Commenting as a flight sim enthusiast, thank you for sharing your professional knowledge, expertise and practical tips... most interesting and helpful... I often refer links to your content to fellow flight simmers who also find them extremely informative.
90% of videos on youtube are pepolpe who dont know what they are talking about. I m happy to find yours videos wchich are very helpfull and you know exactly what you are talking. Again thank you hovever I m as well 737 pilot I always learn something new. Can you make some videos about APV approaches?
Appreciate your kind words Samuel, Can you suggest three main points to cover for APV approaches, that might be helpful for pilots. That will help me a great deal. Thanks again All the best Abdul
@@AbdulmuatiAsiri37 I m from EU...and there are nothing stated about categorise APV approaches for example of planning minima do I need to account RVR(like in precision approaches?) or RVR/VIS and ceilling as well like in non precision approaches?May I plann GNSS only airport as destination or destination alterante or one of them should be equiped with ground base nav aid(ILS,VOR,NDB...)(in EASA OPS it s not clearly stated)?, most of 737 are baro VNAV and if you are flying outside temperature range you have to fly LNAV only and add cold temperature correction(FCOM1) but in new NG and MAX have GLS option only fewLPV option do you have any experience with this type of approaches? :) sorry for disturbing I m looknig forward of any of your videos coming soon ....
Yes this page is useful for dealing with tailwinds. In our airplane we get our decent winds uploaded via acars.. But if the tail wind is high.. We add 10-15 kts to each entry. Tw greater than about 60 kts. Qnh only if it's very high.. Nice day.. Helps with transition alt. Isa if it's very positive.. Hot day. Mostly the winds.. For keeping the plane on the vnav path. Great info.
Thank you S G for sharing your thoughts. I am curious when you load the wind forecast through ACARS is the first entry the cruise altitude or lower altitude. Thanks again Abdul
You are most welcome Hariyo, and you are right some of the information I shared I got from the FMC User’s Guide, which I highly recommend for any 737 pilot. Let me know if you have any questions or suggestions for topics to cover All the best Abdul
Itz been great pleassure to see your videos after some time Capt.It will be greatly appreciated, If you Can do a video on How the rate of decent will change with different speeds,By use of speed breaks, flaps,landing gear.It will be a great help for decent planning.I am not flying for a while,So I cant get the figures. If you can,It will be a great stuff Capt...
Hello Arun, Thanks for the suggestion, I will start my research on the topic. Hope you will fly again soon. Thanks again for taking the time to post a comment all the best Abdul
Been seeing ur videos recently ! Great stuff ! Can u make a video for , glideslope from above and NPA using vnav ( if u came in high on radar vectors) . These r my suggestion thank you !
Hello Shivam thank you for your kind words I am happy you like the channel. I have made a couple of videos regarding the energy management. You will do me a great favor if you watch them and give me your feed back, as far as what more information is needed and the difficulties that you think talking about will help pilots. That will be a great help for me. the videos lik: ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-vQY83QHRd6k.html ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-uZPFq0chUms.html Thanks again Abdul
Bellona Captain. Thank you vere much for your videos. Can you share a video about use of Flight direktor of 737. Because i cant folklor it. There is always a oscillation. Especially on localizer. Thanks for helping. Best regards
@@AbdulmuatiAsiri37 captain. i d like to ask one qeustion to you about ' des forecast'. whenever i descend and approach during summer season ( my country , about 34c temp) by usning vnav path, i freqeuntely observed that plane is above glide slope and it makes me busy on fianl to capture the glide slope.(by making more drgas or increasing descend rate etc) my question is that, by utilizing 'des foecast page' am i able to handle above situation?? or due to high true altitude on hot days,(+ low qnh) is above situation not able to handle by using 'des forecast'?? thanks always for your video. from far east
Hello Juan, The short answer to your question is Des Forecast might not be able to solve this problem. Here is the long answer 😉 and some different techniques to help with that. Des Forcast may help but from my experience in the summer months here in Saudi it gets more than 40 degrees C. It may help but it will not put you in a place to capture the G/S smoothly that is transitioning from the VNAV path to capture. Those techniques may help, (pls make sure to double check that whatever you use is inline with your procedures): - if you are going to fly to a way point before the FAF make the altitude for that point in the FMC hard altitude. Usually you will find it 3000A for example just remove the A provided the approach procedure allow that. - V/B is my favorite tool to utilize to capture the G/S I have few videos about it. What you do is monitor the V/B to touchdown then at a certain angle you go V/S and maintain that glide path till you capture the G/S. This is by far the best tool for me personally. Hope this answer your question. All the best Abdul
@@AbdulmuatiAsiri37 appreciate captain. I totally understand your answer and am going to apply your skill for my flying in a near future. Tks again from far east!!
FCOM says that ISA DEV is the average deviation throughout descent. As I understand it supposed to be average ISA between cruise level and airfield. Correct me if I’m wrong
Hello Alex, Thanks a lot for the feedback. You know I am not 100% sure, to honest with you it is not clear for me. Throughout the descend the way I understood it is to get the deviation at multiple altitudes then derive the average. That can be done through the flight package as they will provide temperature at different altitudes. Again I am not really sure. Your understanding is more practical, it might be the right way. Thanks again for a great point. All the best Abdul
Perfect Captain ! Only thething I could not get the idea ‘’if temperature difference with İSA is bigger then 15 degrees ‘’ part , so you mean we should type fmc max 15 degrees?
Thank you so much for you kind words and the question. What I mean is the entry is important if the deviation is 15 or more, so 20 degrees deviation I will sure put it. But if the deviation is let's say 10 then I wouldn't put it. It does not have that Impact on the profile. Hope that answer your question, I get really happy when viewers start engaging with me regarding the information in the videos. Thank you so much all the best Abdul
Hello again Captain there something İ need to ask , I calculate that formule for the airport altitude is 1000 and temperature is minus 15 degrees so it should be around ( -15 -13 = -28 ) but fmc did not accepted it (( any advice about it 😅
Hello sunpalms, Thanks for reaching out again 🙏🏼, The way you compared -28 is correct. When you enter it in the FMC try: -28/ Or try it with actual QNH setting For example -28/1017 Let me know how it goes. Thanks again for the question. All the best Abdul
Hi, Pilots use the OBT to determine the landing performance. That is landing length required for that RW at that conditions and airplane weight etc. the FCOM have tables also you can do the computations manually to figure out the landing length required with each auto break setting. As far as the deceleration rate of each setting, I have seen it somewhere but I can’t recall now if it was in the FCOM or a maintenance manual. Hope I was able to answer your question. All the best Abdul
