Boeing 737 MAX 8 STEEP APPROACH into Marseille | Cockpit View | GoPro 9 Pilot's View [4K] 

It is quite an upgrade 😎

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Thanks a lot! Captain nailed it.

Thanks a lot, stay tuned for more!

Thanks a lot, it is challenging but I love it too!

Thanks a lot!

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Thanks John for stopping by!

Thanks for watching Marcin!

Thanks for watching Margaret, stay tuned for more!

Thanks for watching, check out my other cockpit videos as well 👨‍✈️

Thanks for watching, check out my other cockpit videos as well 👨‍✈️

Correct 🇫🇷

I hope it’s not boring!

Stay tuned for more ✈️

Thanks a lot for watching! One of the reasons I shared this video is because of the peculiar parking stand alignment, as you noticed. It involves taxiing directly towards the building, then turning sharply about 135 degrees, it’s a self manoeuvring stand.

There are numerous other conditions which disarm the MCAS function of the STS.

Thanks for watching! The -800 and -8 MAX are exactly the same type rating :)

@@greatflyer_aviation So, is 737 NG and 737 Max ratings covered by one course and just some difference training is required ?

hilarious

Yeah thouht most pilots like to had fly it in especially on such a beautiful day.

I noticed that also in these cockpit videos of european or some asian carriers. As i commented that the pilot after rotating off the runway, reaches the nav panel, to engage the autopilot. Then likewise, on short-final approach, even after the computer announces, “one-thousand feet,” the flight is still in auto-pilot, only then does the pilot disengages the auto-pilot. Is my observation incorrect? Is this company-policy for all their pilots? Not much “hand-flying” to gain experience and skills of flying. How are they able to resume control of the aircraft if an abnormality occurs?

You might not have noticed that this is a non-standard 4 degree approach, from a short final. In the summer heat of Marseille, this may be a 4.3 degree path in the end, with the 737MAX struggling to decelerate without busting maximum operating speeds for the flaps. In demanding approaches like this, where both crew are concerned with decelerating the airplane using optimum configuration, it really helps to keep the automatics in until fully stabilised. Lastly, as others mentioned above, humans are good dealing with exceptional non-routine situations as decision makers, while the autopilot is good in dealing with predictable but repetitive tasks (level flight, continuous climb/descent etc). This is why we use the autopilot during these predictable and repetitive portions of the flight, to make sure that when humans are needed (non-standards, emergencies, manual landings) we are rested and alert to perform at optimum level. Hope this answers your question!

@@greatflyer_aviation Yes, good explanation!

@@greatflyer_aviation love to see a pilot who does not MEMORISE his checkride 👍

Those are flap sounds

selected altitude captured

This is the autopilot altitude level off alert, stating that the aircraft has almost reached the altitude that was set.

Altitude alert horn; it sounds around 800 feet to selected altitude when approaching it, and around 300ft away from selected altitude when deviating from it. It is mainly for situational awareness. Nothing to do with capturing an altitude or any autopilot modes.

Flaps 40 landing, around 135kt!

Thanks a lot for watching!

😂

Great question! That’s what we call a displaced threshold; that part of the runway cannot withstand the weight of an aircraft touching down, but can be used for the takeoff roll, therefore it has to be appropriately marked.

Awesome, glad to have you here!

imagine having to steer the aircraft, keep the wings level horizontally, and keep the correct flight heading for 15 hours... its just impossible, because the pilots would be too tired. Thats why the autopilot is steering the aircraft most of the time, pilots just manually take off and land the airplane

they fly it manually 99% of the time on takeoff and landing but you cant expect them to hand fly it for hours and hours, pilot fatigue can be fatal

There's not a lot skill needed to fly at cruise altitude. Why would they hold yoke for 5 hours.

manual operations are only taken during the takeoff and landing, and even some landing cases may require a full autopilot control in low visibility conditions. search for CAT III ils full auto landing as a reference

Sure, but it also significantly reduces the workload the pilot has the capacity to manage. Also, flying level at 38000 feet does not do much for your skills. At my airline we usually fly the approaches from about 10000 feet manually if the weather is alright, otherwise there is more to deal with around the aircraft which the automation helps you with.

That makes two of us. I couldn't pass the medical exams. Try doing some flight simulator.

@@yupoorlucifer87 That's really sad to not be able to do our dream job because of medical issue... Me, I have hearing problem at my left ear only, but I think that I will never be able to be pilot... And yes flight simulator is really good to compensentate our problems

@@fortel7939 I'm sad to hear that. Don't lose your chance, though. Even a small percentage can change a lot. So go do the medical exam if you haven't already. Anyway I hope you do well, man. Good luck

​ @# YUPoorLucifer Thanks, but I'm really starting to consider giving up...Having hearing problems can be really problematic in my everyday life... But I'm still going to see a doctor to see if I could still try... And thank you

Just imagine

I have been a licenced pilot for 7 years now, and commercial pilot flying the 737 for 3 years. Please check out my videos on my channel from my entire journey to the right hand seat :)

We had a wingman and a marshaller for that manoeuvre - in fact, the captain noted ground service equipment in close proximity to our left winglet, stopped a little and nodded that ground staff clear it, and then proceeded to turn right.

Thanks for watching and for your feedback! This is because the landing was made with flaps 40, target pitch 0°. Flap 30 landings have an approximate pitch target of 1.5°. You absolutely need F40 on a 4° approach with tailwind in MRS.

Severe CAVOK!

I think (and I hope) it's safer than ever to fly on the 737 MAX right now. Well, if Boeing didn't hide something else 😅