Greetings You Tubers! Welcome aboard, Captain Al here.
Strap in as we take some of the mystery out of flying and aviation. Consider this a resource for informational ground and flight training for flight simmers, aviation enthusiasts, and yes, even real pilots.
Why tune in? I have over 44 years in the aviation industry and over 32,000 hours total time as a general aviation pilot, corporate pilot, airline pilot, airline instructor pilot, and FAA Examiner. I will stick to what I know best in producing Training Tips. Training Tips are short, concise video briefings designed to inform, educate, and entertain anyone interested in the big, "heavy iron" jets.
The realism in today's flight simulator software platforms and aircraft add-ons is truly remarkable and just as complex as the real thing. Let's head up front to the flight deck and get started peeling away the complexity of the modern jet aircraft.
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Greetings Capt Al, as a 747-400/8F Pilot and Sim instructor, let me say I really enjoy you videos! For myself and for my students. Have you made or could you make a video on Autoland Approaches with failures above and below alert height? Showing change from LAND 3 to LAND 2 and NO AUTOLAND, as well as, loss of LOC and G/S signals. We don’t always have the time to do many of these in the sim and I feel we could benefit by a video along with commentary and instruction from yourself. Thanks in advance! D
Thank you! I assume you are referring to tank to engine configuration. Override 2&3 pumps have 2 times the output pressure of Main Tank Pumps 1, 2, 3, and 4. So when you have all pumps ON and all cross feeds open, override/jettison pumps 2 provide fuel to engines 1&2, and override/jettison pumps 3 provide fuel to tanks 3&4. When we go tank to engine we turn off 2&3 override pumps and we close cross feeds 1&4 to ensure that main tanks feed their respective engines for the rest of the flight as all tanks are relatively equal at that point.
@@subsonicflighttraining Thx! But why are the crossfeeds of 1&4 closed, if they're left open it would still be tank to engine. As boost pumps 2&3 can't override boostpumps 1&4 (unlike the override pumps which are turned off for tank to engine config).
Yes, that’s true, but there can be differences in pump pressures between the main pumps, so to ensure the differences are somewhat isolated, cross feeds 1&4 are closed, so that main tank pumps 1&4 feed engines 1&4 respectively and are truly tank to engine and main tanks 2&3 feed their respective engines and keep the cross bleed manifold pressurized. This way if there are small differences, they would show up as a small lateral imbalance between the inboard tanks instead of the outboards, which is no big deal at all in the 747. Even large lateral imbalances are not a big concern, but we get warnings for imbalances of 3000 pounds for the inboard and 6000 pounds for the outboard tanks.
Hey Capt Al! I used your videos to help with my previous type (similar fms / mcp on the 767). I leave soon for 747-400 school! I can't thank you enough for these videos. They are a HUGE help!
Hey mate, your videos are fantastic! Watch them regularly. Weird question, but what does the triangle "science beaker" with the dots represent on the panel? Fuel jettison?
Thank you so much! That is a visual representation or symbology that those pumps are the Override Pumps 2 & 3. During fuel tank to engine, we have to manually turn off Overrides 2 & 3 and close cross feeds 1 & 4, so this is just a nice visual method of confirming you are indeed turning off the Overrides. Since they have 2X the output of a main tank pump, they represent that with the fuel, or more of it in the funnel or beaker compared to the main tanks, not a weird question by the way…
The FMS-CDU, Sometimes just called the CDU, or MCDU. Flight Management System Control Display Unit, or Multipurpose Control Display Unit. It is the interface between the pilot and the FMC, Flight Management Computer…
Any idea why the adding an additional ac power source AFTER the IRS are aligns causes synchronized problems as well as prohibits autoland unless you recycle the IRS all over again? It’s really annoying TBH. I’m guessing the synchronized problem is due to the ssb opening when you have two unlike power sources but to mess up the IRS system is crazy to me. This does not happen on the 777 tho.
The video that greatly helped me in improving my PMDG stick and rudder skill. Do you suggest aerodynamic braking or lowering the nose soon after touchdown?
Excellent! We do not recommend aerodynamic braking or continuing to hold the nose off as long as possible. At the same time, you are not lowering the nose either. When you touchdown, you do hold a slight nose up pressure to prevent the nose from slamming into the ground, and then you are not continuing that back pressure, but allowing the nose to fall to the runway in a nice, controlled manner under its own weight. It is a feel thing that is developed when flying the jet.
@@subsonicflighttraining the window with the plane Flying from left to right. You can se the angel the plane decent. The rectangular one. Sorry for bad English
@@andreaskjork518 Don't worry about the English, it is a 100% better than if I tried to write in your language. Yes, that is the Vertical Situation Display (VSD) on the Navigation Display (ND). You display it from the EFIS Control Panel. The MAP, PLAN, VOR, and APP has a CTR Pushbutton. When you push it once, it goes from Expanded Mode on the ND to Full Centered 360 degrees mode. If you push it again, it displays the VSD on the bottom 1/3 of the ND. The VSD is available on the 747-8...
Greeting Tara, I have taught quite a few Russian crews like Air Bridge Cargo and others. I still have beautiful shot glasses and Vodka bottles given as gifts after the training, great guys. Very strong boys, really firm handshakes, that is what I remember the most…
Thank you, Capt Al for your dedication and excellent work! I am a retired GA pilot of 15 yrs. Sold my plane years ago as I don't trust myself to stay on top of everything that goes on in the cockpit at age 78. But, I do enjoy flying the 747-400, and especially learning from you about the Queen of The Skies. Keep up the good work!
Thank you Donald,appreciate the feedback. You may or may not be aware I have an airline type training course for virtual pilots. If interested, you can find more information at www.Patreon.com/subsonicflighttraining . For $10/month, $60 total over 6 months, it is very cheap for what you get…
In the simulation with no visible control column, I know from looking at the slip/skid indicator on the PFD. In the real jet/simulator I look at the control column. If you lose an engine and the control column moves right, you need right rudder with your foot to center the control column, then you trim off any pressure so the control column stays centered. It is always feet first, then trim off the pressure you are holding. Any time you change power, you need less or more rudder, then feet to keep coordinated, then trim to counter the power change. In a climb, you will need a lot of rudder trim with an outboard failure like around 8 units, when you level off and power retards, it will be around 3 to 3.5 units. Inboard engine failures would require less...
Hi Captain Al, Your training videos in the TTT series are brilliant. The 5 on FMS - CDU Exercises are beyond brilliant. Thank you for those. I was unaware of your Jet Stream program till just now and it sounds incredible. Two issues: 1) I guess it's too late to join for the live jet streams and 2) I spend most of my time in Asia with a 12 - 15 hour time difference from the USA. Do you have any suggestions as to how I could participate? PSX with the NG FMC, MSFS with Wide PSX, BACARS and other PSX addons is my cockpit. I've got the Big Boeing FMC Guide, Mike Ray's Check Ride Book, a printed and bound 747-400 QRH, The PSX printed manuals and all the Simfest stuff. I have a feeling your course would bring together my knowledge and sounds like a lot of fun. I'm also having fun with the Felis 747-200 in X-Plane 12. Kindest, Chris.
Hi Chris, my set up is primitive compared to what you have. We are almost to Month 6 of the program. Once the program is complete, I will not do any Livestreams, except maybe to promote the course and let folks know it is there. I have had folks join in April, so you can join anytime. The edited videos are better than live anyway, since I edit ‘UH’s” out and mistakes like not switching views from QRH to panel, stuff like that. When the students join late, I give them the option of getting the Month videos dribbled to them or they could pay more to have all released to them up to the present. We have an assortment of folks from flight simmers, real world 747 drivers, and 1 is even a chief pilot of an airline.
For most people it is, only if it is your first type exposure to glass or to the FMS. These days so many pilots are exposed very early to glass and FMS. So with exposure, it really gets pretty easy when you make subsequent transitions. Back in the day, as they say, when classic 747 guys were transitioning to the 400, most had a heck of a time understanding anything other than round dials, but over time they adapted, but not without struggle.
You are great at explaining these things! You and pilot obets videos are the most informational videos for learning the 747 virtually, thank you! I literally fly nothing else on my simulator since i started flight simming about a year ago 😂.
Excellent Connor, glad you find value in my videos. Visit www.patreon.com/subsonicflighttraining to check out your next level of training when ready...
captain al i just joined live stream i m retired air dispatcher and loadmaster for atlas air i did 30th years in airline i just joined how do know if my member was accepted can someone contact me thank you dan fitzpatrick
Hi Dan: Congratulations on retiring from Atlas. I did quite a bit of teaching and checking of Atlas Pilots in a 4 year period in the mid 90's. I do not see you as a member of Patreon yet. Did you go to www.patreon.com/subsonicflighttraining to join?
Once the chocks are in place you would not leave HYD 4 in AUX (Or 1 and 4 on some -400's or the -8), and usually cargo unloading or other ground handling would not take place until hydraulics have been switched off and the beacon light turned off. This is to prevent injury or damange to the aircraft from accidental or uncommanded flight control movement..
Once the signal is given for chocks in or a call that chocks are in, #4 demand pump is turned from AUX to OFF in both the 400 and -8 by the FO. The Captain may or may not, at their discretion, release the parking brake. #1 is turned OFF in both jets as part of the shutdown procedure. It is only put to AUX, if you have it, during the before start procedure, not during shutdown. Prior to engine shutdown, the FO brings #4 to AUX, and #1, 2, and 3 to OFF. The beacon is turned OFF as part of the shutdown flow after the engines are shut down...
With a Discontinuity, you will get a High Priority FMC Message in the scratchpad around 5 miles warning you of an approaching Discontinuity, if you overfly it LNAV Remains displayed on the PFD, but the jet goes into a HDG HOLD sub mode where it will maintain the heading when you crossed the Discontinuity, and will stay that way until you tell it different…
