It also happens when i fly to Kuala Lumpur(KL) with KLM airlines.I'm flying with 777-300(witch is big plane) and with high skilled pilot,it lands smoothly.The pilot also give me chance to take photo with him and with the cockpit,what a nice flight
@@CityWhisperer Yes, but on ground accidents are most numerous but as you say percentage of serious cases is mostly when airborne. But don't feel relieved until you at least have parked so don't clap at touch down, that was my message;)
Wow the cockpit looks Identical to the 737-800 in Xplane 11.. ive logged many hours in it.. I would feel right at home in a real one.. :) Well done Laminar
An airliner is supposed to approach a runway at around 250kmh, there was no problem with the speed. The last correction at 20ft to slow down the rate of decent is called a flare.
Plane Expert its not bye its by and every landing there is always bumps there is no way a smooth landing with no bumps there is always have bumps. I think your just saying this for likes. Even cars even tho the ride is so smooth you still feel bumps.
Alarms i have heard: 0:26 You are reaching 100 feet below your selected altitude on autopilot 0:48 You have disabled autopilot. GPWS Callouts i have heard: 1:03 You have reached An Altitude of 1000 I AM NOT COUNTING 50,40,30,20, AND 10 BECAUSE THERE TO FAST FOR ME TO MARK THEM
So do these 737s have to follow the same principles and guidelines as say a Cessna 172? Do you land as you're stalling to get the nose up? Or do you control this with flaps and maintain certain speed? And control the nose to some other means? Just seems like you're going so fast and it doesn't seem like you're stalling to get the nose up but I could be wrong. Obviously I can't look to my left or right or feel anything with a video LOL
you absolutely flare just like a C172 but you do not bring it right up near the stall (like in a cessna with the horn warbling in the flare sometimes) but rather are maintaining a safe margin about the stall speed.
You just fly the plane onto the runway,the airspeed is set a way higher than the critical one,and you just pull up about 2-4° at around 20ft to slow down the rate of descent prior to touchdown.
I guess we trust the spoilers to give us lift dump. Cessnas with those springy legs without oleo dampers require to be just at stall at touchdown to avoid multiple landings 😉
what is that lever left to the throttle that goes back automatically at 1:32 right when they touch down? is that the speed brake? and if so why does it move by itself? autobrake is not armed right?
Love when these random armchair "pilots" start "coaching" real professionals doing their jobs. They landed on a fucking gigantic runway where AB and RT weren't needed. They also were flying a plane equipped with aftermarket carbon ceramic brakes, which are much better than the original 737 brakes.
Panda Sniper WTF😂😂😂😂 “CUTE”😂😂😂 I’m crying 😂😂 That was a comment out of nowhere! Or as we say here in Danmark “It’s like finding a needle in a HAYSTACK”!😂
For anyone that can answer this question, why is the autobrake off, what are carbon brakes and is the braking upon landing being controlled by the PIC?
When the aircraft is configured for landing and their vertical speed is within limits some warnings are turned off since all they'll do in that situation is stress the pilots.
It can be a good checkpoint for a visual approach, like configuration point, altitude, etc. There's a "position trend vector" that looks like a little noodle or something that will show you predicted position in the next 30, 60, or 90 seconds. You can turn the control wheel until that's lined up with extended centerline and that'll put you on the money. You can set a glidepath angle along with it and it will give you a glideslope to track like an ILS. In general, it's always good to build tools to give yourself better situational awareness for increased levels of safety.
@@BN47 can i ask you a question about accepting shortcuts? the way i do it is i just connect 2 waypoints at a 10 mile point from the runway, take the altitude VNAV wants you at to accept it, erase the changes and put that altitude as a hard altitude. but what if your arrival routing is filled with at or above restrictions? is there a way you can use the flaps to accept that 10 mile final shortcut when VNAV plans you higher because of the STAR?
How in the world is he descending, VNAV is off, altitude selector is set to 3000 on the MCP, yet PFD says altitude is set to 4000 and he’s descending at -1200ft/min.
the flight director is captured on the VOR/LOC and GS (the ILS) and commanding the path of the localizer and glideslope. the 3000 ft is set as a preselected go around altitude for a missed approach and LNAV is armed (but not active) for the lateral path of the missed approach. should the pilot select the TOGA buttons (takeoff goaround) the LNAV will become active and the flight director will command lateral guidance and a climb until reaching 3000 where it will command the initial level off.
nice landing, but why did you turn off engine nr 2 first? i always thought the wheel brakes hydraulics are powered by engine nr2 and the gate bridge is also on your left side, can you explain please?
Both left and right hydraulic systems have an engine driven and an electric driven pump. When you switch off the engine you don't loose the hydraulics. Most probably they switched off the right engine instead of left due to the external power receptacle situated on the right hand sight. An other consideration is to choose the engine shutdown based on the last turn to the gate (in that case eng nr 1 is the preferred engine). Different pilots / different opinions
