The MAGIC behind MANUALLY flying an ILS | Real 737 Pilot
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- Опубликовано: 15 окт 2024
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My system specs:
Intel i9-9900k@5,2GHz
RTX4090
32GB RAM
Windows 10 Pro
My hardware:
Thrustmaster Boeing Yoke
WinWings Orion2/F16 Grip
Thrustmaster Pendular Pedals
Honeycomb Bravo Throttle
Emmanuel, you are an amazing instructor, relaxed, easy to understand, detailed. You have the same attitude as your colleague 320 Sim Pilot. He’s also such an amazing instructor. Keep them coming, Sir !
Thank you so much Peter 👍🏼
Agree. Watch them both often. These shorter 10-15 min vid are really good. Easier to find specific instruction in an area we may be in search of guidance in. Great format
A professional at work, great video. You make it look easy. :)
WOW! That landing put a huge smile on my face! Thanks for this explanation 🙂
This video along with the last one on proper scan technique are so vital in truly honing our skills set to properly hand fly any kind of aircraft and especially the airliners.
All your videos are so well done. We are very fortunate to have someone like you who puts the amount of time & effort you do into making these. Thank you very much for doing so!
This is really interesting to see, and gives a slight idea into what autolandings are like for the pilots and autopilots, what they know from the instruments and what they can't see. Of course bringing it down like that will keep you on the runway, that is what the autoland does, but it is still nerve racking to not look out the windows at minimums
You made that look easy! Great to hear how the experts do it...
All your videos are great Emi but there's something about this one that really truly shows the skill that airline pilots actually have that you rarely get to see or think about. The fact that in the sim it possible the crew might be doing this raw data ILS approach with an engine failed and while wearing on O² mask just blows my mind.
Yep, or even better, doing it in the sim with the mask on and a smoke filled Cockpit and failed AP in direct law due to the fire eating through the electricals while the smoke hardly let's you read the instruments. THAT is fun. Who cares engine failures 😄
@@A330Driver yes well that session would indeed be rather trying 😆
Brilliant lesson, clear and concise. Being a non-pilot but long term simmer I admit that I used to "chase the needles" but through experience I gradually almost subconsciously taught myself to use pitch and small movements - but now I know why I did that!
Great stuff! I've learned these tricks over the years as an arm chair pilot through trial and error (as well as watching youtube content from real world pilos like you). I do hear you say a lot "most simmers". My question to you, is where do you make the assessment of how "most simmers" do or do not fly their aircraft? I'd imagine a lot comes from your discord community.
Indeed it's a mixture of the ~5 years I worked in the support of a major FS developer before and while I became a pilot, as well as a mixture of watching other RUclips videos and reading comments here and elsewhere.
Sure enough that "elsewhere" includes my own discord community as well 👍🏼
Very good!@@A330Driver
Well, now I am just going to stick on my PFD and do not look out any more... will tell that to my passengers ;-). Thanks alot for that input. Very impressive!
😂😂😂
Real pilot here, excellent video. Proper flying technique gets replaced with “follow the flight director”… now my airline is a factory of “children of the magenta”
My former airline used to be as well. First couple of A330 sim sessions during my new type rating were literally flying with the eyes out and shooting visual and/or raw data approaches. It was easy to get back into it, but took a couple approaches.
I would pee my pants doing that without looking out of the window. But then again, I'm not an airline pilot.
Nah you get familiar with it. Even after takeoff rotation you see absolutely nothing out of the windscreen except blue, purple or grey😂
Obviously landing it manually like that is stuff you only do from time to time for fun in the (real) sim, but never in the plane. But remember: A CAT I minimum is just 200ft above the runway. Until then you need to be able to fly it manually and on profile.
Oh, and an NDB approach minima starts where again, 350ft?
this is very helpful for pitch and vertical guidance, but perhaps you could have included some instruction on course correction.
This video does a great job of showing the relationship between pitch and airspeed. It shows perfectly how the pitch for airspeed principle works. (:
Just keep in mind, it's not "pitch for Airspeed", that's a general aviation principle which makes precise flying impossible. The true "formula" is "Pitch+Power equals Performance".
Essentially that's what it is: Unless you're on the backside of the powercurve you can ALWAYS say in a 737-800 with 5 degrees of pitch and 60% N1 the plane will fly. But you need both, pitch AND power 👍🏼
So how do you control airspeed in a glider? Or how does the 737 control airspeed in N1 or when the throttle is at idle? (;
Very Good video Emanuel thanks for it it would be great if you could do it also full VOR approach like for instance EPBY VOR RWY 08
This is a real pro tip. Thank you!
3:10 I prefer "divide GS by 2 and add zero" formula, same result but easier mental math :)
Times 10 and then half is also good.
Hello Emmanuel.
Could you please share the pitch and thrust setting for the different phases?
Thanks a lot for sharing.
Why is it so funny how he always takes out the auto thrust aswell
Minimums are for lesser mortals.
Emi has the touch of gold and nerves of ice.
Hand-flown CAT III-B 😂🙌🙌
Thanks for the Video!
Excellent Excellent Excellent Well done!
....this was a Fantastic video...thank you
I do try this sometimes for a change but i tend to over correct as you mention its good practice though as its easy to just rely on automation in the sim and get lazy. Also if the crosswind is strong the localiser can be a bit tricky on manual but its skill, practice and understanding all the inter-connecting motions that really matter.
I wonder if you missed this detail, even though this is manual at 03:35 he talks about keeping the ground track pointer, or maybe its called flight track pointer aligned with the heading bug to make it easy to correct for crosswind.
Crosswinds are when I like the TRK UP ND so much. Just put your track line right on the runway course and that's it. No matter the wind.
excellent tutorial!
0:35 "The localizer gives plus/minus 5 degrees (on either side)", at 3:20 disconnects automation and gets a seemingly 'conventional' ILS localizer indicator (two white circles on each side). So at this point are we back to a conventional scale (plus/minus 2.5deg) or ... ?
Didn't hear the Trim sounds, no Trimming needed in this case?
I kept it in trim all the time, but now that you mention it... Indeed, no trim sounds audible! Gotta check that.
Just to confirm. When you nose up or down to stay within the glide scope, are you adjusting the trim or using the yoke ? Thanks.
He would be using yoke. He has stated don’t fly with trims on other videos. Fly with yoke but trim out and gradually reduce pressure on yoke. I’m still practicing this
during the ils which thrust setting did you use? because you were at 180kts before gear down than at gear down I can see idle thrust, but i think you didn’t fly at idle thrust to have 180kts
IDLE works pretty fine in the 737 with flaps 5 and a 3 degree glide.
Hi captain! Just a quick question. Are you going to install the su14 beta and show us the inibuilds a230N? I really hope so to be honest that you will do it😊
Hi Christian, if I find the time I will. I'm currently on a week long layover, then only have like two days at home before flying for another three days. Busy schedule, but if I find the time I'll check it out 👍🏼
@@A330Driver thank you so much. I cannot wait
I always understood pitch and power flying like that you control the descent rate with power and the speed with pitch?!
No, not at all.
Pitch and Power means you set pitch and power as per standard tables, like 5 degrees nose up and 60% N1.
Your method is what they teach in many places general aviation, but it's unusable for precise flying as you need it IFR to follow a glide down to minimums or generally in airliner flying.
@837NGDriver Thanks for the clarification! I guess I had that from DCS.
Amazing! 😮
Fantastic.
Excellent excellent 👏👏👏
You sound just like my flight instructor, minor corrections!
Most important in all of aviation!
Hört do i Control the pitch on my keyboard in the 737 ?
I'd really recommend to get a cheap joystick at least. Doesn't have to be one of the multi hundrets dollar ones, just a cheap 30$ stick will do.
I always deviate from loclizer and then it is hard to allign with rjnway center line
Use small corrections to get back onto it.
The closer you are the closer the corrections, with as little as only a degree or two when very close in.
@@A330Driver should i use rudder or sidestick? If i move sidestick horizontally and try to adjust,plane goes to inclined with runway sometimes rudder helps but not every time.
Landed @500 fps desent on RWY. Just like Hornet.
Ok, what airport is this? I have to fly into the airport with the ILS identifier "KSI".
Your plane undoubtedly suffered catastrophic structural damage from being flown into the ground at 600 fpm.
"Catastrophic structural damage" at 600fpm? You've never been aboard a Ryanair plane it seems 😂
Seriously though, as long as it's not a nose wheel landing you won't damage your plane like that. From about 1000fpm (and remember the speed is squared in any such formular) you can start seeing damage. That famous recorded 727 crash in the desert was 1500fpm and nose wheel first).