-03-2009 | 05:00 PM
#18
Gets Weekends Off
Joined: Nov 2008
Posts: 227
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