The purpose of this channel is to help new pilots learn the flows and procedures for the B737. Both normal procedures and non-normals. Also, tips and techniques will be posted to help you fly this airplane like a veteran pilot.
I would like to stress the importance of the channel being a training aid and what is mentioned here should not be applied in real life flying unless it complies with your company policy and procedures.
If you have any comments about anything posted please let me know.
Abdul
Пікірлер
Great video, thanks a lot
Glad you liked it 🙏🏼
very nicely explained yes if you could go through the checklist thank you
Thank you
Thank you so much
You are welcome 🙏🏼
Thank you for your videos now iam new pilot on 737 and the videos help me alot
Glad to hear it, Please let me know if you have any questions,
Glad to hear it, that you found the videos helpful please let me know if you have any questions All the best Abdul
Interestingly enough, and this refers to the A320 rather than the B737 (similar class aircraft though) in Europe the No2 (right) engine is started first (ostensibly because the Yellow hydraulic system is powered by it - which is also why on a single engine taxi-in and the right engine shut down the electric demand pump for the Yellow system is always switched on) whereas in the US it is usually the No1 (left) engine that is started first. I also would assume that this would very much depend on company SOPs. Blue skies, Abdul.
That is really interesting, Thank you so much for sharing. Really appreciate it All the best Abdul
Thank you...🎉
🙏🏼🙏🏼
Nice to see you please a video which comes as close as possible to reality on a traffic circuit with touch and go plus a low height circuit and thank you in advance.
Hi Thank you for your kind words, Did you mean by a low circuit circling approach or traffic pattern 1500AGL?
Traffic pattern 1500 Al.
Traffic pattern 1500 AGL
Ok got it 😊
Thank you very much for your understanding and good cooperation.
Nice to see you again. I hope you have clear skies and smoooooth butter landings.
Thank you so much 🙏🏼 Just to let you know I have not flown for two years now, quit my job to start my coaching business till now am not sure if I am going to go back to flying commercially 😉
@Abdul_Asiri Oh, I didn't know. In that case I wish you the best in your future career. And if you want to fly, you can always fly in Flight Simulator and not having to worry about potential malfunctions or other nuisances 😊
@VNAV_PTH that is true 😂😂😂, Thank you so much for your kind wishes 🙏🏼
Great content👏🏼👏🏼👏🏼
Thank you 🙏🏼
Whose area of responsibility is manual gear extension panel and ground proximity panel when FO is pilot flying?
Hi, This is a retired pilot answer and opinion, not necessarily the right answer 😉 The short answer to your question is: The Capt. The long answer: It is going to be PM area of responsibility, “technically speaking”, If the Capt. Is PM, in the sim he/she will ask the FO to switch the GPWS switch/switches as directed by the checklist. Is it 100% in compliance with the procedure, I don’t think so, is it safer and more practical yes, considering the flight conditions and not to do it at time where other flight conditions do not permit that. Now if you want to be 100% in compliance and to do it in a safe and practical way then flight control transfer should happen so the FO become PM do the actions then go back to being PF after another flight control transfer. Let me know if that make sense or if you have any other questions. All the best, Abdul
Hi thanks nicely done. Just according to Boeing from in the elect. power up supp. procedure between checking landing gear lever and performing fire test there's checking weather radar OFF then ground power (if available) ON
Hello, Thank you for the feedback, I couldn’t find it in my manual, is it possible that this is a company specific step in the procedure. Thanks again and I hope other pilots clarify this point, All the best, Abdul
Thank you captain for this video definately helps me visualize the steps and nnc for my ongoing command upgrade. Give me a shout when in Singapore will have to bring u out for dinner!
Congratulations on the upgrade, and am glad you liked the video, Thanks for the invitation really appreciate it 🙏🏼🙏🏼🙏🏼
@@AbdulmuatiAsiri37 thank you sir
Best explanation out there, as always. Thank you
What is the REIL stand for ?
Runway End Identifier Lights The two lights on both sides of the runway end.
Learning from you Capt, can you plz make videos on Windshear and Cabin altitude warning.
Am glad you found the channel helpful, Thank you for the suggestion I will do videos about the topic you suggested, But am really really slow in making videos so it may take me a while 🫣
Great content, thank you Captain👨🏻✈️🙏🏼👏🏼👏🏼👏🏼
You are welcome 🙏🏼 I really appreciate your comment and support 🙏🏼
can you make a video of alternet Rudder trim technique?
I will do a video about the trim, Thank you so much for the suggestion 🙏🏼
Sir the video in the description box named Real take off and rotation , when clicked, displays a message saying this video is private. please paste a link to open it as it would be very very useful video.
My apologies, the link was to a video in a different channel, and I did not know that it was unavailable anymore, Thank you for pointing that out to me, I will try to find another video that demonstrate the yoke movement during Takeoff. Once I update the link I will respond again to your comment so you know that the link has been updated. Thanks again. Abdul
Very informative
How do you determine the deceleration rate (1,2,3) for the autobrake? Tanks
Hi, Pilots use the OBT to determine the landing performance. That is landing length required for that RW at that conditions and airplane weight etc. the FCOM have tables also you can do the computations manually to figure out the landing length required with each auto break setting. As far as the deceleration rate of each setting, I have seen it somewhere but I can’t recall now if it was in the FCOM or a maintenance manual. Hope I was able to answer your question. All the best Abdul
excellent job Captain !!!..I flew the BBJs from Jeddah and Riyadh for Sh Al Amoudi, bin Mahfooz from 2000-2017...also the 757/767s for the same owners...still actively flying in Canada on C337s...strictly VFR...forest fire detection flights ,4 months of summer contract...I just turned 80 !!..there is a possibility of getting a 737NG /MAX sim instructors job...my last flight was on -900 on 02Sep17...to bone up, I have been on the net...stumbled upon your videos....very good series indeed...it is amazing how fast one forgets the plane in 7 years !!...but your videos have really helped me to get my head back in the 737 cockpit...cheers , salaams
Thank you for your kind words am glad you find the videos helpful, Your career is really impressive and inspiring, I wish you all the best Abdul Sallam
Thankyou for the amazing video captain
You are most welcome 🙏🏼
🙏🙏🙏🙏🙏
Hello When the PF instruct PM gear down F15 the PM should wait for 3 green before put F15 or not ? Thank you
Hi, This is a great direct question, unfortunately I don’t think am the best to answer it, Personally I put the gear down then F15 without waiting for the three green lights. But to be honest with you am not 100% sure that is the right way to do it. This is the long answer, the short answer I don’t know. Sorry Abdul
great video thank you
Sir, ln case of a go around, when we press TOGA, the autopilot disconnects but A/T stays engaged. But, I noticed during training and your videos,the a/t doesn't cause any erratic movements. Is there a reason for it? Is it fine if we disengage the A/T too, during GA and engage it again when we reach missed approach altitude together with Autopilot.? Or let it be and it won't cause any issue?
Hello, When you press TOGA A/T will go to GA thrust, in the training they some time will give you engine failure during GA, so I suggest you let it engaged and it move automatically to GA thrust, It does cause a very strong pitch up tendency, it’s a lot of thrust if you have two engines. To answer your last question, I believe it is better to leave it engaged, specifically during your sim training. Hope that help All the best, Abdul
@@AbdulmuatiAsiri37 yes that makes sense, thanks alot.
I cant thank you enough, I hope I pass my induction check and if I do, you would be the biggest contributor. Sir, is their any way I can get in touch with you? Email would also be fine , wont bother you over call.
I wish you all the best in your induction check 🙏🏼 And thank you so much for your kind words 🙏🏼🙏🏼 Would love to connect with you, This is my email address: [email protected] All the best Abdul
@@AbdulmuatiAsiri37 so humble of you.Will definitely write to you.
Where can i get this simulator on my pc? Thanks
Hi, The setup I have now is Microsoft Flight Simulator MSFS2020 And B737 add-on by PMDG Very realistic. Let me know if you have any other questions All the best Abdul
This will extend the service life of the APU
👍🏼
Note: If extended APU operation is needed on the ground and the airplane busses are powered by AC electrical power, position an AC powered fuel pump ON. This will extend the service life of the APU fuel control unit
Thank you for the input 🙏🏼
Note: If extended APU operation is needed on the ground and the airplane busses are powered by AC electrical power, position an AC powered fuel pump ON. This will extend the service life of the APU fuel control unit
Thank you for the input 🙏🏼
the best description on the Internet. Thank you.
Excellent video captain. We certainly miss your videos.
Thank you so much 🙏🏼
Salam Captain. Thanks for your valuable content. There’s a thing I wanna ask. I didn’t get your way of turning on Engine Anti Ice switches, ONE AT A Time? Why is that? I checked my FCOM and didn’t find any mention of that. Is it just airmanship?
W/Salam Thank you for the observation you are right, I believe it was something that an instructor told me long time back, as a technique. If I find it any where written I will let you know, But for now it is just a technique. Thank you so much for the comment. All the best Abdul
totally a piece of good advice...makes logical sense....@@AbdulmuatiAsiri37
وربي وحشتنا يا كابتن مرحبا بعودتك منووور ❤
الله يرضى عليك، شكرا على كلامك الجميل 🙏🏼
مرحبًا بعودتك تمنياتي لك بالتوفيق
جزاك الله خير و شكرا لك 🙏🏼
Perfect explanation... 👍🏼
Thank you Capt Abdulmuati. I hope you are doing well.
Hello Capt. Rabah, 😊 You are welcome, thank you so much for taking the time to leave a message 🙏🏼. All the best,
❤
Very Good informative video material thanks for it
Thank you so much Capt. Really helpful for as someone new to the type.🙏🏽
Asalamu 3alaikum, I want to ask you if it is possible to enter Present Position Course into the 737 FMC. For example you are flying offroute and following a radar vector. The atc then tells you to follow a certain course from your position, is it possible to enter this in the FMC? I know that in the 777 it is possible to enter P/Pxxx For example you want to fly a course that crosses your programmed flightroute, and you have to fly a course of 310, then you can enter P/P310 and put it on top of the legs page. The aircraft will fly with LNAV the course and doesnt care if it crosses the route that you have programmed before. Also I want to ask if it is possible to enter waypoint courses so that you can intercept them. For example if you want to intercept a VOR or fix you enter: From fix ITOLO ITOLO130. So on the Nav Display a magenta line will be drawn from the fix ITOLO with an outbound course of 130. Is this possible in the 737 FMC? I know that it is oossible in the 777.
Hello, For the first part of your question I don’t know. The answer to the second part of your question is yes, The way to do it in the 737 is by selecting the next point in the route put it in top in the legs page then you put whatever intercept course (to the point) you like, after you execute you engage LNAV, it will follow the new course to that point then continue on the programmed route. Or you just do a normal center line extension, use heading to get on the course you would like to track them engage LNAV it will maintain this course till it intercept the airway.
Asalamu 3alaikum Captain, I have a few questions. 1) You said that for each 10 knots speed above 200 knots, I have to add 1 NM. So at 290 Knots it would be 9NM. But what if I am at cruise altitude at FL410 for example and a speed of Mach 0.816 ? How do I calculate the extra distance for the speed? 2) Why is it not better just to use TAS for distance calculation? 3) If I want to use a potential Enroute Alternate in the Fix Page, and I want to draw a green circle, I know that I have to calculate a radius of Altitude minus Fiel Elevation × 3. So if the altitude is FL350 and the elevation of the potential enroute alternate is 3300 feet, then I would Calculate 35000-3300 = 31700ft. 31,7 x 3 = 95,1 NM = 95NM. So the radius should be 95NM, correct? Do I need then to add on the radius the distance for the speed? If yes, how do I have do calculate the additional distance with a speed of Mach 0.78? Thank you!
Hello those are great questions 1- use whatever IAS the VNAV will transition to, just go to the decent page you will see Mach No/IAS whatever that IAS is you use it to do the mental math. 2- Remember that is a simple way to figure quickly the distance you need, I don’t see how TAS can be used, can you give an example on how to use it. 3- This is like no.1 answer use the IAS that VANAV has computed in the DES Page. And yes you would need to factor the speed above 200 and the wind as well. Now how big the circle should be, it depends: - Are you coming for a straight in approach if yes, then you do the calculation based on what e said above. - If you are coming for a downwind. How long are you planning to fly past the abeam point before turning base or turning for an intercept angle to final,,, so this might sound a bit complicated it is not actually, it is a very simple math, - For example am coming to joint downwind and am planning to do my turn from down wing to base at 5nm. That means my track miles are now 10nm more at least if I factor base then it might be 15nm minimum. In that case my distance needs to be shortened by this extra mileage. It is a lot simpler than it sounds here, if it doesn’t make sense to you or if you like to discuss further we can setup a call. Again great questions. Wishing you all the best Abdul
@@AbdulmuatiAsiri37 Thank you Abdul. Is there a reason why you are not making more videos? There are many very interesting youtube channels of real Airbus and Boeing pilots who load up videos about flightsim regulary. That way visitors can learn new things and procedures. May I ask a few more questions about 737 FMC, please? 1) Is it possible to enter Longtitudes and Latitudes for reporting postion? I dont mean waypoints defiend as Long Lat waypoints like you would use on NAT North Atlantic Tracks. For example ATC tells you that you have to report postion at E039 Longtitude. You then would enter E039 on top of the LEGS page. The FMC would create a waypoint called E039 and draw it on the magenta line of your programmed flight route. That method is for example used in 757/767. Another example is that ATC tells you to report position at E039 and then every 5 degree Longtitude along your route. You then would enter: E039-5 and put it on top of the LEGS page. The FMC would calculate the postions on your route and create waypoints on the magenta line. For E039, E044, E49, E054 ect. For Latitudes you can do it analog like with the Longtitudes. Is this possible to do that in the 737NG FMC, too? 2) Is it possible to use OFFROUTE DESCEND function in the 737 FMC? For example in the 767 or 777 you can use this function and it shows two additional circles in white and blue colors. It is a very helpful cool feature for descend and energy management. 3) Is it possible to enter speed constraints as MACH number? I know that in Airbus A350 and A380 it is possible. You then would read for example .81 i magenta color as constraint. I habe never seen that in Boeing aircrafts. I have only seen knots as speed constraints. 4) Do you fly sometimes to Pump Stations? Like Pump Station 10 OEPJ ect?
@@AVIATIONSOUNDEXPERT I lift my job two years ago, and got a bit busy learning about self development and life coaching currently this is becoming an obsession of mine. Regarding your questions: 1- Yes you can enter Lat/Long coordinates and the FMC will create a way point that will be shown in the ND and can be treated like any other fix. 2- As far as I know that option is not their in the 737, at least the last FMC revision that used in the airplane. 3- Yes Mach No. can be entered as long as you are flying at an altitude where the transition to indicated airspeed has not been reached. One option to maintain Mach No longer is to reduce the target IAS for transition. 4- The last time I flew to OEP* was more than two years ago. Thanks again for reaching out, All the best Abdul
@@AbdulmuatiAsiri37 Thanks again, Abdul. You should still continue making Flightsim Videos. That way you keep you skills sharp. Also there are many things you can do. Flying different aircrafts or flying different approaches with 737NG ect. Users lile to see and learn new things. Regarding to my 3rd question: Csn you show me how you would enter the speed constraint as MACH number into the FMC? If I fly for example 290 knota at or above FL220, I would type in 290/220 next to the waypoint in the LEGS page. How would you type in MACH 0.81 at FL 380 into the FMC as speed constraint, so that I dont get an INVALID ENTRY message?
@AVIATIONSOUNDEXPERT my apologies, in the Legs page you can not enter a Mach No. my apologies for the incorrect answer. As far as uploading more videos, am planning on doing that in the future 😉 All the best, Abdul
In the approach/landing stall, you mentioned that a GO AROUND should be executed if the ACFT is below 1,000 feet AGL. If the conditions are VMC, can we lower the mandatory go around to 500 feet AGL?
Personally I wouldn’t take the chance, TECHNICALLY speaking, that depends on your company procedure, if the stabilized approach in VMC is at or above 500ft, then TECHNICALLY speaking you can. Practically in my opinion their is no reason to continue an approach after recovering from a stall that close to the ground, by the way am talking about simulator training
I agree thanks for taking the time to respond.
Comandante Asiri, You are the best. I hope all is good on your end.
Hiiii all is going great, I broke freeeeee 😉 Thank you for your kind words Comandatnte 🙏🏼
Thank you
Nice video
Hi captain asiri! I am middle of Lifus and I only struggle about 10 ft. Once I tried first flare 20 ft I am not able to make others correctly so I started first flare 30 ft and reduce thrust 20 ft, second flare 10 ft, but I float aircraft each time, or my second flare is not enough. I feel so hopeless, I don’t have any problem about descent management or approach.
Hi, A lot happens in this phase of the flight, what I like about you, is you are very methodical in adjusting and assessing what you are doing, So here are some suggestions that might help, just read do not try to apply, your subconscious will take this information and work with it, after all this phase is just your mind, eyes and muscles are trying to create reference points, it is crazy how this flare and landing becomes almost a reflux. So: - if you feel the airplane starts to float, reduce the pressure on the yoke (do not push the nose down) just reduce the pressure on the flight controls. - Forget about smooth landing, you are looking for a firm landing on speed on center line and in touchdown zone. Firm landing is a safe landing. - visualize the flare, and visualize your are doing all the movements correctly do it before the flight for five minutes after you wear your uniform, you have no idea how powerful visualization is. Agay talking before leaving your house going to the airport. - Use this struggle and frustration, to challenge yourself, that will give a different perspective, I was bad when I first started flying, my landings were bad, identifying emergencies in the sim was terrible, I reached a point that I felt I did a mistake becoming a pilot, but you know what, I decided to use that as a fuel for myself to become better I looked at it as a challenge this whole channel was created cuz I struggled when I first started flying the airplane. So look at it as a challenge, and be patient with yourself. Am more than happy if you like to connect and discuss this further, If you like send me an e-mail [email protected] All the best, Abdul
Tnx Capt
Great video! My biggest problem is thermal and nose up pitch, I know I have to be more aggressive but I am not get to used it :(
It will come with time don’t worry, be patient with yourself 🙏🏼,