When i watch the show "Air Disasters" and hear the great John Cox stress in multiple episodes that there should be no random discussion in the cockpit while on approach. The capt and FO just displayed in very bad weather why full concentration is required. Nice landing.
I've seen the autopilot land but can't remember what aircraft. On that day we were caught in that storm driving on the south coast. It was huge! I'm stunned they didn't get diverted. Once Western Sydney airport opens it'll be so much better.
FYI - ILS CAT3 landing is full auto pilot landing. Meaning Auto will not be disengaged till about 80knots on the runway. CAT3 refers to when conditions and visibility so poor where no runway insight at minimums.
I live right under the 16R arrival flight path into Sydney which I know is commonly used for flights from Brisbane; not sure if they took a different path due to the conditions but it's kinda cool to think this flight may have passed right above me. Great job guys 😊
I've seen the autopilot land but can't remember what aircraft. On that day we were caught in that storm driving on the south coast. It was huge! I'm stunned they didn't get diverted. Once Western Sydney airport opens it'll be so much better.
Sometimes it is helpful to turn your landing light OFF during an approach in such weather. Less distracting outside. Same applies in snowstorms, unless you like the 'Millennium Falcon' effect from the original Star Wars New Hope!
Generally, touch down well adapted to conditions. AP disconnect legally ok (in CAT 2 you could do the same), but the MCP play around including APP deselection and flying temporarily in CWS only in IMC on the ILS is a rather hot one, if distracted with other tasks like configuration management.
@jasongeoffrey doesn't seem to agree though. Visual at 700 with minimums at about 280 but apparently the armchair captains seem to think it was a dangerous approach 😂😂
That looked like kind of a hard landing but such poor visibility out of that windshield right at the end there when the clouds cleared. Anyway still nice job.
There are many ground based radio stations that give feedback on a plane's position but nowadays airliners mostly only use GPS and ground based ILS to get a straight in track to the runway.
I don't think the visibility was as bad as the video makes it seem. At one point the person with the camera looks to the left, and the ground is quite visible. But as others said, they have GPS and instrument landing systems which keep the aircraft on track. I was surprised how low the minimums were set. Year ago, a BA 747 flew through an ash cloud which ground the windscreen almost opaque, but they were able to land with ILS and a lot of pilot skill.
That screen is blank during normal operations. It can be used to display additional engine parameters, or as a backup display should one of the PFDs, NDs or the upper DU fail.
What a mess! This video perhaps because of the noise came across as highly stressfull. Rushed approach? Arms everywhere. Trimming up and down and then the A/P dis connect at 50' guaranteed a hard landing. Yes hard and not the safe positive touchdown it should have been. But then again I wasnt there was I.
What was the reason for such a late autopilot disconnect? It would hardly give the pilot any time to "feel" the aircraft. Probably the reason for a hard landing (and yes, I realise you need to "push" to the ground in wet conditions to avoid aquaplaning but that was still excessive to me). I would have been disconnecting around 6:15.
@@davemacaThe decision to disengage the autopilot during an approach is at the discretion of the captain and restricted by the operational limits of the aircraft. If Jonathan would decide to disengage at a predetermined minimum, he’s not wrong. Perhaps a more relevant question would be, “What airline do you fly for?” Some airlines are O.K. with being safe, others on being “uber safe”. There are strong cases to be made for both.
Absolutely correct. This was a hard landing. Not a safe positive touchdown to avoid aquaplaning. Late A/P disconnect was a bad choice. Lack of confidence probably and relying too much on the A/P. Yes, a feel for the A/C is of upmost importance during convective weather like this.
@@kevinfarrell9884 the middle panel contains a small hot beverage machine and entertainment screen. I suspect they want viewers to look at the more technical displays like the gear change dial so you can see what gear he is flying in and waste jettison button etc.
APP mode is the third button down between the heading select and ASEL windows. It’s illuminated green in the video, indicating APP mode is armed/engaged.
@@ignorance72 yeah, on second look it does appear like you’re correct and the APP button extinguishes. But it looks to me like the VOR/LOC and G/S FMAs remain, which is a bit odd. Unfortunately the original video isn’t high enough resolution for me to figure out exactly what happened. It does appear the autopilot was engaged throughout, even if it was in CWS for a little bit…
To anyone who complains about their plane delaying or the flight was bumpy. Wakeup and have some respect for the people who are piloting the aircraft. If you can do it better, be my guest.....or else....shut up. Beautifully impressive work. If I may make one minor critique, please film your next with a camera and not a potato. Thanks.
Yep that's how Id have done it. Was below the localizer glide slope so he vertical speed intervened and put it at 200 fpm to capture the glide. Rode the AP right until 100 feet. Exactly how Id have done it.
@@patkelly6349 the localizer helps you align with the run way, fpm is feet per minute, usually indicating the descent rate, he let the auto pilot stay on for a lot longer/closer to the run way than most flights
Not questioning the obvious expertise of course but you don't declare who you are and why they'd put you in the jump seat (so you must be an airline employee - and especially so since you called it the "jumper"). Given it's a 737 it must be either Qantas or Virgin, or possibly one of the now bankrupt REX relics, all of which wouldn't allow you to publish this without permission? And that "evening" Sydney was white light for sure (I know), and maybe/probably blue light (for the info of non airport workers blue light meaning all activity on the tarmac had to be closed). So after landing, and a great landing it was too, who guided the aircraft into the bay and attached the aerobridge or stairs? Who went out there and chocked and unloaded the aircraft? Were the disembarked pax bussed or did they get off straight into the terminal?
@@musicalaviator The clip is dated Friday 29 Nov 2024 and we were there on the ground. The only three operators with 73s from Brisbane to Sydney are Qantas, Virgin ... and REX has one or more 73s still operating in its livery despite it having gone belly-up. REX apparently doesn't do the inter-city runs anymore and this is quoted as BNE-SYD. Great landing but as one commenter pointed out the front cloud visual is way worse than the visual when the photographer moved over to the window and filmed downward. Terrific job but why wasn't the airport closed on blue light?
@@mrmr314 Probably because there weren’t any lightning strikes within 5nm. And it’s just ramp activity that has to cease, not takeoffs, landings, etc (although you’ve got to ask if you’d be flying that close to an active cell).
Not a big fan of that level of automation dependency. The VASI lights were observable before the “minimums” call out. There doesn’t seem to be much wiggle room if things go south.
@@saveferris4675 No landing checklist, no communication between pilots until they land and say how good the landing was. No contact with ATC clearing them to land. Randomly adjusting the speed all the time by 1 to 4 kts. Total rubbish
@@JasonGeoffrey the messing around on the mcp was interesting, but this is clearly a real video huh? it can't possibly be a fake video, its not a simulator lol.
@@triplej8666 Yeah simulator. There was no contact with ATC for landing clearance. You can clearly hear them talking at the end. No landing checklist was done, just lots of pointing at instruments and button pushing.Neither seemed to be pilot in command, just both doing whatever they wanted.
Given your attitude, maybe the pilots are giving you the landing you deserve... P.S. From someone below, would said it better... " To anyone who complains about their plane delaying or the flight was bumpy. Wakeup and have some respect for the people who are piloting the aircraft. If you can do it better, be my guest.....or else....shut up. Beautifully impressive work."
This is not a good example. I don’t know why they post this stuff. F/O is clearly inexperienced. I would not have let him fly this approach. Fingers everywhere, heads are down. While captured on ILS (or GLS can’t see from the video) F/O tries to disconnect the approach by pressing approach on MCP then tries to re-engage. Mean while the Cpt’s head is down changin the frequencies. Start swiches seems to be in off position which makes me wonder did they do the landing check list ? Max auto pilot disengage hight for single channel is 158FT. F/O does that below 100FT. Weather is a threat but nobody cares about terrain… Pilots fail in line checks for this. Do better please.
Yes the FO is inexperienced. Yes he had no idea that you can’t get out of approach mode by turning the button off. But before you slander the poor guy you should know a couple of things. 1. Engine start switches with an auto function don’t need to be on, like this aircraft has. 2. Autopilot can be disconnected at 50ft. If weather is the greater threat I would also have that up over terrain. Also, guess what happens if you encounter a GPWS? It automatically pops up. How cool.
@ I wrote some of the things that I saw. They were stable at 1000FT except landing ch. list. I am not slandering but blaming mostly the captain for allowing this approach to be recorded and published. Also for letting an inexperienced F/O to fly this approach. 1. Never heard of engine start switch with an auto function in a 737NG which this aircraft is. There is GND, OFF, CONT and FLT. Modes are selected manually. According to landing check list it should be in continuous. But it looks like its not. 2. Autopilot can be disconnected at 5FT if you wish. It is a Boeing limitation written on operating manuals for 737NG type of aicraft for single channel precision approaches (meaning using single autopilot for ILS) which this approach was to disengage autopilot latest at 158FT. You can ask Boeing why if you like. It was a violation. 3. I agree with you GPWS/EGPWS being so cool poping up like that. It is just my opinion and some of the airlines SOP’s to also monitor terrain if there is poor or no visuals. One side can select the weather the other can select terrain. Think about this when your loved ones are flying.
@@sek23100 Sorry, you’re just plain wrong about the 158’ disconnect height. As per FCOM L.10.7: “For single channel operation during approach, the autopilot shall not remain engaged below 50ft AGL” Maybe it’s different where you operate, but this was perfectly legitimate. If you’re going to throw stones, you really need to have your facts straight - and you do not. (I also have no problem with them both having the radar displayed under those conditions, particularly given that terrain isn’t a significant issue on that approach.)
@@WalterMitty-n7b Sorry but you need to check FCOM Limitations chapter one more time and see that your information about 50FT AGL is incorrect. FCOM does not change according to where you operate. It changes according to type of aircraft, the aircrafts certifications or some special specifications (such as short field performace version of 737NG model) FCOM L.10.7 (for 737NG) which you refer to takes you to limitations concerning engine ignition, thrust, Apu, Non-AFM operational info. and Flight controls. You should check FCOM L.10.5 (for 737NG) Autopilot/Flight Director syst. AFM Limitations. There you will see I quote # The minimum use height (MUH) for single channel autopilot operation is defined as 158 feet AGL. Its clear to me that only one autopilot is selected (A/P B) in this approach. If they had dual autopilot selected for an autoland the FMA would have read differently. For example at 1000’ amber single channel would have changed to Land2 or Land3, at 350’ stab trim would have trimmed for auto go-around etc. Which in this case it does not. They are doing a single channel ILS CAT I approach and violating a Boeing 737NG operating procedure by disconnecting the autopilot below 158 feet AGL. When it comes to terrain, these pilots are distracted during approach. Need to change approach type, frequencies, autopilot goes into CWSP/R modes. When they finally capture to ILS, it is nice to check where you are and where you are going. Is ILS correctly captured. Is your distance and altitute correct according to ILS. Which seems like they don’t. At least they don’t talk about it. So they can select terrain on one side and increase their situational awareness. But this is a nice thing to do not a need to do and its my opinion. Bad decision making from the Capt. allowing a two stripe inexperienced F/O who is flying behind the aircraft to make this approach which results in a violation, forgetting the landing check list (from start switch positon being off, hope I’m seeing it wrong) and letting 3rd person into cockpit which records this and puts it on RUclips. I dont’t know which airline this is but I hope their chief is not watching.
@ You are still wrong. Your FCOM must be different from mine. In mine, L.10.5 concerns weight limitations, and L.10.7 covers the autopilot/flight director system. The figure of 158’ AGL does not appear anywhere in the document. Please just accept that what applies to you may not apply everywhere else, and that what you think you know might not always be right.
i love the sounds in the cockpit with the acception of the damn stab trim wheels. I appreciate how important stab trim is but jesus they are so attention seeking. Great video though thanks for the upload.
@@thirdworldrider6991 modern airliner landing at a modern airport in heavy rain with well trained and experienced pilots at the controls. You have no idea what you're talking about mate...
Left that autopilot on way too long. Should have turned it off as soon as he could see the runway. There was no time to get a feel for the flying conditions hence why he slammed it in.
@@saxmanb777yes it CAN, but it’s best practice to turn it off as soon as possible to get an appreciation for conditions. That’s what I was taught on conversion course anyway.
"No need to grease it, lets just get on the ground" :)
You don’t want to grease it in wet weather max tread
not so much landing as giving the earth a hug
Felt the delays down here in Tasmania for over 2 hours plus !
Fantastic video and love our Australian Pilots!
Trust in that equipment.
Wow.
I was stressed just watching.
Thank you, Pilots, for getting us there safe.
When i watch the show "Air Disasters" and hear the great John Cox stress in multiple episodes that there should be no random discussion in the cockpit while on approach. The capt and FO just displayed in very bad weather why full concentration is required. Nice landing.
under 10,000 feet pilots are prohibited to talk about stuff that does not relate to the operation or safety flight, this is called the sterile cockpit
That was a lot of head turning, button pushing and knob twisting. I hope it was 'organised' chaos!
Ha ha that's what I thought too.
Strictly by the numbers. They were processing a checklist.
Whao, was screaming "FLARE" then bang lol. Got her down at least, awesome POV video, thanks for sharing!
Lol same!
fantastic pilots ,great job
Thank you for posting this insightful video
I'm surprised the airport wasn't closed considering how poor visibility was
It's a fake vidoe bro, these 2 clowns couldn't organise a root in a brothel
Yes very poor
Well and truly above minimums so perfectly safe to still land😊
@@ashwinratnam5389 In your flight simulator yeah. How many ILS approaches have you done?
@@ashwinratnam5389 How many ILS approaches have you done?
wow. Seems like the auto pilot was disconnected about 100 feet above runway...never seen it disconnected that low before.
I've seen the autopilot land but can't remember what aircraft. On that day we were caught in that storm driving on the south coast. It was huge! I'm stunned they didn't get diverted. Once Western Sydney airport opens it'll be so much better.
FYI - ILS CAT3 landing is full auto pilot landing. Meaning Auto will not be disengaged till about 80knots on the runway. CAT3 refers to when conditions and visibility so poor where no runway insight at minimums.
Good observation. I feel like I’ve only seen full auto land or disconnect at +2/300 ft.
@@ganntradingsystemstimecycl2783 No CAT3 ILS at Sydney.
CAT 2 approaches are generally flown to 100ft DH. Seems like thats what they were shooting for hence the AP disconnect at about the 100 foot callout.
I live right under the 16R arrival flight path into Sydney which I know is commonly used for flights from Brisbane; not sure if they took a different path due to the conditions but it's kinda cool to think this flight may have passed right above me. Great job guys 😊
The storms have been crazy lately here
I've seen the autopilot land but can't remember what aircraft. On that day we were caught in that storm driving on the south coast. It was huge! I'm stunned they didn't get diverted. Once Western Sydney airport opens it'll be so much better.
Most modern irliners can land themselves... except this one.
Sometimes it is helpful to turn your landing light OFF during an approach in such weather. Less distracting outside. Same applies in snowstorms, unless you like the 'Millennium Falcon' effect from the original Star Wars New Hope!
Excellently fine job!
The Pilot said. No sweat. I like that. Just get it down
Generally, touch down well adapted to conditions. AP disconnect legally ok (in CAT 2 you could do the same), but the MCP play around including APP deselection and flying temporarily in CWS only in IMC on the ILS is a rather hot one, if distracted with other tasks like configuration management.
why on earth they were in CWS there, even the FO didnt seem to know what was going on. Not sure what the captain was looking at. Rather odd
I think the FMC had a runway APP disagree? Perhaps wrong ils frequency?
Don’t think the jump seater asked the crew if they could publish this video
@@saveferris4675 Yeah, looking at the Captains viewpoint, I thought wrong ILS freq. too.
@@alexanderobrien7111 Amateurs in a simulator.
Noticed were using flight director AP dial up heading and desent all the way down 500 foot AGL
I know that cockpit...VIRGIN Australia 😍
😮 The pilot disengaged the autopilot before landing at the last moment, and it can be seen that the autopilot works well in bad weather.
Could use some RainX on the windshield!!
Nice ILS GLS it was a long straight in and break through the soup at 300ft AGL
respect for pilots
Is it really that loud inside the cockpits of 737's? Boeing should have put the 757 nose/windscreen on the NG 737s.
One good thing after that approach: no need to take the jet to the wash rack anytime soon! It is squaeky clean. Nice job.
outstanding. thanks for sharing
why did the captain select FMC for a new approach at 2:14 result in VORLOC and GS is gone at 2:39 ?
Think they were initially on the GLS, and swapped to the ILS
Because when you deselect an ils/gls frequency it takes it out of approach mode
When the FO is under pressure. The weather was bad but visual at 700; not too bad.
@jasongeoffrey doesn't seem to agree though. Visual at 700 with minimums at about 280 but apparently the armchair captains seem to think it was a dangerous approach 😂😂
@@ashwinratnam5389 who do you fly for
That looked like kind of a hard landing but such poor visibility out of that windshield right at the end there when the clouds cleared. Anyway still nice job.
Excellent crew coordination. That’s a very high workload phase of the flight. That’s where they earn the money they get paid.
Wow. I know it’s what they’re trained to do, but always impressive
I can never understand how they find the runway without any visibility. It might as well have no windows.
There are many ground based radio stations that give feedback on a plane's position but nowadays airliners mostly only use GPS and ground based ILS to get a straight in track to the runway.
@ To a non pilot, it remains a mystery. I find it always amazing.
When available they use ILS (Instrument Landing System) Prior to touchdown the frequency locks in and set the plane onto a vector then glideslope.
I don't think the visibility was as bad as the video makes it seem. At one point the person with the camera looks to the left, and the ground is quite visible. But as others said, they have GPS and instrument landing systems which keep the aircraft on track. I was surprised how low the minimums were set. Year ago, a BA 747 flew through an ash cloud which ground the windscreen almost opaque, but they were able to land with ILS and a lot of pilot skill.
Crikeys cobba, that was crazy. Slammed it down fast too.
Thank goodness we have great pilots & technology today
Impressive ! Thanks.
That trim wheel is noisy..
Looks like they broke out about 400 feet above minimums.
Very hard landing, but considering the conditions, let’s get the job done!!
Mate that trim wheel never stopped moving. Is it always that busy?
Normal Ops
Holy S I never realized how busy the pilots are. You really got to trust those instruments huh?
Either the pilots didn't say anything during the final approach or the microphone wasn't positioned optimally.
@@friedrichgagstatter1807 these planes fly themselves. Nothing to talk about.
great landing❤❤
Cracked a tooth just watching this
Any landing you can walk away from...... seriously, good job given the appalling weather.
Good job fellas
How the hell do each other know what’s going on as the both seem to move controls and each one don’t know what the other ones done ,,hands everywhere
Yep disconnect 100 ft …. Very good.
they practically land themselves 🙃Well done lads 🙂G"DAY from Sydney Northern Beaches 🛫🛬
Why was the screen in front of the throttle levers blurred? Doesn't it just show some engine parameters? Solid landing btw.
That’s just the quality of the video.
That screen is blank during normal operations. It can be used to display additional engine parameters, or as a backup display should one of the PFDs, NDs or the upper DU fail.
@@JM87Fly Thanks!
What a mess! This video perhaps because of the noise came across as highly stressfull. Rushed approach? Arms everywhere. Trimming up and down and then the A/P dis connect at 50' guaranteed a hard landing. Yes hard and not the safe positive touchdown it should have been. But then again I wasnt there was I.
I thought there is supposed to be a "sterile cockpit" right up to when the plane taxies to the gate?
@@Moo2oob they are quite clean but unlike a surgery they are not sterilized.
Any landing that everybody walks away from is a good landing, I guess.
It will never NOT be amazing!
Ext AirForce?
What was the reason for such a late autopilot disconnect? It would hardly give the pilot any time to "feel" the aircraft. Probably the reason for a hard landing (and yes, I realise you need to "push" to the ground in wet conditions to avoid aquaplaning but that was still excessive to me). I would have been disconnecting around 6:15.
How many hours in the 37 boss?
Umm, no. Autopilot stays on until minimums. The aircraft is already in a position to land. No need to feel it. Hard landing is okay.
@@davemacaThe decision to disengage the autopilot during an approach is at the discretion of the captain and restricted by the operational limits of the aircraft.
If Jonathan would decide to disengage at a predetermined minimum, he’s not wrong.
Perhaps a more relevant question would be, “What airline do you fly for?”
Some airlines are O.K. with being safe, others on being “uber safe”.
There are strong cases to be made for both.
Nothing like an armchair pilot to tell you how its really meant to be done
Absolutely correct. This was a hard landing. Not a safe positive touchdown to avoid aquaplaning. Late A/P disconnect was a bad choice. Lack of confidence probably and relying too much on the A/P. Yes, a feel for the A/C is of upmost importance during convective weather like this.
That was an easy we’re not even close to (minimums) decision altitude….
Omg the cockpit is so loud. Do they wear noise cancelling head phones?
Pretty heavy landing.wow.
Great job
😮why is the middle panel blurred
@@kevinfarrell9884 the middle panel contains a small hot beverage machine and entertainment screen. I suspect they want viewers to look at the more technical displays like the gear change dial so you can see what gear he is flying in and waste jettison button etc.
Did you record this on a potato ?
Nice landing! All manual too! Good work boys!
If by all manual, you mean "for the last 50 feet", sure. The buzzer at 6:36 was the autopilot disconnecting.
@@michaelhorne8366 OK, but it didn't look like the APPR mode was set? Unless the light not visible in the video.
APP mode is the third button down between the heading select and ASEL windows. It’s illuminated green in the video, indicating APP mode is armed/engaged.
@@JM87Fly ...illuminated for about 10 seconds (starting at 2:50)
@@ignorance72 yeah, on second look it does appear like you’re correct and the APP button extinguishes. But it looks to me like the VOR/LOC and G/S FMAs remain, which is a bit odd. Unfortunately the original video isn’t high enough resolution for me to figure out exactly what happened. It does appear the autopilot was engaged throughout, even if it was in CWS for a little bit…
To anyone who complains about their plane delaying or the flight was bumpy. Wakeup and have some respect for the people who are piloting the aircraft. If you can do it better, be my guest.....or else....shut up. Beautifully impressive work. If I may make one minor critique, please film your next with a camera and not a potato. Thanks.
The pucker-factor was real
“Terrain! Terrain!”
“Pull up! Pull up!”
Why all the greyed-out instrumentation?
@@peter.wilson IDK Regulations. They came in force last year.
Yep that's how Id have done it. Was below the localizer glide slope so he vertical speed intervened and put it at 200 fpm to capture the glide. Rode the AP right until 100 feet. Exactly how Id have done it.
Have no idea what you talking about. These guys are incredible
@@patkelly6349 I think I was pretty clear.
@@patkelly6349 the localizer helps you align with the run way, fpm is feet per minute, usually indicating the descent rate, he let the auto pilot stay on for a lot longer/closer to the run way than most flights
@@gigsy737 It's called SAFETY! All modern airliners can perform fully automatic landings now if required.
@@theaustralianconundrum If both pilots are qualified
I am sure these aircrafts now could land by themselves with radar help , if need be .
Brilliant.
Аэропорт видимостью не закрываеться.
Its runway 16L at YSSY aka Sydney Airport
I was trying to work out the runway? Was it 16L? Also, was the landing gear lowered earlier than normal?
Yes and yes
Sorry congratulations to all equipment
Someone buy that airplane some Rain-X! Geez.
Doing a controlled crash of 70 tons at night, in a storm, blind.
Not questioning the obvious expertise of course but you don't declare who you are and why they'd put you in the jump seat (so you must be an airline employee - and especially so since you called it the "jumper"). Given it's a 737 it must be either Qantas or Virgin, or possibly one of the now bankrupt REX relics, all of which wouldn't allow you to publish this without permission?
And that "evening" Sydney was white light for sure (I know), and maybe/probably blue light (for the info of non airport workers blue light meaning all activity on the tarmac had to be closed). So after landing, and a great landing it was too, who guided the aircraft into the bay and attached the aerobridge or stairs? Who went out there and chocked and unloaded the aircraft? Were the disembarked pax bussed or did they get off straight into the terminal?
depending how old this video is, there's been 3 737 operators in Australia that are no longer operators in the last 5 years.
@@musicalaviator The clip is dated Friday 29 Nov 2024 and we were there on the ground. The only three operators with 73s from Brisbane to Sydney are Qantas, Virgin ... and REX has one or more 73s still operating in its livery despite it having gone belly-up. REX apparently doesn't do the inter-city runs anymore and this is quoted as BNE-SYD. Great landing but as one commenter pointed out the front cloud visual is way worse than the visual when the photographer moved over to the window and filmed downward. Terrific job but why wasn't the airport closed on blue light?
@@mrmr314 Probably because there weren’t any lightning strikes within 5nm. And it’s just ramp activity that has to cease, not takeoffs, landings, etc (although you’ve got to ask if you’d be flying that close to an active cell).
That was flat AF. Training for your carrier night quali?
That touchdown was wild
Go easy, man. I am eating spicy chicken now and drinking Dr. Pepper soft drink.
Not a big fan of that level of automation dependency. The VASI lights were observable before the “minimums” call out. There doesn’t seem to be much wiggle room if things go south.
What are you talking about? What if it was CATIII? Seems like you don’t have any trust in the system
Recorded with a 2001 Nokia flip phone.
J am happy 😊
Jesus you drove that straight into the deck , the 737 can take some knocks , damn .
Why so many trim changes?
Must be Navy!
Thank God for auto pilot
J connected italy tablet Galaxy okay from Calabria samsung j am very happy to follow toghether pilots and good lucky for flight from the South
Not much of a video - can't see anything out of the windscreen 😋
Messy asf no modes at 1 point
No HUD? 737 what?
The HUD you speak off is called a HGS and not all airlines have them fitted.
@@the_real_bin_chicken I’m not asking about the HGS. I’m asking about the HUD.
I am very aware that not all airlines have them. I could even say that less have them then don’t.
Bumpy landing! If there had been significant cross winds they would have diverted for sure.
If it was a real life scenario they would have diverted for sure but it's a fake video dude.
@@JasonGeoffrey what made it fake?
@@saveferris4675 No landing checklist, no communication between pilots until they land and say how good the landing was. No contact with ATC clearing them to land. Randomly adjusting the speed all the time by 1 to 4 kts. Total rubbish
@@JasonGeoffrey the messing around on the mcp was interesting, but this is clearly a real video huh? it can't possibly be a fake video, its not a simulator lol.
@@triplej8666 Yeah simulator. There was no contact with ATC for landing clearance. You can clearly hear them talking at the end. No landing checklist was done, just lots of pointing at instruments and button pushing.Neither seemed to be pilot in command, just both doing whatever they wanted.
Bad weather so hard landing is on purpose.
Average Boeing landing right there, never been on a flight where a pilot could butter it.
Given your attitude, maybe the pilots are giving you the landing you deserve...
P.S. From someone below, would said it better...
" To anyone who complains about their plane delaying or the flight was bumpy. Wakeup and have some respect for the people who are piloting the aircraft. If you can do it better, be my guest.....or else....shut up. Beautifully impressive work."
Fucking Amazing
Ami ekjon pilot hote chai etai amar sopno lokho target 🎯🎯🎯🎯🎯🎯🎯🎯🎯🎯🎯 dream 👨🏻✈️👨🏻✈️👨🏻✈️👨🏻✈️👨🏻✈️👨🏻✈️👨🏻✈️👨🏻✈️👨🏻✈️👨🏻✈️👨🏻✈️👨🏻✈️👨🏻✈️👨🏻✈️👨🏻✈️👨🏻✈️👨🏻✈️👨🏻✈️👨🏻✈️✈️✈️✈️✈️✈️✈️✈️✈️✈️✈️✈️✈️✈️✈️✈️✈️✈️✈️✈️✈️✈️✈️✈️✈️✈️✈️✈️✈️✈️✈️✈️✈️✈️
This is not a good example. I don’t know why they post this stuff. F/O is clearly inexperienced. I would not have let him fly this approach. Fingers everywhere, heads are down. While captured on ILS (or GLS can’t see from the video) F/O tries to disconnect the approach by pressing approach on MCP then tries to re-engage. Mean while the Cpt’s head is down changin the frequencies. Start swiches seems to be in off position which makes me wonder did they do the landing check list ? Max auto pilot disengage hight for single channel is 158FT. F/O does that below 100FT. Weather is a threat but nobody cares about terrain… Pilots fail in line checks for this. Do better please.
Yes the FO is inexperienced. Yes he had no idea that you can’t get out of approach mode by turning the button off. But before you slander the poor guy you should know a couple of things. 1. Engine start switches with an auto function don’t need to be on, like this aircraft has. 2. Autopilot can be disconnected at 50ft. If weather is the greater threat I would also have that up over terrain. Also, guess what happens if you encounter a GPWS? It automatically pops up. How cool.
@ I wrote some of the things that I saw. They were stable at 1000FT except landing ch. list. I am not slandering but blaming mostly the captain for allowing this approach to be recorded and published. Also for letting an inexperienced F/O to fly this approach. 1. Never heard of engine start switch with an auto function in a 737NG which this aircraft is. There is GND, OFF, CONT and FLT. Modes are selected manually. According to landing check list it should be in continuous. But it looks like its not. 2. Autopilot can be disconnected at 5FT if you wish. It is a Boeing limitation written on operating manuals for 737NG type of aicraft for single channel precision approaches (meaning using single autopilot for ILS) which this approach was to disengage autopilot latest at 158FT. You can ask Boeing why if you like. It was a violation. 3. I agree with you GPWS/EGPWS being so cool poping up like that. It is just my opinion and some of the airlines SOP’s to also monitor terrain if there is poor or no visuals. One side can select the weather the other can select terrain. Think about this when your loved ones are flying.
@@sek23100 Sorry, you’re just plain wrong about the 158’ disconnect height. As per FCOM L.10.7: “For single channel operation during approach, the autopilot shall not remain engaged below 50ft AGL” Maybe it’s different where you operate, but this was perfectly legitimate. If you’re going to throw stones, you really need to have your facts straight - and you do not.
(I also have no problem with them both having the radar displayed under those conditions, particularly given that terrain isn’t a significant issue on that approach.)
@@WalterMitty-n7b Sorry but you need to check FCOM Limitations chapter one more time and see that your information about 50FT AGL is incorrect. FCOM does not change according to where you operate. It changes according to type of aircraft, the aircrafts certifications or some special specifications (such as short field performace version of 737NG model)
FCOM L.10.7 (for 737NG) which you refer to takes you to limitations concerning engine ignition, thrust, Apu, Non-AFM operational info. and Flight controls.
You should check FCOM L.10.5 (for 737NG) Autopilot/Flight Director syst. AFM Limitations. There you will see I quote # The minimum use height (MUH) for single channel autopilot operation is defined as 158 feet AGL.
Its clear to me that only one autopilot is selected (A/P B) in this approach. If they had dual autopilot selected for an autoland the FMA would have read differently. For example at 1000’ amber single channel would have changed to Land2 or Land3, at 350’ stab trim would have trimmed for auto go-around etc. Which in this case it does not.
They are doing a single channel ILS CAT I approach and violating a Boeing 737NG operating procedure by disconnecting the autopilot below 158 feet AGL.
When it comes to terrain, these pilots are distracted during approach. Need to change approach type, frequencies, autopilot goes into CWSP/R modes. When they finally capture to ILS, it is nice to check where you are and where you are going. Is ILS correctly captured. Is your distance and altitute correct according to ILS. Which seems like they don’t. At least they don’t talk about it. So they can select terrain on one side and increase their situational awareness. But this is a nice thing to do not a need to do and its my opinion.
Bad decision making from the Capt. allowing a two stripe inexperienced F/O who is flying behind the aircraft to make this approach which results in a violation, forgetting the landing check list (from start switch positon being off, hope I’m seeing it wrong) and letting 3rd person into cockpit which records this and puts it on RUclips.
I dont’t know which airline this is but I hope their chief is not watching.
@ You are still wrong. Your FCOM must be different from mine. In mine, L.10.5 concerns weight limitations, and L.10.7 covers the autopilot/flight director system. The figure of 158’ AGL does not appear anywhere in the document. Please just accept that what applies to you may not apply everywhere else, and that what you think you know might not always be right.
i love the sounds in the cockpit with the acception of the damn stab trim wheels. I appreciate how important stab trim is but jesus they are so attention seeking. Great video though thanks for the upload.
it's a fake vid dude
@@JasonGeoffrey The only thing here is your fake intelligence
This isn't your computer game my boy. A real plane isn't so loud.
@@dummekunst7708 So you are saying this IS a computer game, as a REAL plane is not so loud.
@@JasonGeoffrey i am saying the loud is the same as not loud but loud so i can see what it is.
lmao home sim but blurry res.. some people have too much money
Lol no
This is a real flight.
@@saxmanb777 I think he was joking
what airline??? so i never get onit. shouldn ot land in this.
Yeah ok, some heavy rain landing at a modern airport on a modern aircraft with well-trained pilots. You're an idiot.
what are they meant to do? run out of fuel? planes have landed in much worse conditions
@@thirdworldrider6991 modern airliner landing at a modern airport in heavy rain with well trained and experienced pilots at the controls. You have no idea what you're talking about mate...
Mate. This is fairly normal conditions in Europe. This is nothing. What you expect turn around and head to Darwin where it’s not raining. 😢
@@patkelly6349 Hahahahaha!!!!!!!!!!! Many people are surprised when they see a video like this.
Left that autopilot on way too long. Should have turned it off as soon as he could see the runway. There was no time to get a feel for the flying conditions hence why he slammed it in.
no he slammed it to not hydroplane much
Wrong. AP can stay on until 80 feet.
@@SydneyMTBthere is no relation between hard landings and hydroplaning.
@@saxmanb777yes it CAN, but it’s best practice to turn it off as soon as possible to get an appreciation for conditions. That’s what I was taught on conversion course anyway.
@@saxmanb777wrong. It’s 50ft
Awful Potato quality video, use a different camera next time!
Not fun.