Back on the 737 MAX ! Sunset landing in Tirana | Cockpit View 

Cool! Follow your dreams, best of luck for you!!!

Good landing starts with correct executed downwind, trim the airplane to 65 kts for landing without strong wind, and result is no floats, no stress. Do not hold death grip on yoke, hold it like you milking mouse, thumb + pointing finger, do lot of chair flying, one day you will not think on this at all, it will became your second nature.

Not sure of the max-8 but the NG you can dump the gear at cruise and is what they use during rapid decent

yes thats new SOP maybe for max

To extend the gear there is only a speed limit (max 270kt for extending, max 230kt for retracting), there is no altitude limit. The gear is the best air brake that exists on the 737, sometimes it is helpful to extend it very early if you're too high, like on this approach for example. Ideally we extend the gear as late as possible, normally on final approach. But in some situations we can be kept high on profile, due to ATC, due to shortcuts, or other restrictions (airspace, terrain, etc).

@@pilotmax thx for the explanation!

They're very ineffective on the 737, especially at slower speeds ;)

We always try to plan what the route will be for arrival and that's what we put in the computer, as well as expected winds and other data. in theory the airplane will plan the top of descent perfectly and it would fly this whole descent perfectly with idle power. In practice however, we almost never fly the expected routing. We could get shortcuts from atc, or delaying vectors if there's lot of traffic. We could get stuck high (due to traffic or other reason) or even the winds could be different than what's put in the box. So many parameters that can change. So unfortunately speedbrakes and other means of deceleration are frequently required. But most of the time we are too high it's because of a shortcut. So yes we "dump" some energy, but we're also much quicker on the ground, and so we are actually saving fuel :)

I love it ! It flies very smoothly, much smoother than the NG. The new engines consume much less fuel, it's impressive to see the numbers on your flight plan, sometimes you'd think "that's not enough fuel for this destination", but yes it's the max, so it's true. Also I love the noise of the new engines. Sounds like baby GE90's. Speaking of the cockpit, subjectively I love it because I love buttons and switches, and mechanical flight controls. It's the same thing as the NG except for the big screens and a few more lights. Objectively they could've improved a lot of things ! I'm also flying the 787, where we have the same screens on the flight deck, but used like they should be, with eicas indications, CPDLC and other messages displayed on screen, electronic checklist, etc. On the 737 max nothing of these has been added. It's the same info we get on NG but just on bigger screens. I also can't believe they haven't upgraded the crappy master caution system, where usually half of the light bulbs don't work anymore after a while, orthe recall gets completely worn out over time. I do understand that they didn't change anything to allow the same type rating as the NG, which is a huge cost saving when you look at how many crew are 737 rated in the world. I think and hope this is the last upgrade of the 737 and that they will start developing something new in the future.

@@pilotmax Totally agree! I hope Boeing has learned its lesson and not stretch the 737 any bigger.

@@pilotmax Apologies for the scaremongering but can you tell me exactly what's changed between now and when the Max was grounded? What's now stopping the MCAS system from doing what it did previously - software update or have they added more sensors etc? I'm not scared of flying, it's just for peace of mind to know how unlikely it is to happen again. Thank you :)

@@pilotmax Exactly! They could've added quite a bit with all that extra screen real estate! They didn't add EICAS on the MAX. Maybe it's to maintain a similar setup as to maintain a common type rating with previous gen 737s? as for the CPDLC, I don't see why they can't just add some software and a data bus to add this functionality.

3 ;) French, Dutch and English

Don’t think the pilots would fly it if they thought it was gonna crash again

Crashes due to poor maintenance by the 2 airlines. AoA sensor changed but not calibrated ultimately lead to the Lion crash.

@@GeordieBoy69 nah ,it wasn't because of a poor maintenance, the plane wasn't grounded in the entire world just because didn't maintain a plane properly... the mcas was poorly designed.

The big lever is the flaps, then I'm guessing he turns off engine anti-ice, the switches in the top right are landing/taxi lights, then the turning knobs are the engine start switches which he's turning off and finally, he turn off the strobe(blinking white light in the wingtips)

Retract flaps, switch probe heat off, turn off landing light and turn on taxi light, turn off both starter, turn off strobe, reset stab trim back to around 5.00 unit.