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All this information will be excellent for practicing failures in the home simulator lol.

Whenever I watch this video, I am amazed how Cpt. Chris Brady (with his nice white shirt) manages not to get dirty in this dirty environment 😂 thank you so much Cpt. Chris Brady, your videos, website etc are the best source of information for B737 pilots

I work for one of the avionics manufacturers, interesting to see where some of our components live.

Hi Chris, very informative series. I have a question. I have seen for an APU start, that if you first move the switch to the on position for a short period, then move it to the start position, you get a much quicker start. I haven't found an explanation for this anywhere. Do you know why this is? I assume that its bad for the service life of the APU as well? Thanks

Good Evening Captain..Just one question..why RUDDER is connented to SYB system , where as AILERON and ELEVATOR are not...

I can't thank you enough sir. Junior Engineer here taking serious notes. Much obliged

FYI As I understand GPS sats are unlikely to orbit decay and fall back to earth anytime soon as they are in MEO (medium earth orbit) and it would take quite a while to do so >100 years. Old GPS sats may be placed in a "graveyard orbit" when they fail / run low on fuel.

Chris, Fantastic videos. I would like some insight (if you have any) on a topic that comes up during the upgrade interview. Overweight (by a few 000 kgs) autoland risks. Naturally the aircraft should be able to do it, but is there any sort of documentation on what the gear can actually handle? The context is having to land due to a passenger requiring immediate medical attention in CATII/CATIII weather. Thanks! (read the FCTM paragraphs on overweight and autoland overweight, still vague!)

Fantastic. Learned alot

Another great video. Thanks Chris

Hi chris, random question about 737NG vs max. In the max variant you have the equipment smoke light so in case of fire or smoke its very clear where the source is and u just run the NNC for that, in theNG series theres no such thing so what do you do just run the smoke fire n fumes checklist ? Theres no way of knowing if source is avionics bay in the NG how do u deal with this and more importantly how are aware of the fact that u have a smoke source in ur avionics bay in NG series ? Or is there no way to know cheers. Keep up the amazing videos

Hello sir, I'm a student and still familiarizing my self with boieng 737, and i don't know how to thank you for you have been of great help to me,

Thanks, a learn a lot, will you mind explain how to change Wills and breaks ,

May I know where can I find the schematics that is shown at 02:00?

thank you

Thanks for sharing. Great content.

Awesome content. Thank you for sharing this.

Sir,your videos are a boon for us . Lots of love from Air India .

So, about APU warm up period. Should we start counting this time when we move APU start lever to start or when APU GEN LIGHT comes out?

best explanation that i found anywhere else. you are great as ever

Hey, i have a question about the Pitot probes being turned off on the ground after landing. If you turn these OFF will it cause a master caution to illuminate or will it stay blank?

The naughty wind noise :(

Thank you for explaining this topic. Greetings from Poland

Thank you Chris for very educational video. It filled up my my mental "puzzle" why airlines don't load airplanes to achieve the most rearward CG. Now i see: they do! The benefits from this load on cruise are obvious, and now i see also benefits for t/o and landings. The key point for me (and you specifically mentioned that) was that performance is given for most FWD CG. So, to take benefits from actual CG position, we have to have approved alternate CG.

UUWW ❤

How does elevator manual reversion work? Is there a direct mechanical linkage / crank between the aft input torque tube and output torque tube? Couldn’t find one on the photo… Or is it that the PCU still transfer the motion, just not not magnifying the force hydraulically? Thanks anyone for an answer! And mega thanks to you Chris, I’m studying for my TR and your videos with all the extra stories are so So helpful ! :)

+1

+1

Hello Chris, thank you for the excellent information. I am a trainer on the 737 in Canada. Our Max’s do have an optional installed dc fuel pump. My understanding is this is a requirement for the APU on condition ETOPS certification we have. We do not need to run the APU during ETOPS as long as the fleet meets reliability parameters. Thanks!

+1

Soviet Front? Chris that term would no longer be appropriate, although I understand why you used it, it has to be Russian Federation now. Excellent presentation as always, thanks.

+1

Great explanations - learned lots. Let’s me think weather boing will roll some of the MAX10 enhancements into the BBJ series allowing for greater weights and range. And possibly Airbus giving its ACJ the XLR enhancements at 319 length.. Ranges into the 7500nm ranges would rival the latest gen biz jets

There is now a FOTB 737 24-01 for 737 Max with Hybrid GPS-Inertial enabled..!

Thank you so much for an in-depth video. I'm a 3D graphic artist needing to make a computer animation of the 737 MAX in flight and I was really curious about where the various position and strobe lights are. I was quite baffled about the aft position lights especially because the MAX has them placed completely differently than the other 737s. This explains it perfectly.

Awesome video Chris. Am I right to assume the increased landing distance for an SFP (vs. non SFP) aircraft for a Flaps Up event can be attributed to the Speed Brake limit stop on landing?

I think you answered your own question as to why NGS isn't operative on Ground , It requires ram air cooling , It might be very hard to keep the system cool without Ram Air.

With over 20,000 hours flying the 737. I like to keep my technical knowledge sharp and current. I find your videos excellent. Thank you for all your hard work and effort.

Thank you so much 🎉

Very interesting. Can I ask if there’s smoke why move to oxygen only on the FD? 100% oxygen creates more explosive environment. Is it purely because no supply of clean air other than the oxygen bottle. (Careful to differentiate between air and oxygen!)- is use of oxygen just to make best use of cylinder capacity ?

My friend is a 787 pilot who flies Europe/Far East and spoofing is a regular fact of life. GPWS warnings at FL41. The clouds of war are gathering.

Excellent as usual. Thanks for including the systems information at the start of the video. How can I know if the hybrid GPS is installed in an aircraft or not? If the IRS align without the need to enter a position, does it then mean it is installed?

Will you you be doing a presentation on the E-7A Wedgetail?

Thank you so much for the hard work and care given for each video. A treasure vault for b737 newbies! Book has been purchased!

After watching a lot of captain Chris it’s safe to say I’m fully type rated on the 737 🤣🤣

That PULL UP alert over Iraq is frankly scary. Great detail - I thought I was fairly familiar with basic GPS Interference. Now I feel I know nothing but have learnt a lot. Thanks Chris

Interesting navigation interference event. In an aircraft with a very similar FMS, going into one of the areas concerned, experienced an actual position shift (ND Map Shift; UNABLE RNP with ANP >15nm; EGPWS and ATC/ADS-B issues, naturally) approximately 10 minutes after GPS Updating was selected OFF during the Descent/Approach briefing (VOR, DME and LOC Updating all ON). As we were on the STAR, there was (unfortunately) no time to gather more information; requested vectors until ANP had reduced below RNP. LNAV reselected, the approach and landing were uneventful. It’s still unclear to me why/how this could happen with GPS Updating OFF prior the interference event unless there is radio spoofing occurring also, which “sends the investigation in a whole new direction” when we discuss mitigation strategies.

I laughed a lot at the Darth Vader impersonation 😂

Hello Captain I had a question if you could kindly help me. In max, when we are doing the extended motoring of the engine 5 mins of wait and 5 mins of starter usage say due to a hot start where the EGT has not exceeded the limit, due protection and the starter usage was more than 3mins. What are we to do if the starter takes more than 5 mins to start the engine in the second attempt as it says 5 min of wait followed by 5 min of starter usage. Thank you.

I'm a pilot based in Russia, and we encounter this issue daily. Thank you very much for such a detailed explanation. You are doing amazing work!