you explained amazingly but only one thing.. plz select pfd or make the camera angle larger(closer to the pfd) so that we can see better.In this video you were perfect but we couldnt see pfd clearly( ı need binoculars to see :) cuz most of the people like me watch your videos on small screens like cell phones) Like I said you r amazing and plz keep doing what u do , I just wanted to say :)
very clear and concise tutorial! would you also explain the green lines above the stall speed indicators? what's the purpose of these lines bcs it also changes when we change flaps setting
Thank u sir, it’s very useful, and could u pls tell us more about the approach and landing techniques with different weather situations like strong headwind or tailwind , or in a very bumpy day. As a new pilot, these all confuse me , so if it’s ok, could u pls tell us more about it, thx
Hi pilotclimb! First of all I want to thank you for your channel, because it has been a great aid for me during my ATPL ME IR training. I have recently been accepted on the MCC APS mentored by Ryanair (🥳) and I wanted to ask you if you could please do a more technical video about MCC and CRM than the ones you already have in your channel, that are really good but may be you could enter more into technical details, anecdotes and so on? Grachie mille !!
Hey, you are very welcome!!I'm happy to see that my videos helped you!! I'll take your suggestion into consideration for a future content, in the mean time of you need any help check the link below where you can book a private zoom session with me: pilotclimb.com/product/pilot-training-online-1-on-1-zoom-call/ I wish you a great day!
10:55 Could you please provide more detail where you say "Without positive trend speed vector, we cannot recract speed to Flaps 15". I have been trying to find where it is actually written. Thanks
Isn’t it safer to wait till your actual speed is above the minimum flap maneuver speed before retracting on schedule rather than using the speed trend vector over the actual speed?
Boeing DOES NOT SAY ABOVE but AT V2+15 (white bug and speed increasing). I never move the flap lever exactly AT but that's what Boeing says. Boeing also says: Gear Down/Flaps 15 and observe Gear green light before selecting flaps to 15. I might be the only pilot in this galaxy who observes the THREE GREEN LIGHTS before touching the flap lever. Many times in the simulator, they ask me what am I waiting for and when I show them the book, I listen to thousand of excuses from DOESN"T MATTER to it's a Boeing mistake. Nobody seems to remember that the gear may not show 3 green lights and if this happens, the gear configuration will sound and you'll be doing your checklist with lots of drag unless you override the checklist, increase your speed and retract the flaps to 10, 5 or up.
Why I saw some 747-400 sim videos show that the pilots retract the flap, say flap 5, at the indicated flap 5 mark on the airspeed display, instead you may retract to flap1 on the 737?
One more amazing video, thank you Captain! A question: as we know; acc.to fctm, immediate turn after take off is advised with take off flaps with bank 15 below V2+15 or with t.o. flaps bank 30 above V2+15. Thats fine. What about if we will need to make a turn while flap retraction? Do we need to consider bank angle while below next flap man. Speed that we are below it during retraction? Or as you have explained trend vector and flap retraction speed already protect us?
I'm glad you like the video!! The bank angle limitation only applies if the speed is below V2+15, you can bank more with no problems while retracting the flaps.
avoid retracting flaps whilst turning..you will notice the amber" moustache" coming down to meet you and could get intermittent stick shake.This is particularly so at high density airport take offs and especially on a hot day. Follow your AFM it clearly states what you need to do. Also avoid engaging VNAV modes before you are settled on your climb and on LNAV (which can be engaged at 400 ft minimum.
Great video as usual commander, I have a question though why do you wait till you reach the acceleration altitude to engage the Autopilot? Doesn’t the FCTM encourage pilots to engage the A/P as soon as practicable after the takeoff at 400ft RA?
I'm glad you like it!!The AP engagement height depends on the National Authority Regulations and Company procedures, so it may vary depeding on these factors.
Good video, i'm still confused when you retract the flaps below the flaps man. speed 😅. What if we wait to be above the speed to retract the flaps in order to make sure we won't be overspeeding ?
for flaps 1 to flaps up in this video, what if there is a speed restriction to limit speed to 200 kts for turn? do we still retract from 1 to up or just maintain flaps 1 until completion of turn to increase speed above flaps up speed? thank you
We can keep and need keep, due to restriction limit speed, in case of 200 kt restriction you will be below flaps up manoeuvring speed, that’s why you can’t retract flaps fully, after passing restriction you can make bug up, accelerate with trend and then retract to flaps up. I think Pilotclimb will agree with this.
His English is excellent, and his explanations are extremely helpful. So, No you may not say so, return to your seat in the back and fasten your seatbelt.
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