Love the tutorials! Don't understand a thing but I find them comforting in a sense that the pilot really seems to be in control of things when I'm flying. Good job!
Hi I have watched all of your tutorials and find them extremely useful and very informative. It’s nice to see how Pro does things. I was wondering in the future you could you possibly do a tutorial on ETOPS ?
Hi Steve, thanks a lot! Our fleet are not ETOPS approved and it's something I've not studied since my ATPL Theory so I dare say you know more about ETOPS than I do! It's something I could possibly cover in the future once I refresh some knowledge! FD2S
flightdeck2sim Hi thanks for the reply. I doubt very much that I possibly know more on that subject. It was just a thought,may it be a bit selfish because I am struggling to work it out never mind how to enter it into the FMC. Keep up the good work . It is appreciated.
FD2S Yet another corking video!!!! I can't thank you enough for explaining the intricacies of the FMC. There is always something I learn from your tutorials so please keep them coming !!!! It's chaps like you that makes our hobby just wonderful :-)
Hi flightdeck2sim, You are a star, you are the best, i'm based in london i'm a serious Simmer not for game, i have to admit i have learn many things from your tutorial, don't know how to show my gratitude towards you for every time you come up with very important procedure tutorial, which give me more confident to fly because i'm the person who love to learn bits & pieces not just fly, i love your tutorial, many thanks for your time i know its not easy same time talking & flying to do that you need lots of energy, again good luck & have a good health, so we can have more tutorial from you, Brother many thanks again.
Hi there. Love your tutorials and they really help me to understand how it all works in the real world of aviation. Btw like you pics and your humor in the video’s. They oftewel make me laugh out loud. Thanks for all that and please keep it up. Cheers!
I was just doing a re-run of your tutorial on holding patterns. I must admit I am still fascinated at just what the FMC can do. I wanted to do some practicing at entering a hold and set up one where I was quite high at FL310 and approaching a way point which was about 10nm before T/D. I noticed a Decel appear some distance before the a/c was due to enter the pattern. As soon as it reached the Decel point it began to reduce speed I guess because it was trying to reach the hold speed (219K) as it entered the pattern. The timing was nearly spot on although during the turn the speed dropped with a bit of a jolt to a "buffet warning". Straight away the old girl lifted up her skirts and quickly climbed back to the set speed and still maintained the altitude. Coming out of the pattern normal flight continued to the T/D without a hiccup. Waiting down the flight path was the usual Decel point. My hat is off to whoever invented this amazing package.
Hi Richard. Although possible it would be very unusual to hold at that sort of height! 219kts would be quite a high mach number at FL310. Either way the FMC is quite a clever box of tricks and will provide you with a very efficient flight profile so long as you give it useful information. Just like any computer, garbage in = garbage out! FD2S
Great videos. I gauge my progress as a PMDG sim pilot by how often I need to stop and rewind your videos. They move at a good clip and the more I can keep up with what you are doing the better I know I am getting. Would love to see a follow up video completing the ILS landing at Barcelona.
Hi BobKinSTL. Glad you like the videos, they are quite intensive so you’re doing well if you’re keeping up! I did consider it but the tutorial would’ve been around 40 minutes! Planning more full flight tutorials so you’ll have plenty of opportunities to watch me setup, brief and fly some approaches! Take care! FD2S
Very informative. Would like to request EGNX to LOWI winter approach. Low cloud base, icy conditions. Could be a challenge. I scraped the side of the mountain - close call. Thank you.
As always, superb! Am doing my training as a Dispatcher at LPL/EGGP and finally know how to do a Ryanair loadsheet - what a pain they are, worse when you get a LMC too! The "Decsent ISA" was always a question of mine and I could never find the answer to what you should enter there, but now of course I do. Again, thanks for the great tutorial on making our flight simulation experience as real as possible, I hope to see you in LPL if you ever come here, I shall try to identify your voice hehehe ;) Cheers!
Hi. Just found your channel and subscribed. Really great stuff and I appreciate you taking the time to pass on your real world experience to the flight sim world. I am working my way through all of your FSX tutorials and gaining great learning and experience for the PMDG. Well done and thanks again!!
Sometimes the runway freq in fsx is different then cdu, always check the right freq on fsx self
7 лет назад+1
To prevent this, you should have same AIRAC in both, FMC and FSX. For FMC you need to have a membership (or get it "somewhere else") and for FSX there's a great website aero.sors.fr with up to date data, really helpful. But sometimes whole airport is moved, runways are altered, etc., so you have to download updated scenery anyways. I personally prefer free "lightweight" sceneries, which are same as default (graphics sucks), but updated with all stands, taxiways, etc.
Nice work but the ISA DEV on forecast DES page is not ISA DEV at the airport, its the average ISA deviation during DES . In our OFP is provided. Review FCOM 2 FMC chapter.
Amazing video as usual. Yours are really the best tutorial around :) Could you may be explain some transit procedure? Every tutorial explain how start from cold&dark and so on ... but how when you're landed and at the block you manage the preparation for another flight? Thanks in advance :)
Hi Joshua, thanks a lot! Take a look at my "Landing Technique" tutorial which explains how to land a 737 ruclips.net/video/6qnriMfIbEE/видео.html Good Luck! FD2S
Hi TheArizonaMarine You can download the App on the App Store but I think it's unusable unless you pay for some sort of subscription. Whether that can be done personally or you need to be an airline I have no idea! I've been told TOPCAT is pretty similar if you want to try that! FD2S
Thanks for another informative video, I hope you dont get bored at some time soon and give up on making these videos! My question is on the chart the airport elevation is 14 ft, however the runway 25R is, according to the FMC, is 64 ft. And your took the chart as your reference. Is that because the pressurization has nothing to do with the runway elevation or because the chart is more reliable than the FMC?
Hi Ahmet, I enjoy making them and I will continue to do so! We used the Elevation of the chart to set the Land ALT. The 64ft in the FMC is the height you want to pass over the threshold (+50ft) or the threshold crossing height. This is automatically set when you select the runway in the FMC. 50ft + 14ft = 64ft! FD2S
Excellent as always FD2S. Is it normal after passing from the transitional altitude from standard to local QNH that I must press the Standard button on the EFIS in order to get my QNH set up in the descent page? Despite doing this I find that the QNH is off by a few decimal places, which requires manually setting it up (at the least convenient time). I've also noticed in the decent with engine anti ice, that my engine thrust is raised (presumably to take more bleed air from the engine). Not sure if this is normal, but at a time when I need to lose air speed it is very inconvenient, even with flaps 2 or 5 and the speed brake in the fully up position my aircraft refuses to slow down.
Hi ENIK, The FMC DES page is independent to your altimetry setting, it just allows VNAV to build a more accurate descent profile. We immediately set the local QNH as soon as we have been cleared from a Flight Level (based on 1013 STD) to an Altitude (Based on QNH) The increase in N1 is completely normal. When you select the engine anti-ice on bleed air is taken from the engine to heat the engine cowling, the EEC selects "Approach Idle" which is what gives a slight increase in N1/N2. The increased thrust makes you descend at a slightly reduced rate. FD2S
In the real aircraft Approach Idle (Increase in Idle N1/N2) starts whenever flaps are in the landing configuration or engine anti ice is on, I wouldn't expect the increase with Flap 5. I double checked the manual and it doesn't mention which flap settings, just "landing configuration" which would be F30 or F40 and potentially F15 in a non-normal situation. This is why I like my channel though! People make me read the manuals so I keep learning too! FD2S
When would you use the leading edge anti ice? I'm aware of the rule that if it is 10 degrees C or below on the ground, engine anti ice must be used. I spoke to a newly type rated FO on the 738 a few years ago, and mentioned that the aircraft needs to be set up differently during winter operations. I generally turn on Engine AI when in clouds of possible precipitation with start switches continues to break up any broken ice from the cowl.
Hello FD2S! I just want to thank you first of all for all these videos and information you have given us flight simmers. All it has done for me is just inspire me further to become an actual 737 pilot! I am currently looking up information about the flight schools near my area. With my financial status, i have decided to take a CPL Modular Course (hoping i can combine a ATPL with that too). I was just wondering, are there any advantages/disadvantages if you take a type rating at an airline training academy instead of a regular flight school? Thanks in advance!
Hi 23 Savage. Right now today I personally believe there is no difference. I chose to go integrated because back in 2008 it was apparently prefered by the airlines so I saw the additional cost (more money to borrow...) as improving my chances. I trained here! www.caeoaa.com You'll find some good guidance and the internet has lots of useful information. Good Luck! FD2S
Can you explain why you add a ring for TOD in addition to the TOD calculates by the FMC, how does this helps you? Also, for TOD you mean altitude to lose x 3? Flight level x 3 i’m guessing would work if destination airport is at sea level but if you want a TOD from cruise to your IAF i guess it would be altitude to lose x 3? Thanks for your great tutorials, they will help me a lot next year when i start my type rating course!
Hi Manuel, It might seem daft but the reason we put this as a fix ring is to increase situation awareness on the display in case you're distracted! You might also be off the magenta line if say diverting around weather so you have a approximate idea as to when to descend. x3 is just a rough rule of thumb but it works out really well. Eg 30,000ft = 90nm. 5000ft = 15nm etc. Allow extra distance to reduce to approximately 200kts 10nm from landing, (add 1nm for every 10kts of deceleration). For every 10kts of Tailwind also add 1nm. It's all approximate but It's what we do everyday and it works quite well. FD2S
I've used those rules like crazy for flying a DC9 in FSX and it always works out perfectly if you can figure your ground speed and calculate the associated descent rate. Pretty stunning to pull off doing VNAV calcs in your head, but you quickly see how impossible an RNAV approach would be given the mad altitude restrictions into some areas. Doing it without a second pilot is quite hectic. It really makes you appreciate the value of a good FMC.
Hello flightdeck2sim, you have said typically the MFRA IS 1000ft BARO do i need to add the Airfield elevation as well,because one of your NADP video i saw you set 1310 as MFRA please if you could clarify this for me, also please could you tell me, what is exactly the EO - ACCEL HT on FMC please, many thanks for your time.
1000FT AGL, so you just need to add 1000ft to the elevation. EO - ACCEL - The height at which VNAV will accelerate with an engine failure. I made a tutorial recently which will clear up some of your questions! ruclips.net/video/yPfKEVaXVqY/видео.html FD2S
Welcome back. A question to ask in regard to ILS approaches after replaying your tutorial on Cat III auto landing. I noticed you activated the approach while still approx 90degrees to the RWY course after seeing the glide scope come alive. I always believed it was necessary to establish the a/c on the localizer first & then check that the glide scope bug is sitting near the centre line before activating the approach. Does that mean the signal contains both lateral & vertical information for the FMC to control the approach as long as the angle is within certain parameters?
Hi Richard, You can are APP straight away if intercepting the G/P from below, no need to are VOR/LOC first. It's also beneficial to do this when conducting an Autoland so you don't forget to engage the 2nd A/P! If above the G/P I would arm VOR/LOC first and arm APP intercepting the G/P. APP follow's both the localiser and glide slope whereas VOR/LOC only follow the Localiser. Good Luck! FD2S
In my understanding the DH = 225 which has be dialed into the PFD (instead of 235 as this is the altitude). Correct? 10 feet isn't the end of the world, though ;p
Hi Mjouze. The minimums for a CAT I ILS is knows as a DA or Decision Altitude. Altitude is based off sea level so that’s why I have 235ft set, not 225 👍🏼 DH or Decision Height would be used for CAT II / CAT III and the minimums is based on height above ground, we set the minimums using the Radio Altimeter in this case. FD2S
A few questions regarding an approach that are somewhat related to your video. I recently began using Pilot2ATC (which I think is great) and it will often give me vectors to final and an altitude assignment when I have planned for a STAR. No problem, I switch to HDG SEL but, do I stay in VNAV? If so, what decent profile is the plane flying since vectors are taking me away from STAR waypoints? What do you then do in the FMC since you are now deviating from your LNAV plan to "clean it up"? Move the FAF to the top of the FMC to delete all other waypoints? Thanks.
Excellent Question! If you’re being vectored you can use VNAV so long as the FMC lateral path is periodically updated. You would route direct to a applicable waypoint so at to stay close to the magenta line so VNAV can provide accurate descent information just like I do in my tutorials. Regarding what mode on the MCP you use it doesn’t matter, use whatever mode you need to to get the job done 👍🏼 FD2S
Thanks very much. I was talking with a SWA pilot in Vegas recently about descents/approaches and he said they try to stay in VNAV 99% of the time but V/S is okay if needed. LVL CHG rarely used I think he said because it is set at 2,000 fpm and maybe that is not good for speed management. My confusion was thinking VNAV and LNAV need to stay coupled during an approach, but understand that's not the case and as long as I'm within a reasonable distance from a STAR waypoint then VNAV will provide an acceptable descent. Thanks again, you'll likely be hearing from me at some point.
Hi Piotr Yes it’s a good idea just to confirm it matches the plate. We’re just looking for any gross errors, so long as it’s with +/- a few degrees and nm that serves a gross error check 👍🏼 FD2S
Hi Alfonso! I’ve not flown any airbus aircraft so I can’t give an accurate comparison. Airbus has a lot more automation and from people I’ve spoken too it’s a nicer cockpit to work in. (You get a tray table for starters!!) When it come to the 737 it’s a more hands on feeling. When you manipulate the control column you’re moving cables that move the plane's control surfaces using hydraulics. With a fly-by wire system you manipulate a computer which does all the work. It’s a long drawn debate, you could argue I’m biased towards Boeing but I hey both have advantages and disadvantages 👍🏼 FD2S
I've learned useful stuff watching these vids, thanks a lot mate. By the way "Calella" sounds like "Caleja", the "ll" is pronounced like a "j" in english.
Hi Andres, thanks a lot! I'm absolutely useless at languages (as you can tell). I actually lived in Spain for a short while when I joined my current outfit, after almost a year I could just about ask for a beer!! FD2S
DreamboyCAT thanks for your advice. I live in a touristic city in Colombia and lots of people from the U.S and Europe comes here to spend their holidays, so i'll take it in account xD
Hi 23 Savage, A typical Line Crew would start briefing 100nm prior to TOD and ideally will have all briefing complete prior to TOD so they can concentrate on the Descent and Approach. You can be passing 10,000ft and they change the landing runway! It's something line crew have to occasionally deal with and it's a pain in the a**! FD2S
Do you often get side steps while already on final, and if so what does the pilot monitoring have to do to help? I imagine that'd only happen with say a visual approach and not an ILS?
Hi Manuel. 139 = VREF Minimum Approach Speed or our VApp today is VREF + 5kts = 144kts. The Boeing OPT App automatically adds the minimum of +5kts. VApp (Final Approach Speed) can be between VREF+5 to VREF+20. You might have already seen this one but if not it will help! ruclips.net/video/WsqkKCvS4Yc/видео.html FD2S
Hi Bartosz. Hopefully in a couple of years. I could be a Capt now but I decided to become a Type Rating Instructor to learn even more. Bizarrely I actually teach new Captains myself! Working in the Sim is great fun 👍🏼 FD2S
Very informative. Would like to request EGNX to LOWI winter approach. Low cloud base, icy conditions. Could be a challenge. I scraped the side of the mountain - close call. Thank you.
Hi Vimal, I just recently bought it! I’m yet to have much of a play around, I need to get use to the interface. The default 737 is not bad and I’ve heard of this ZIBO Mod I need to try out 👍🏼 FD2S
I think the Zibo Mod on the default 737 is excellent. Very similar to the PMDG 737, but completely free. Amazing! Not sure if you've considered something like this, but it would be nice to hire you for private lessons (for flight sim purposes only). I just joined a virtual airline and I can't think of a better way to learn the 737 than sitting in a simulated cockpit over the network with you.
Hi Marco, not quite! I'll explain! You would usually get the TL from the ATIS or ATC which I'm not using. The TL varies with the QNH. The TL is the lowest level that will guarantee vertical separation from an aircraft using local QNH. The TRANSITION FL on the DES FCST page of the FMC simply alerts you if you're still on STD if you select a lower altitude on the MCP, so long as we set the QNH when we've been cleared to an altitude that's all that matters. I didn't touch the DES FCST page of the FMC in this tutorial, the FMC automatically changes from the default (FL180) after selecting the appropriate arrival procedure, in this case FL60. In certain cases this might be the same as the TA but as I said, this is merely just a function of the FMC, there must be at least 1000ft between the two. I hope this helps clear it up! FD2S
![Jeppesen Approach Plates - [Bried an Approach Chart Like an Airline Pilot].](/img/1.gif)
Love the tutorials! Don't understand a thing but I find them comforting in a sense that the pilot really seems to be in control of things when I'm flying. Good job!
Thanks a lot and welcome to the channel!
FD2S
Hi I have watched all of your tutorials and find them extremely useful and very informative. It’s nice to see how Pro does things. I was wondering in the future you could you possibly do a tutorial on ETOPS ?
Hi Steve, thanks a lot!
Our fleet are not ETOPS approved and it's something I've not studied since my ATPL Theory so I dare say you know more about ETOPS than I do! It's something I could possibly cover in the future once I refresh some knowledge!
FD2S
flightdeck2sim
Hi thanks for the reply. I doubt very much that I possibly know more on that subject. It was just a thought,may it be a bit selfish because I am struggling to work it out never mind how to enter it into the FMC.
Keep up the good work . It is appreciated.
Every time you upload a new vid, I get very enthusiastic on trying it immediately on the sim! Thank you very much!
Thanks a lot traineepilot57,
Good Luck!
FD2S
FD2S Yet another corking video!!!!
I can't thank you enough for explaining the intricacies of the FMC. There is always something I learn from your tutorials so please keep them coming !!!! It's chaps like you that makes our hobby just wonderful :-)
Thanks a lot Nigel. This box of tricks is a headache for line crew as well!
FD2S
Nigel
Totally agree......
Much appreciated your videos and efforts! Thank you and greetings from Italy!
Grazie mille!
FD2S
Hi flightdeck2sim, You are a star, you are the best, i'm based in london i'm a serious Simmer
not for game, i have to admit i have learn many things from your tutorial, don't know how to show my gratitude towards you for every time you come up with very important procedure tutorial, which give me more confident to fly because i'm the person who love to learn bits & pieces not just fly, i love your tutorial, many thanks for your time i know its not easy same time talking & flying to do that you need lots of energy, again good luck & have a good health, so we can have more tutorial from you, Brother many thanks again.
Thanks a lot my friend! I really enjoy providing content! Expect more content soon!
FD2S
Hi there. Love your tutorials and they really help me to understand how it all works in the real world of aviation. Btw like you pics and your humor in the video’s. They oftewel make me laugh out loud. Thanks for all that and please keep it up. Cheers!
Thanks Gti Te.
Who doesn’t love a randomly appearing meme in a video!
Take care,
FD2S
I was just doing a re-run of your tutorial on holding patterns. I must admit I am still fascinated at just what the FMC can do.
I wanted to do some practicing at entering a hold and set up one where I was quite high at FL310 and approaching a way point which was about 10nm before T/D. I noticed a Decel appear some distance before the a/c was due to enter the pattern. As soon as it reached the Decel point it began to reduce speed I guess because it was trying to reach the hold speed (219K) as it entered the pattern.
The timing was nearly spot on although during the turn the speed dropped with a bit of a jolt to a "buffet warning". Straight away the old girl lifted up her skirts and quickly climbed back to the set speed and still maintained the altitude. Coming out of the pattern normal flight continued to the T/D without a hiccup. Waiting down the flight path was the usual Decel point.
My hat is off to whoever invented this amazing package.
Hi Richard.
Although possible it would be very unusual to hold at that sort of height! 219kts would be quite a high mach number at FL310. Either way the FMC is quite a clever box of tricks and will provide you with a very efficient flight profile so long as you give it useful information. Just like any computer, garbage in = garbage out!
FD2S
Great videos. I gauge my progress as a PMDG sim pilot by how often I need to stop and rewind your videos. They move at a good clip and the more I can keep up with what you are doing the better I know I am getting. Would love to see a follow up video completing the ILS landing at Barcelona.
Hi BobKinSTL.
Glad you like the videos, they are quite intensive so you’re doing well if you’re keeping up!
I did consider it but the tutorial would’ve been around 40 minutes! Planning more full flight tutorials so you’ll have plenty of opportunities to watch me setup, brief and fly some approaches!
Take care!
FD2S
Very clear informative info/briefing thanks !
Very informative. Would like to request EGNX to LOWI winter approach. Low cloud base, icy conditions. Could be a challenge. I scraped the side of the mountain - close call. Thank you.
Hi Simon,
We don’t want you scraping any mountains now! Will look into flying into Salzburg at some point, dozens of others things lined up 👍🏼
FD2S
As always, superb! Am doing my training as a Dispatcher at LPL/EGGP and finally know how to do a Ryanair loadsheet - what a pain they are, worse when you get a LMC too!
The "Decsent ISA" was always a question of mine and I could never find the answer to what you should enter there, but now of course I do. Again, thanks for the great tutorial on making our flight simulation experience as real as possible, I hope to see you in LPL if you ever come here, I shall try to identify your voice hehehe ;)
Cheers!
Hi ZeeMuffenMan, thanks!
Congrats with the new job, I'll try and keep LMC's within 500kg when I'm next in LPL..... Haha
Good Luck
FD2S
Yeah, 500kg or more and new load sheet! Had one today actually, such a pain! Haha Thanks!!
Hi. Just found your channel and subscribed. Really great stuff and I appreciate you taking the time to pass on your real world experience to the flight sim world. I am working my way through all of your FSX tutorials and gaining great learning and experience for the PMDG. Well done and thanks again!!
Thanks KEITHGEE1000 and welcome!
FD2S
Simply amazing, please dont stop the videos!!
Thanks for another awesome tutorial.
Fantastic again, keep em coming!!
Thanks Mate that was an excellent video explanation. Learning heaps from your videos.
Sometimes the runway freq in fsx is different then cdu, always check the right freq on fsx self
To prevent this, you should have same AIRAC in both, FMC and FSX. For FMC you need to have a membership (or get it "somewhere else") and for FSX there's a great website aero.sors.fr with up to date data, really helpful.
But sometimes whole airport is moved, runways are altered, etc., so you have to download updated scenery anyways. I personally prefer free "lightweight" sceneries, which are same as default (graphics sucks), but updated with all stands, taxiways, etc.
^^ happened to me once
So much learnt tonight, many thanks again for a class video.
regards
gareth
Thanks Gareth, glad you enjoyed it!
FD2S
Amazing video as always! Keep it up!
Thanks Alessio!
FD2S
Great video . Your content is great and really professional . Thank you for all the effort you put into your videos
Thanks again!
FD2S
Nice work but the ISA DEV on forecast DES page is not ISA DEV at the airport, its the average ISA deviation during DES . In our OFP is provided. Review FCOM 2 FMC chapter.
Correct Mohamed, was wrong in the tutorial. Take the average from Dest and TOD ISA. Thanks!
FD2S
Thank you!!! It is pity that I have found your channel so late :(
Amazing video as usual. Yours are really the best tutorial around :) Could you may be explain some transit procedure? Every tutorial explain how start from cold&dark and so on ... but how when you're landed and at the block you manage the preparation for another flight? Thanks in advance :)
Hi there, thanks for your kind words!
Planning a “turnaround” tutorial soon so stay tuned!
FD2S
ruclips.net/video/AhkIc7iKpzk/видео.html
FD2S
Thank you very much :D
I love your videos. Thank you so much for doing this!
You’re most welcome NeutralGenericUser m
FD2S
Hi, Many thanks for your reply, and clear my confusion, very much grateful to you for that.
Great videos. Could you do a video on hand landing and the use of trim
Hi Joshua, thanks a lot!
Take a look at my "Landing Technique" tutorial which explains how to land a 737
ruclips.net/video/6qnriMfIbEE/видео.html
Good Luck!
FD2S
flightdeck2sim will do. Thanks
Cool:) Thanks for sharing your knowledge with us, it really is useful ,in sim of course.
Hi zukow, thanks a lot and you're most welcome!
FD2S
Boeing OPT app looks like a great tool to have available.
Hi TheArizonaMarine
You can download the App on the App Store but I think it's unusable unless you pay for some sort of subscription. Whether that can be done personally or you need to be an airline I have no idea! I've been told TOPCAT is pretty similar if you want to try that!
FD2S
Thanks for another informative video, I hope you dont get bored at some time soon and give up on making these videos! My question is on the chart the airport elevation is 14 ft, however the runway 25R is, according to the FMC, is 64 ft. And your took the chart as your reference. Is that because the pressurization has nothing to do with the runway elevation or because the chart is more reliable than the FMC?
Hi Ahmet, I enjoy making them and I will continue to do so!
We used the Elevation of the chart to set the Land ALT. The 64ft in the FMC is the height you want to pass over the threshold (+50ft) or the threshold crossing height. This is automatically set when you select the runway in the FMC. 50ft + 14ft = 64ft!
FD2S
Thanks FD2S, very thorough and informative.
Just curious, on a multiple sector pairing, what is an efficient turn around time?
Hi Rajat, we aim to get our turnaround complete in 30 minutes. On longer sectors it might take longer as it takes time to upload fuel.
F2DS
New Tutorial on a Turnaround should give you an idea on what goes on!
ruclips.net/video/AhkIc7iKpzk/видео.html
FD2S
Cool, great video!;)
Excellent as always FD2S. Is it normal after passing from the transitional altitude from standard to local QNH that I must press the Standard button on the EFIS in order to get my QNH set up in the descent page? Despite doing this I find that the QNH is off by a few decimal places, which requires manually setting it up (at the least convenient time).
I've also noticed in the decent with engine anti ice, that my engine thrust is raised (presumably to take more bleed air from the engine). Not sure if this is normal, but at a time when I need to lose air speed it is very inconvenient, even with flaps 2 or 5 and the speed brake in the fully up position my aircraft refuses to slow down.
Hi ENIK,
The FMC DES page is independent to your altimetry setting, it just allows VNAV to build a more accurate descent profile. We immediately set the local QNH as soon as we have been cleared from a Flight Level (based on 1013 STD) to an Altitude (Based on QNH)
The increase in N1 is completely normal. When you select the engine anti-ice on bleed air is taken from the engine to heat the engine cowling, the EEC selects "Approach Idle" which is what gives a slight increase in N1/N2. The increased thrust makes you descend at a slightly reduced rate.
FD2S
I've noticed that the increase in N1/N2 only occurs when flaps 5 is set.
In the real aircraft Approach Idle (Increase in Idle N1/N2) starts whenever flaps are in the landing configuration or engine anti ice is on, I wouldn't expect the increase with Flap 5.
I double checked the manual and it doesn't mention which flap settings, just "landing configuration" which would be F30 or F40 and potentially F15 in a non-normal situation.
This is why I like my channel though! People make me read the manuals so I keep learning too!
FD2S
When would you use the leading edge anti ice? I'm aware of the rule that if it is 10 degrees C or below on the ground, engine anti ice must be used. I spoke to a newly type rated FO on the 738 a few years ago, and mentioned that the aircraft needs to be set up differently during winter operations. I generally turn on Engine AI when in clouds of possible precipitation with start switches continues to break up any broken ice from the cowl.
Hello FD2S!
I just want to thank you first of all for all these videos and information you have given us flight simmers. All it has done for me is just inspire me further to become an actual 737 pilot! I am currently looking up information about the flight schools near my area. With my financial status, i have decided to take a CPL Modular Course (hoping i can combine a ATPL with that too). I was just wondering, are there any advantages/disadvantages if you take a type rating at an airline training academy instead of a regular flight school?
Thanks in advance!
Hi 23 Savage.
Right now today I personally believe there is no difference. I chose to go integrated because back in 2008 it was apparently prefered by the airlines so I saw the additional cost (more money to borrow...) as improving my chances.
I trained here!
www.caeoaa.com
You'll find some good guidance and the internet has lots of useful information. Good Luck!
FD2S
flightdeck2sim Thanks, i'll take a look!
Can you explain why you add a ring for TOD in addition to the TOD calculates by the FMC, how does this helps you? Also, for TOD you mean altitude to lose x 3? Flight level x 3 i’m guessing would work if destination airport is at sea level but if you want a TOD from cruise to your IAF i guess it would be altitude to lose x 3? Thanks for your great tutorials, they will help me a lot next year when i start my type rating course!
Hi Manuel,
It might seem daft but the reason we put this as a fix ring is to increase situation awareness on the display in case you're distracted! You might also be off the magenta line if say diverting around weather so you have a approximate idea as to when to descend.
x3 is just a rough rule of thumb but it works out really well. Eg 30,000ft = 90nm. 5000ft = 15nm etc.
Allow extra distance to reduce to approximately 200kts 10nm from landing, (add 1nm for every 10kts of deceleration). For every 10kts of Tailwind also add 1nm. It's all approximate but It's what we do everyday and it works quite well.
FD2S
I've used those rules like crazy for flying a DC9 in FSX and it always works out perfectly if you can figure your ground speed and calculate the associated descent rate. Pretty stunning to pull off doing VNAV calcs in your head, but you quickly see how impossible an RNAV approach would be given the mad altitude restrictions into some areas. Doing it without a second pilot is quite hectic. It really makes you appreciate the value of a good FMC.
Yep, STAR’s are sometimes not built with continues descent in mind and restrictions can sometimes leave you very high or low!
FD2S
Hello flightdeck2sim, you have said typically the MFRA IS 1000ft BARO do i need to add the Airfield elevation as well,because one of your NADP video i saw you set 1310 as MFRA please if you could clarify this for me, also please could you tell me, what is exactly the EO - ACCEL HT on FMC please, many thanks for your time.
1000FT AGL, so you just need to add 1000ft to the elevation.
EO - ACCEL - The height at which VNAV will accelerate with an engine failure.
I made a tutorial recently which will clear up some of your questions!
ruclips.net/video/yPfKEVaXVqY/видео.html
FD2S
Welcome back. A question to ask in regard to ILS approaches after replaying your tutorial on Cat III auto landing.
I noticed you activated the approach while still approx 90degrees to the RWY course after seeing the glide scope come alive.
I always believed it was necessary to establish the a/c on the localizer first & then check that the glide scope bug is sitting near the centre line before activating the approach. Does that mean the signal contains both lateral & vertical information for the FMC to control the approach as long as the angle is within certain parameters?
Hi Richard,
You can are APP straight away if intercepting the G/P from below, no need to are VOR/LOC first. It's also beneficial to do this when conducting an Autoland so you don't forget to engage the 2nd A/P! If above the G/P I would arm VOR/LOC first and arm APP intercepting the G/P.
APP follow's both the localiser and glide slope whereas VOR/LOC only follow the Localiser.
Good Luck!
FD2S
Worse thing is when You arm loc and forget GS
In my understanding the DH = 225 which has be dialed into the PFD (instead of 235 as this is the altitude). Correct?
10 feet isn't the end of the world, though ;p
Hi Mjouze.
The minimums for a CAT I ILS is knows as a DA or Decision Altitude. Altitude is based off sea level so that’s why I have 235ft set, not 225 👍🏼
DH or Decision Height would be used for CAT II / CAT III and the minimums is based on height above ground, we set the minimums using the Radio Altimeter in this case.
FD2S
Excellent!
A few questions regarding an approach that are somewhat related to your video. I recently began using Pilot2ATC (which I think is great) and it will often give me vectors to final and an altitude assignment when I have planned for a STAR. No problem, I switch to HDG SEL but, do I stay in VNAV? If so, what decent profile is the plane flying since vectors are taking me away from STAR waypoints?
What do you then do in the FMC since you are now deviating from your LNAV plan to "clean it up"? Move the FAF to the top of the FMC to delete all other waypoints? Thanks.
Excellent Question!
If you’re being vectored you can use VNAV so long as the FMC lateral path is periodically updated. You would route direct to a applicable waypoint so at to stay close to the magenta line so VNAV can provide accurate descent information just like I do in my tutorials.
Regarding what mode on the MCP you use it doesn’t matter, use whatever mode you need to to get the job done 👍🏼
FD2S
Thanks very much. I was talking with a SWA pilot in Vegas recently about descents/approaches and he said they try to stay in VNAV 99% of the time but V/S is okay if needed. LVL CHG rarely used I think he said because it is set at 2,000 fpm and maybe that is not good for speed management. My confusion was thinking VNAV and LNAV need to stay coupled during an approach, but understand that's not the case and as long as I'm within a reasonable distance from a STAR waypoint then VNAV will provide an acceptable descent. Thanks again, you'll likely be hearing from me at some point.
Another question. On a short flight with TOD within 20 nm of reaching TOC, would you set up the approach and briefing in the climb?
Hi EnikOLED,
Yes you would have to! Our shortest scheduled flight (35 minutes) we actually brief the approach before departure.
FD2S
Do You need to check distance/track beetwen star wpt's ?
Hi Piotr
Yes it’s a good idea just to confirm it matches the plate. We’re just looking for any gross errors, so long as it’s with +/- a few degrees and nm that serves a gross error check 👍🏼
FD2S
Hey pilot! You think 737NG TP is more difficult than airbus or newer boeing like 787 because of automation, less switches, etc??
Hi Alfonso!
I’ve not flown any airbus aircraft so I can’t give an accurate comparison.
Airbus has a lot more automation and from people I’ve spoken too it’s a nicer cockpit to work in. (You get a tray table for starters!!)
When it come to the 737 it’s a more hands on feeling. When you manipulate the control column you’re moving cables that move the plane's control surfaces using hydraulics. With a fly-by wire system you manipulate a computer which does all the work.
It’s a long drawn debate, you could argue I’m biased towards Boeing but I hey both have advantages and disadvantages 👍🏼
FD2S
Do you use navigraph for all youre charts ?
For my tutorials yes!
FD2S
I've learned useful stuff watching these vids, thanks a lot mate. By the way "Calella" sounds like "Caleja", the "ll" is pronounced like a "j" in english.
Hi Andres, thanks a lot!
I'm absolutely useless at languages (as you can tell). I actually lived in Spain for a short while when I joined my current outfit, after almost a year I could just about ask for a beer!!
FD2S
You should work on that! I'm living close to Calella, and english tourists learn to ask for a beer in about 3 secconds on arrival. xDDD
DreamboyCAT thanks for your advice. I live in a touristic city in Colombia and lots of people from the U.S and Europe comes here to spend their holidays, so i'll take it in account xD
flightdeck2sim It is understandable xD. Spanish is not an easy language.
How many flights do you fly a day and how long are the flights?
Hi Maj.
Typically 2 or 4 sectors a day and they can range from 1 to 5 hours
FD2S
Do u like long or short flight more?
Thank you!
Isnt 187 NM from T/D too soon? I mean, what if the active runway changes?
Hi 23 Savage,
A typical Line Crew would start briefing 100nm prior to TOD and ideally will have all briefing complete prior to TOD so they can concentrate on the Descent and Approach. You can be passing 10,000ft and they change the landing runway! It's something line crew have to occasionally deal with and it's a pain in the a**!
FD2S
Hahaha, yes, i can imagine it being a pain in the a**. Thanks for the reply, you're awesome dude!
Captain be like fu@*!!!*#**!*@!!!!***!*@@t****@!*@**😄😄😄😄😄😄
Do you often get side steps while already on final, and if so what does the pilot monitoring have to do to help? I imagine that'd only happen with say a visual approach and not an ILS?
Hi there,
I’ve never flown anywhere that’s needed a sidestep but it’s quite a common manoeuvre. It can be off any instrument approach 👍🏼
What is s called "double brief" ?
Hi Piotr,
The Double Brief is a format used by PF to explain to PM how he is going to fly a Non-Precision Approach.
FD2S
The app said 144 for vref but you entered 139? What did i miss :)
Hi Manuel. 139 = VREF
Minimum Approach Speed or our VApp today is VREF + 5kts = 144kts. The Boeing OPT App automatically adds the minimum of +5kts.
VApp (Final Approach Speed) can be between VREF+5 to VREF+20. You might have already seen this one but if not it will help!
ruclips.net/video/WsqkKCvS4Yc/видео.html
FD2S
Oh ok, got confused between VREF and VAPP, i get it now. Thanks!
When will you be a captain?
Hi Bartosz.
Hopefully in a couple of years. I could be a Capt now but I decided to become a Type Rating Instructor to learn even more. Bizarrely I actually teach new Captains myself! Working in the Sim is great fun 👍🏼
FD2S
Very informative. Would like to request EGNX to LOWI winter approach. Low cloud base, icy conditions. Could be a challenge. I scraped the side of the mountain - close call. Thank you.
T-RIBETS 👌😂
Where do you geht your Charts and metar datas from?
Christopher Rauch charts navigraph, metar simbrief for example
Daniel Marques thanks
WOO HOO!!
Do you have X-plane? Have you tried their 737?
Hi Vimal, I just recently bought it!
I’m yet to have much of a play around, I need to get use to the interface. The default 737 is not bad and I’ve heard of this ZIBO Mod I need to try out 👍🏼
FD2S
I think the Zibo Mod on the default 737 is excellent. Very similar to the PMDG 737, but completely free. Amazing! Not sure if you've considered something like this, but it would be nice to hire you for private lessons (for flight sim purposes only). I just joined a virtual airline and I can't think of a better way to learn the 737 than sitting in a simulated cockpit over the network with you.
I think you made a mistake with transition altitude (6000 ft) and transition level (by ATC on the plate). Good video though.
Hi Marco, not quite! I'll explain!
You would usually get the TL from the ATIS or ATC which I'm not using. The TL varies with the QNH. The TL is the lowest level that will guarantee vertical separation from an aircraft using local QNH. The TRANSITION FL on the DES FCST page of the FMC simply alerts you if you're still on STD if you select a lower altitude on the MCP, so long as we set the QNH when we've been cleared to an altitude that's all that matters.
I didn't touch the DES FCST page of the FMC in this tutorial, the FMC automatically changes from the default (FL180) after selecting the appropriate arrival procedure, in this case FL60. In certain cases this might be the same as the TA but as I said, this is merely just a function of the FMC, there must be at least 1000ft between the two.
I hope this helps clear it up!
FD2S
I like to put TA +1000 there.
Not bad pronuntiation of spanish haha
3/10 😑
FD2S