It's not as bad as it may seem. He was a real "sink or swim" instructor. He never let me get away with sloppy flying, and didn't gloss over my deficiencies or coddle my insecurities. He later told me, after my checkride, he was harder on his better students, so that made me feel warm and fuzzy. :-)
Nice to see how the B737 model has advanced over the years...what was once an all analogue instrument layout is now a beautiful glass cockpit...brilliant!
For the FS NGX drivers who believe they can land the real aircraft, you might consider the environment of a moving aircraft, with real wind, noise, bumps, ATC changing every plan you have. Winds change every second (not on 10 minute updates). Add a dirty windscreen, a cold left hand and constant bumps for 3 hours. And that's when things are going well. A few bells and alarms in the cockpit and a wind-shear alert and you might be toast in 5 seconds. There's more to it than knowing the switches.
Physics is very important in the ATPL theoretical part, calculating different things in the aerodynamics subject - this is where the basic physics comes in handy :)
That happened one time to a US carrier. B727 with a "dead heading" (female) junior first officer in the jump seat. She called a STOP once they were on the runway. They had forgotten to light the number 2 engine.
Gosh I live my pmdg ngx!! You can the checklist is exactly the same including the missed parts from the captain, also all the switch are available including stall and speed warnings and fire alarm check!! If you looking for a proper virtual fligh experience take it!!
thanks thanks thanks alot for this video. its amazing, its very useful for all sim aviators. If you are planning to fly with a pmdg. you must watch this.
you set the ISOLATION VALVE to the OPEN position and the PACKS to OFF. This is because you want the APU (i.c.o. starting the engines with APU bleed air) to supply maximum pneumatic pressure so you dont want to waste any bleed air to the PACKS. The ISOL VALVE open is to get the APU bleed air from the left manifold to the right manifold to start ENG 2.
@char1eston Side-sticks and joysticks are better for making rapid control inputs and dealing with high g-forces, hence their use in military, sport and aerobatic aircraft. However, yokes are less sensitive thanks to a larger range of motion and provide more visual feedback to the pilot. Yokes take up more room than sidesticks in the cockpit, and may even obscure some instruments; by comparison side-sticks have minimal cockpit intrusion, allowing for the inclusion of retractable tray-tables.
main difference is different aviation regulations and the feel of the force, however the bumbs are there in the FSX. Also in FSX everything is started on for you, wheras in real life you gotta start everything by yourself
Yes of course, the landing was a bit hard, but as you said if you would be the only one one on the plane, then you could easily take the plane down till final approach, and I think you could also land it, but it would be quite rough.
Elec pumps are needed for hydraulic pressurization, no engines are needed to do so. The APU takes his fuel from main tank 1(left) without a selecting the switch(DC pump will provide the fuel). Procedure states that the AFT pump is selected(AC pump. The DC pump will stop) to on because it's taking it's fuel from a lower place in the tank compared to the FWD pump. APU Requirements: APU cockpit fire switch 'in', APU ground panel 'in' and BAT switch 'on'
I agree with all of you guys! I also fly with the NGX on VATSIM, and that plane is awesome! Yeah, it doesn't have the ACARS function in its FMC, but it is 98% realistic. If you get a good 'training' on the NGX, then I'm quite sure that you could land the real NG. Once I was in a 737NG cockpit after landing and I knew all the things switches. And when I was flying in a 737 simulator, I could fly it well.
well I've also flown in real life and flight simulator, and it is quite close even if not the same. That's the purpose of flight simulator to help learn the real thing as seen in the video, however in real life, the aviation regulations restrict your flying whereas in FS you can fly as you please.
i am 18 since some days... i started flying at 16, i did my solo at 17, and i am currently on croos country. man, this thing is hard, but i love it, so i will continue, i want to become an airline pilot, but i am taking flying and univ at the same time, and wow... you can imagine.
well i am trained in both b737/300-900 and a320 series i tell you m8 you would love the sidestick i like both very much but i have to say a320 is my favourite
Normaly when people use the term course in navigation they actually refer to track. Track is the "real" travel process intended, the heading is the direction that the nose is pointing. In 0 wind in theory track = heading. If you have a wind that makes you drift off the track, you need a wind correction angle. And this angle is the difference between your track and heading. So in all you are correct.
This, what he went through wasn't a checklist at all. He just checked and set the switches, buttons, datas or whatever according to the airline's SOP. The checklist can come only when everything is set. Then comes the preflight ckecklist, then the clearance etc.
I had the chance to fly at the jumpseat from Braunschweig to Hannover (Germany) (just 15min) in a A318. You need connections, I did an internship at a big German concern's air service :-)
I'll never forget when I was a student pilot what my instructor told me (in his inimitable style) after one particularly lousy day of flying: "Use your F*****G checklist!" Words I live by. :-)
@FS9VATSIM Actually the packs have to do with Air conditioning. They should be off before engine start since the packs run off bleed air from the APU, and you want as much bleed air for engine start.
I'm not a pilot but I would think (someone correct me if I am wrong) A course is your intended path from point to point. The heading is your actual physical forward position meaning the actual direction you are headed in.. A course is more like an imaginary line decided on usually before the trip or decided on by someone else that you may or may not be able to travel exactly to but try to.
@char1eston well remember, its impossible to stall or lose control on a airbus because of the FBW (fly by wire) system. so u really dont need two hands. why do u think the safety record of a 777 is good? its cuz boeing started to use FBW too ever since the 767.
@rappinCheese Yeah. Ask Air frace what happens to fly by wire, when pitot tube freezes, or when you loose the electric system. 737 has 3 hydraulic systems and can be flown without any of them. Cos pilot actually can control planne without help o Power trasfer units and such. On airbus there is no direct connection. So mistake i computer or loose of electrics = RIP...
I wouldn't say that they look like "alien" spaceships, but the cockpits shure do look very cool!! Btw, i have a question concerning the fuel tanks. Is the crossfeed valve open at all times? I thought it was only if there is an imbalance in the fueltanks. And in my flightsim the fuel pump switches are usually switched off.
blatpoppin5 - don't be too impressed with the captain's preflight. Training is a matter of building blocks. When you are learning that, or any procedure, you start off small, repeat, and add another item. Eventually, you will have the the entire procedure accomplished. I have been doing this for 20 years on everything from C172 to B747's. Keep your dream alive and keep taking small steps every day and the next thing you know you'll have reached your goal.
As an "old" avionics type person, I understood what the Captain was talking about; what about the folks who just "tuned in" - make anything of all of that? Lots of switches; lots of lights to see come on and go off. Only noticed one item that caught my attention: When he tested the "shaker warning" system, he didn't have control of the yoke; this allows the shaker motor (with an eccentric weight) to REALLY vibrate; is hard on the motor. In the USAF, maint. usually did all of these checks
you can simply ask the captain:). One week ago, i travelled on a 737-400 and after parking I asked the captain to take some pictures of the cockpit. He even let me to take a seat:P
well im only 14 and ive flown on many flights and last year i asked could i have a look at the cockpit of an a321 but they never got back to me , im heading off again in 10 days on a 737 -800 and a a321 and im goin to ask can i see the cockpit
What makes you think that every plane is in such position that pushback is needed or connected to a tug? Lots and lots of airplanes are in far away ramps ready to roll.
Just watched a special on 4Corners on the ABC.... Seems the NG series falls apart after 8 years, something about level 2 corrosion in main structural components or some such. I obviously don't fly one, i was just wondering what you think?
737's that are sitting out on the ramp away from the bridge are harder to get it. Where would you get the ladder truck? How would you drive the ladder truck after you were ready to go?
