Thank you for your feedback. There are not many pilots that have experienced the complete set of Boeing aircraft. That certainly gives a very broad depth of understanding in the design philosophy and evolution over the years. 🙂
You are correct!!Having flown also the 747-200 I can tell you that especially very close to a clean maneuvering, you’d be very careful to keep it higher.. in any case you have the concept so clear in your mind that when you explain you can feel the deep understanding. I have just renew my 737 but too hold to fly 😂
Great video, having recently moved over to the 737 after 10 years on the airbus these videos are fantastic training tools, thank you for all your hard work.
It is my absolute pleasure. Really happy you are finding them valuable. Please feel free to share with anyone who may benefit. My goal is to assist as much as I possibly can especially during these challenging times
Excellent videos David. Looking forward to seeing more content. (Would love to see one on windshear escape maneuver, Emergency decent or Airspeed unreliable)
A total Of 12 years on Boeing aircrafts and of those 7 years on the 737. Still find your videos very interesting and informative. I am subscribed and pls Keep up the good work. I have simcheck in 3 weeks so waiting for the final videos of EFATO procedure :) request for a video specific on good communication between cockpit and cabin in emergency situations. And stabtrim runaway emergency
My goal is to focus more on non-normal failures, malfunctions and guidance to ace the sim check ride. Normal procedures can vary between companies, depending on how closely they choose to follow Boeing SOPS. But I can certainly add to the list.
737 Sim Guide I see , well said. Will be grateful if you can upload a video on “Rapid Decompression & emergency descent” then. Many thanks & keep up the good work
hi, can you pls help explain on how to effectively handle the rudder trim for engine failure on descent (lvl change/vs) from one level (holding) to another (approach) to avoid unwanted yaw and during touchdown especially with crosswind condition thank you
Hi Rukawa, handling rudder trim in descent and in approach is a personal thing. The goal is to spend as little time trimming as possible to reduce worklaod. FCTM says rudder trim may be set to zero for landing prior to 500'. The pros are that there is no rudder pressure during landing roll when thrust is reduced to idle for roll out and the cons are on the approach it can increase the workload and have higher rudder pedal forces required in the event of a go-around. Most pilots find the easiest way is to set 4.5 units trim if failure occurs on Take Off and then trim for level flight. In the descent it is best to use lvl change not VS, then just reduce thrust for the descent. Using VS results in more thrust changes to control the speed. Every change of thrust needs inputs to the rudder. A bit like a puppet on strings, left thrust lever forward=left rudder forward. X-winds are challenging but equally as important as rudder trim is using your visual aiming point and getting the thrust off for a Boeing landing to avoid a long float. Please leave your comments how you trim rudder SE for landing?
Wish you posted more videos on different scenarios, always watch these videos before the Sim. Keep up the good work.
I am an older pilot having flown all Boeing fleet! David is an excellent instructor for these videos and very clear British English🥂
Thank you for your feedback. There are not many pilots that have experienced the complete set of Boeing aircraft. That certainly gives a very broad depth of understanding in the design philosophy and evolution over the years. 🙂
You are correct!!Having flown also the 747-200 I can tell you that especially very close to a clean maneuvering, you’d be very careful to keep it higher.. in any case you have the concept so clear in your mind that when you explain you can feel the deep understanding. I have just renew my 737 but too hold to fly 😂
Please make more SIM emergency videos. It will help pilots worldwide saving lives..
This is the best briefing about the engine failure on take-off, I have ever seen!
Thank you for your feedback, really pleased you have enjoyed the content and found it constructive 🙂
Great video, having recently moved over to the 737 after 10 years on the airbus these videos are fantastic training tools, thank you for all your hard work.
It is my absolute pleasure. Really happy you are finding them valuable. Please feel free to share with anyone who may benefit. My goal is to assist as much as I possibly can especially during these challenging times
Excellent videos David. Looking forward to seeing more content. (Would love to see one on windshear escape maneuver, Emergency decent or Airspeed unreliable)
A total Of 12 years on Boeing aircrafts and of those 7 years on the 737. Still find your videos very interesting and informative. I am subscribed and pls Keep up the good work. I have simcheck in 3 weeks so waiting for the final videos of EFATO procedure :) request for a video specific on good communication between cockpit and cabin in emergency situations. And stabtrim runaway emergency
Thank you Daniel, appreciate your comments. Part 2 will be next. Good suggestions on the videos
I fly E195 and E295. Even though the aim is B373, valuable information for most swept wing and jet engine powerd aircraft.
That is great to hear that you are able to use the videos for the Embraer. Thank you for your comments.
Excelent David. Thanks for your time. Looking forward part 2. Great
Very great Capt. Thank you
Thank you
Excelent
Nicely explained ✈️👍
Soooo useful！！！
Want more great videos
Another great video!
Please do videos for normal procedures from Electrical power up to Preliminary to after land & Electrical Power Down checklist.
My goal is to focus more on non-normal failures, malfunctions and guidance to ace the sim check ride. Normal procedures can vary between companies, depending on how closely they choose to follow Boeing SOPS. But I can certainly add to the list.
737 Sim Guide I see , well said. Will be grateful if you can upload a video on “Rapid Decompression & emergency descent” then. Many thanks & keep up the good work
@@zackzeko I have one of those. No problem
737 Sim Guide many thanks
nice ...🙂
Hi, if your Special EOSID had a MAX IAS 157kts and your V2 was 143kts. Would we fly at V2 to avoid V2 + 20
Fantastic video Dave. Thanks for taking the time to do all these 👍
Thank you Terry, I appreciate your feedback.
Thank you captain and keep up the good work =)
it worth a million
you are doing a great work! thank you! keep going! very interesting
hi, can you pls help explain on how to effectively handle the rudder trim for engine failure on descent (lvl change/vs) from one level (holding) to another (approach) to avoid unwanted yaw and during touchdown especially with crosswind condition thank you
Hi Rukawa, handling rudder trim in descent and in approach is a personal thing. The goal is to spend as little time trimming as possible to reduce worklaod. FCTM says rudder trim may be set to zero for landing prior to 500'. The pros are that there is no rudder pressure during landing roll when thrust is reduced to idle for roll out and the cons are on the approach it can increase the workload and have higher rudder pedal forces required in the event of a go-around. Most pilots find the easiest way is to set 4.5 units trim if failure occurs on Take Off and then trim for level flight. In the descent it is best to use lvl change not VS, then just reduce thrust for the descent. Using VS results in more thrust changes to control the speed. Every change of thrust needs inputs to the rudder. A bit like a puppet on strings, left thrust lever forward=left rudder forward. X-winds are challenging but equally as important as rudder trim is using your visual aiming point and getting the thrust off for a Boeing landing to avoid a long float. Please leave your comments how you trim rudder SE for landing?
737 Sim Guide once committed/confirmed to make a landing i will ask Pilot Monitoring to zero the rudder while my feet ready on it
Thanks David! Your hard work is much appreciated! :-)
SUPERB !!!
Good jop
The 737 is an obsolete plane, it doesn’t has EICAS, it should have