Typical B737 Flight Simmer Mistakes: Approach Modes | Real 737 Pilot
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- Опубликовано: 12 сен 2024
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Another mistake on the 737 but doesn't relate to approach modes is when simmers always start the engines using both ignitors. Every airline I know of requires to use either the Left or Right ignitor. If its the first flight of the day, you should use the right ignitor to ensure the emergency bus works. After each flight, you should alternate the ignitor.
This happened to me not long ago and I had no idea what it was. Now I have the explanation. The amount of insights we get here is amazing!
Thank you so much for providing us with such detailed information on the 737 all the time! It’s truly an exciting aircraft to fly!
LOC frequency range is not what I've learnt from Jeppesen or courses I'm taking. Jeppesen says: The localizer provides course guidance throughout the descent path to the runway threshold from a distance of 18 NM from the antenna between an altitude of 1,000 feet above the highest terrain along the course line and 4,500 feet above the elevation of the antenna site.
Proper off-course indications are provided throughout the following angular areas of the operational service volume:
(a) To 10 degrees either side of the course along a radius of 18 NM from the antenna; and
(b) From 10 to 35 degrees either side of the course along a radius of 10 NM.
Beyond these ranges the localizer signals will be unreliable though you may be able to receive them and ATC or the pilot may request to initiate the procedure along with radar monitoring carried out by a controller.
Jeppesen is rather misleading as it details only parts of the regulation on this topic, that's an old discussion on the internet already. You'll find topics dating back 11 years on this with a quick Google search.
ICAO Annex 10 Vol1, Section 3.1.3.3 Details the coverage of a localizer, local restrictions may of course apply and will be detailed in the local AIP.
I recommend you check out ICAOs original doc on the topic to find the correct limits.
Let me add my two cents to the topic. AFAIK, in some cases, the APP mode can only be armed when specific conditions are met, although this may vary depending on the operator. Generally, to arm the APP mode, you need to have positive indications of the G/S on the PFD. This means that you can arm the VOR/LOC mode when the localizer indicator is visible on the PFD and you have confirmed a positive identification of the ILS signal. Once the G/S indicator becomes visible on the PFD, the full APP mode can be armed.
I've made it an habit to always check the FMAs when I expect the autopilot to do anything, and that is a very good way to be 100% sure of what is happening
Very informative and helpful. The more we learn, the more realistic it can be and the more enjoyment we can have.
just want to say, i absolutely love these videos! you answer all the questions i have while flight simming in such an easy way, i appreciate them lots!
Happy to help!
Your timing was perfect on this topic. I just had this two days ago and wasnt sure what happened. Thanks for enlightening us
I've seen a number of your vid's - Great stuff and my go-to for info/tutorials.. Keep it up !!
To put it simple, to explain the mistakes of simmers during ILS approaches, you explained what is an IAN approach, maybe better than the FCOM and than most articles dedicaced to that on internet ! 😉
Thanks for that ! Always informative, as always.
Can you explain how to fly an RNP to ILS approach one day ? This one gets me confused and I guess I'm not the only one.
As a simmer pilot, i knew this. However, I will still leave a thumbs up, comment, and buy you a coffee, for the other videos I do learn something new from. We also need a "Typical B737 real world pilot mistakes".
Thx for the info you can never go wrong with a professional commercial pilot✈👍🏾
Thank you Captain. This had happened to me in msfs2020. Now I understand what went wrong 😊
Happened to me on HS 787-9 and I was like WTH.... thanks for clarification
great tipp Emi! now i understand why there is an ILS angle with a given distance in the approach charts! :-)
Definitely learned something!!!
Good information, I've seen this when doing RNAV approaches as well... I guess that's correct as well?
❤
Yes. I'll have a video on the topic in a few days, probably tomorrow.
Great information, keep it going!!
Another superb educational video.
Thank you very much 👍🏼
Thanks for the tip. I made this mistake last sunday at this exact approach !
Very informative as usual👍👍👍
Now I know why I love the 737... it's Warlock...singing "All we are...."
Must admit that I didn't know how to fix it when it happened to me. Careful with those false friends. When it can happen it can. When it mustn't happen it's not permittible to have it happen. It can intercept but it doesn't have to is how I understood you.
Very interesting as always, Emi. Thanks!
Thankfully I am not one that makes this mistake, I always hit VOR/LOC when on final first, then await either the GS to come up or to cross the first way point in the ILS landing flight plan, then switch to APP, never just APP right on the bat, unless I have both VOR & GS immediately turning final.
Great video, you could have also mention, that not all aircraft have protection from capturing G/S before localiser
Very useful into. Thanks!
i always learn something from your videos
Thank you so much!
Nice infomotion there, nice grease landing also
Thanks Kevin!
Thank you for the very informative video! Question: Is the IAN mode with FAC + G/S what is used when flying an RNAV approach? Are there any additional steps required to properly fly the RNAV? Thanks again for all you do. -Sam
ruclips.net/video/scjMcQInR8U/видео.html&ab_channel=737NGDriver%7CA330Driver
Great video thanks for explaining! Question, why does the minimums dial take so long to dial in your minimums altitude? It's not an issue at sea level or close to it but when flying in the mountains the minimums can take 5 minutes of holding the knob to get to the correct altitude
Ty I appreciate this video 🎉
Hey Emanuel,
I'm wondering: Mustn't it work or may it not work? ;)
Thanks a lot for these insights! I didn't even know such things are possible in the PMDG737 (or the real one, for that matter). Good stuff!
Very informative, as always!
Or when there's a late runway change and you forget to change the ILS frequency, get called out by ATC to then realise oh then do a late runway change
Thanks for the great video. This was one of the most helpful for me. BTW, do you have a preference between Collins and Honeywell?
Great tips. Thank you. What airport did you land at?
Hey Emanuel, Id like to ask how this approach is then treated in regard to a DA or MDA. When arming the approach mode without receiving the ILS it enters IAN (so we have FAC and GP). Therefore we are flying a non precision approach, which would give us an MDA. But since we have the simulated GP that the aircraft is following, does this allow us to no longer view the minimum as a MDA but now as a DA since we treat the whole thing as a CDFA? Or is it then used with a buffer of MDA +50 or something, but still treated as an DA so that we make sure not to breach the MDA?
Oh I thought this was an older video. 😂 apparently I am one of the first here
Yes….please do not stop a video prior to landing. It messes with those of us that have OCD. Seriously!
I carnt begin to imagine why you would need the IAN sounds like recipe for disaster. I'm sure there's a valid reason for having it but i too stupid to figure why you would.
Cool
Dont you ever fly for your company? How do you spare time to make all your videos everyday :)
In fact I'm on a five day trip to Africa since Wednesday, I prerecorded those videos on my OFF days.
I have a question: When a multi mode receiver is installed on the plane, will it even do IAN with an ILS tuned? I don't think so. And how many 737 do have IAN? Are there so many airlines using it?
You don't do an IAN with the ILS tuned. That defies the logic of an IAN approach. IAN approaches are generally done with RNAV approaches. And yes, the PMDG B738 can do an IAN approach. I've done IAN's many times myself with the PMDG B738. All that needed is that your front course is set to the runway heading (very important), the APP button is pressed when you are more or less on the runway heading and you good to go.
I usually don't arm APP until I select flaps 30 so the Vref+5 will be automatically selected by VNAV. Until that I go VOR LOC+VNAV
Yeah well, in most cases you should capture G/S at FAF, also you need to meet stabilisation criteria
👨🏼✈️
I would say that was not your best landing 😅