I love how you care about your subscribers, your explanations are easy to follow and in-depth, giving all the information we want to hear in a short time. I have said it before, going to say it again: fantastic channel.
I'm one of your 'general public' subscribers, only subscribed a few weeks ago, and still catching up on old videos. I actually really enjoy the technical ones, and the disaster analyses. I don't normally watch disaster videos, but I like your 'what did we learn from this' attitude. I've no particular interest in aviation in general, but I enjoy listening to an expert sharing their expertise, and sometimes I go and research a little further on a technical point.
I think this sort of discussion is a fantastic use of youtube. There will be a wealth of flight experience out there, ranging from the nervous flyer, through the confident but uninformed traveller, the semi informed enthusiast (which would be me) all the way up to pilots, trainers, cabin crew and, I dare say, engineers & manufacturers. Your style covers us all with the same message: the pilots are the ones in control, merely using the available technologies to assist you. Spreading the message that the autopilot still needs to be programmed and constantly tweaked & monitored is, in my opinion, the way to ensure we the travelling public understand your skills. It will also hopefully build our respect that you had to work hard to do what you do, and that you are constantly retraining and scrutinising your methods. Top marks.
Still fly the aircraft. Auto is not a robot. It needs human input. It just gives the pilot relief to not have as much pulling & pushing the yoke during flight.
Thanks for your clear explanation of how the autopilot assists the human pilots. I was an engineering lab technician who helped develop the SP50 Autopilot (AFCS - Automatic Flight Control System) for the 727 and DC-9 aircraft. It was a most rewarding project, the first such systems using solid-state electronics. The autopilot also "smooths the road" by sensing changes in roll, pitch, and yaw and applying correcting trim signals. Consider what happens to the balance of the aircraft when a passenger gets up and walks to the toilet.
very informative. I always noticed as pilots switched to auto pilot, they kept fiddling with other instruments or kept watching other monitors or gauges. Props to pilots. My life is in their hands
I like the way you explain things. I was working for a private license some time ago but only got a little past Solo. Ran out of money, job change. I do fly airlines to go see family. I understand some of the things but there are so many new things and it has been 30 year now, and the past 30 year has made a lot of changes!
You give the best explanations I have ever heard, clean, clear, structured and thoroughly explained. I understand even those that are meant for pilots. I will make sure to contribute somehow when I can.
I think the correct answer is: A lighter aircraft is easier to descend. My reasoning for the answer is because a lighter aircraft can be slowed down much faster than a heavy aircraft. looking forward to finding out if if my answer is correct... I would like to also add to my comment that I think your time, work & efforts producing these videos is a wonderful gift to ALL aviation enthusiasts! Sadly for me and a complement to you - I wish that I had you as a mentor when I was of school age and choosing my future. I would have been a great pilot! Keep up the great work for the young future pilots & middle age aviation enthusiasts like me... You are terrific!
I don't think the video about autopilot modes ever happened. I'd love to see a video about what all the different modes are, and why they are used in certain circumstances. What do you think the next autopilot innovation will be?
Hello Sir this is Abhisek from India I am not a pilot but an aviation lover, thanks for all the great knowledge that you guys are spreading in across the world thanks once again
I am just a sim pilot and enthusiast of aviation. My guess is the lighter aircraft, The drag created to descend would have more effect on the aircraft, assuming your talking about the same aircraft heavy or light. This would allow a higher rate of descent due to less energy from the weight of the aircraft. It would also allow you to fly a little slower. That is my guess. Thank you for all of your podcast. I realize this one is 4 years old but I'm trying to get around to all of them.
Also …you have at least one professional airline pilot….36 years at Continental / United B -777 last 15 years …also B-737…DC-10…B-727 engineer. At the commuters…BE-90…BE-1900…ATR-42. Great channel…Great information…I watch your videos a lot…Great job.
Thank you for this channel. I am one of those subscribers that is just fascinated by flying, aircraft and the airline industry. Your channel is excellent and answers all of the questions I could and have ever thought of (so far) about flying. I also love the commercial aircraft industry and am constantly comparing commercial aircraft models. Recently took my first flight on a 787 (-9). Probably the smoothest flight I've ever experienced. Please keep the videos coming sir !!!
Enjoying your podcast from Nigeria. I worked with Virgin Nigeria back then and i have always admired flying and aviators generally. Keep up the good work.
I am not a pilot, just aviation fan. Your explanations are very clear and I also like the items you choose to bring up. I would like to have more visual info like animations, or cockpit\simulator videos, to make your explanations more tangible. It is lacking in some of your videos,like this one for example.Thank you!
18 min is usually a bit longer longer than your other videos. However it didn't feel longer. And I really learned a lot about the autopilot. You explained it easy and good.
Hey Mr. Mentour! Thanks for sharing all your knowledge with us aviation fans. Answering to your question: My naive impression is that a larger aircraft has more weight and drag, and therefore it should be more stable do descend and be affected by winds to a lesser degree. Can't wait to see your podcast.
As you use manual landing I notice a lot of back and forth up and down movement of the yoke. Can you explain why that is? I'm not an aviation pro or piolet just blown away by the responsibility your job requires and how you do it so calmly. Love your videos! Thank You!
Thank you very much for your work. I’m zäthe middle category I was dreaming of being a pilot,but life is hard, but I still love to be a pilot and knowing what goes around in the cockpit.I want you to know that I wach your videos everyday!steve from Greece
Thanks for this latest video. You have answered a question I had about disengaging the autopilot on final approach in the simulator.. I have usually done this at about 200 ft above touchdown, You mentioned that "Minimums' is the time that you disengage. I shall follow your advice in future.
Thank you for all you do for us flight enthusaists Captain . my answer to that question is , when landing I would think about both , landing the plane and TOGA or go around if things are funny , so A heavy plane would scare me and a lighter one have better cances at both .
Having watched a few of these videos by both you and Captain Joe I've developed an appreciation for how complex a modern airliners internal systems are, and how challenging the external working environment actually is. Being an airline pilot requires a huge amount of knowledge, but... in the worst case scenario and the pilots were incapacitated for some reason, how much knowledge would an ordinary person ideally need to have in order to have a decent chance of landing an airliner, given that they had communication with air traffic control, and all the airplanes systems were working properly? If it was a days training in a top of the line simulator I reckon you'd have a queue of people a mile long! Similar to how people buy/gift rally car racing days etc.
Request: Video disinguishing between "Flight Director" and "Auto-pilot", maybe even distinguishing between Boeing's auto-pilot and FMC assumptions and usage vs. Airbus vs. Embraer vs. Bombardier, etc.
Well put, keep doing what you are doing 2 years old, 50K views, 16 dislikes: You are doing it right! I like how you care about your subscribers, Thanks again!
I love this program so much a train pilot must learn more and more and keep updated with more information even if he's a pilot he must keep studying and taking more information about flying an airplane updating a flying is more important than flying itself thank you very much for your efforts explaining how to opparate an aircraft as much as we learn we still need more learning even as an experienced pilot
Your podcasts on flight are very interesting. Ever since I took a vacation to Kitty Hawk, SC. Here in the US and visited the Wright Brothers' sites where they "discovered" flight I've been hooked on the subject of airplanes and the science of flight. Your videos are very cool. 💙 them all.
***** I would say heavier, and my theory is it has less sensitive control over it which in turn will give you a broader stage for subtle changes to the aircraft. As well as it is less affected by environmental conditions such as crosswind. Wonder if I'm right..
Thanks for these videos. I've never flown a plane in my life but now feel that if the pilot dies during my next flight I'l be able to take over and land the plane safely. I don't think I could cope with engines failing or falling off!!!
I'd say a heavier aircraft is easier to land. Two reasons, first, it would not be as susceptible to local weather gusts/cross wind changes etc. Second, being heavier you what have to input more changes to move the aircraft so it would not be as 'touchy'. i.e. on a very small plan a 10 rpm change in the engine might be the difference between taxing and takeoff. Now, this video is 2.5 years old, which of your videos has the answers? I love your work and explanations. I'm a structural engineer and have been thickening of doing the same sort of videos for young university student engineers.
I'm part of the "general public", and I just want you to keep doing what you're doing. I'm learning a lot, and that helps me relax more when flying. Fear of the unknown, etc. Love your videos, love your app. Thanks! As an afterthought, is there a way the average person can go to a flight simulator? See what it's like to fly a Cessna, or a turbo prop, different aircraft. That would be a good video.
Thanks for all the info you provide. You kept referring to your presentation as a podcast...as in audio oriented? Otherwise, as feedback, I miss the sofa and the dogs. I could have used some graphics to portray some of what you were saying. I’m fascinated with learning about flying a plane even though it may never happen. Explanation of all the systems....elevators, rudders, TCAS, etc. is very interesting. Regarding your question....I know nothing so I’ll follow my own logic and go with a heavy aircraft because light planes seem easier to be affected by wind, stalling, etc. Thank you so much for being interested in our needs.
Dear sir ..u hv explained very well n cleared all the myths about autopilot..iam not a pilot bt iam verry much intrested in aviation n in ur informative videos n as u asked...i think its easier to decend heavier aircrafts due to its balance in air....
i think a lighter air plane is easier to land because it responds faster to changes in steering. the heavier airplanes you have to think much further ahead in steering before responding. Looking forward to your answer :-)
As a flight simmer, I prefer to land the larger airline planes. They tend to be more stable on the approach and it is easier to monitor the glide slope. Smaller aircraft may not be equipped with ILS instrumentation and the DC 3, for instance, can be fun to land manually but the approach may be harder to monitor.
"Do we need pilots when we have autopilot?" => Same reasons we still need DRIVERS even for automobiles with CRUISE control. Even (so-called) "autonomous automobiles" (aka: self-driving cars) sometimes need "A Nut Behind the Wheel." "Sometimes, "Charlie" can fly the plane," but only sometimes, because "Charlie's not the smartest chip in the circuit board".
Hi very interesting videos. I am just an aviation enthusiast who likes to visit the airport viewing area with a scanner to listen in. Just one thing I did see and that is I visited the cockpit of a tristar in the 1990s roughly midway between the UK and Kenya. And the flight crew were playing cards lol.
AP can set heading, set altitude, sometimes set speed. also attitude hold. it's more of a cruise control really. some can switch waypoints automagically as you fly over them and then set a new steering heading.
answering your question, I would say it does not matter as the procedure is the same. I would say, il's more a question of slowing down by using flaps and on the ground high automatic brakes when thrust reversing
thank you for your insight into autopilot usage. I only have a few hours in a cessna 172 from many years back but I have been following reports of aviation crashes. I have noticed that in too many cases, the autopilot was a large factor in the crash. Examples include the Max crashes, the AA 757 to Cali, the Asiana flight into San Fran and the Sukhoi superjet demo flight among others. To be fair, there have been crashes which could have been avoided with an A/P but these seem to have been caused by poor stick and rudder skills which are related to the "roboplane" craze. If I was able to get back into flying, I would use GPS at all times but only use the A/P in straight and level cruise. Is that a realistic goal and would an airline allow me to do that?
Hi Mentour pilot, i hope you are doing well, i have to admit you are the best, you do the best tutorial video, i'm a serious simulator pilot, i have been seen so many tutorial video but you are the best, its very easy to understand you the way you speak & explain thing, and every time you come back with very subjective & informative video i really love your video and learn many thing from your tutorial i listen very carefully every single of your word and apply that on my simulator flight.many thanks & my salute to you sir.i wish you always have a safe flights. Raju
Thank you very much for this instruction, sir. I personally hope to be a future pilot aiming for the B-777. Future video Suggestions: Day in the life of a pilot How to deal with being a pilot. Is the pay good?
Hello Sir. Warm Regards from India I am a admired & fascinated viewer of your channel.. you are doing a fantastic job. With regards to your question asked at the end of the session. I will say a heavy aircraft is easier to control during landing phase. The airflow disturbance wont disturb the aircraft much from the intented attitude for landing because of the greater inertia the aircraft got... Please correct me if i am wrong
Hello Sir you are wonderful, your videos are so informative, i am not a pilot but i like Aviation and your videos helps a lot. And you know what yesterday my three years old daughter picks up the phone and says where is Pilot uncle, she loves you too,,,, thank you. Now answering to your question i guess it is easier to land a heavy plane since the plane is heavy it will be less effected by heavy crosswind (this is just my guess) i will wait for your video on this ..
Heavier aircraft are easier to to land with a proper setup. Greater inertia provides greater stability for proper configuration and accurate approach. However, that same inertia (e.g. delay spooling up fanjets) makes response MUCH slower than a Cessna 172 when avoiding geese over the Hudson.River, crabbing in crosswind or compensating for changes in approach. (Just guessing. I'm available to observe in your jump set, whenever you want to demonstrate.).
As a nonpilot, but is very interested in avation, i will assume/ guessestimate an heavy aircraft would be easier to land... it would be more difficult for the lighter to land because it tendency want to" more float/ floaty than a heavier craft.. In my occupation, tanker driver, a heavier truck is easier to stop than a lighter/ bobtail( without a trailer/ tanker)...
I have watched 5 videos in a row and I can watch a couple more.. very informative.. very well explained Capt. keep up the good work.. u r inspiring young fellas like us here. it would we great if you could share info on the thrust setting, derated thrust, the V1, V2 & VR speeds, cost index, TOGA etc
I'm not a pilot, I'm actually a drum teacher in England but find aviation fascinating, I do enjoy watching your videos, they are very informative and friendly. In answer to your question I am going to put my money on heavier aircraft being easier to descend, I think this might be because lighter aircraft are more susceptible to the wind? I could be way off on this though :-)
***** I'm sure you are generating a lot of interest from the flight sim enthusiasts wanting to get a real pilots insight on how to do things, you have a great video on how to takeoff, have you done one on landings yet? I look forward to the next podcast.
I think it's easier to descend a heavy one and land than a light one because light ones are susceptible to crosswinds and tend to have better/quick lift.... at least from the flight videos I've watched.
Mentour Pilot, I have a question for you. When you land your 737 during your touch down do you still flare? Reason i asked, I fly as a Tech Crewman on C17 sometimes (kind of like a FE i have CPL but dont have the job as a pilot yet) and they dont Flare. As soon as they get to 50 feet they add power to slow down the descend rate instead of flaring with elevators. With this question, i am going to go with Heavier Aircrafts are easier to descend. thanks and your videos are great. I am glad i happened to see your channel
Kind of a malformed question, but if we're talking about a 1 ton Cessna vs. a 300 ton 777 and specifically about the situation you described about ATC giving you a direct to your FAF and being too high, then the Cessna is definitely the easier one to just grab by the scruff and manhandle it. I can always just stab throttle, stomp on the rudder, give it tons of opposite aileron and forward slip my way down. If you're going 350 KTAS and your turning circle is the size of a small country, then you've got to think darn fast. Basically, my point is that the distinction is more about "fast vs slow" rather than "light vs heavy".
***** Ah, right, so we're talking same airframe, different loadout? In that case I'd go with the light loadout case being easier, although it really depends on what you consider makes a descent "easy" and also what airframe we're talking about. Principally a descent is an intentional loss of (potential) energy and in an airplane that can really only be arranged by way of drag. In normal operating conditions, airframe drag is a function of total mass. However, drag doesn't increase linearly with mass. I can't talk about the 737, but I do range have real data for the 757, and at the same range, as ZFW increases, fuel increases slower. So at, say, 120000 lbs ZFW, you're looking at around 50000 lbs to go 3000nm. At 170000 lbs ZFW, it'll go up, but only to 64000 lbs. So for a 41% increase in ZFW, you're only talking about a 28% increase in fuel consumption (which principally is caused by drag). However, as you know, the potential energy of an object is directly and linearly dependent on mass. So an airplane twice as heavy doesn't experience twice the drag (at least this is the case with the 757, and I imagine with most modern airliners). Speedbrake energy dissipation capability is unaffected by loadout. They put out the same amount of drag, no matter if the airplane is lightly loaded, or heavily loaded. So it's a question of who can lose potential energy the quickest. Lastly, however, is the question of descent strategy and what you subjectively consider "easier". Is a shallower, slower descent "easier"? Is the ability to steeply drop the airplane on request "easier"?
***** If we're talking about the same distance, same altitude and same initial speed, then the answer is clear. A lightly loaded airplane has a higher energy dissipation capability relative to its total energy and as such has a far higher braking reserve available when compared to a heavily loaded airframe.
Hey man, as always you are doing a great job for all of us. I've heard that in cases of medium or low turbulence, autopilots are preferred as they control the situation better. I know this happens in the 787 and the 777 but not sure about the 737.
Technology is improving so fast year after year so of that we have to keep improving our brains to make it more safe by the way safe is for God the creator hope we keep learning from you captain to be truthly you are an experienced wonderful pilot thanks so much for this wonderful information wish you my best in your carrier
I think it's easier to descend a light aircraft. It can be landed easy with VFR, unlike the heavy ones and requires shorter runways. And if it stalls, it's easier to recover controll, I guess. Big planes have more limited bank and pitch up angles. You can't loop a 737 or an a320...
Please try to add short clips and pics on how it is done in actual aircraft. Something like Captain Joe does in his podcast. This helps to understand better.
Very informative video!!! I will say a light aircraft, I suppose you would gather less momentum on the descent, so controlling the speed would be easier. Having said that, I guess a heavy aircraft would be more stable in windy conditions!!!
During the descent, the aircraft's glide slope ratio will vary, and with it, the component of the aircraft's weight acting along the flight path, a propulsive force. The difference between gravitational propulsive force and the aerodynamic drag force produced by the wings and selected flap configuration needs to be carefully controlled in order to maintain the appropriate rate of deceleration. As its glide slope ratio varies along a prescribed trajectory, a lighter aircraft will experience smaller changes in the propulsive component of its weight. So the aerodynamic drag force required to bleed off airspeed at a prescribed rate will also change less, meaning the flap setting will not have to be changed as often, or as much, reducing pilot workload.
Qantas Flight 72 was an Airbus A330 fly by wire. I know you specialize in the Boeing 737. However, will you please do a video on the Qantas Flight 72 incident and what changes are in place today to prevent such flight computer errors and to allow pilot override flight computer errors.
Just watched this video for the first time. I assume the question at the end is asking us to compare landing in a light aircraft such as a Cessna vs. a heavy aircraft such as a commercial jet transport like a 737. I’m going to guess a light aircraft is easier on the descent. Its approach speed is much lower, so the pilot has more time to get lined up with the runway, get on the glideslope, deal with crosswinds, and get the thrust or power settings right. In videos I’ve seen of private pilots trying to land a jet (usually in a simulator) they have commented that everything happens so much faster in the jet. A friend who is a Cessna pilot once asked a commercial pilot if he thought there was a chance he (the friend) could land a jet aircraft. The pilot replied that he could probably get the plane on the ground, but it would be damaged.
I always follow this pilot because the very good strict and precise informations and answers he is giving out. But I always noticed the sound is very low so difficult sometimes to hear and understand what he is saying. Please do improve your sound. Thanks for your hard work and help.
My answer: I would say it depends on the skill of the pilot and his typerating for that particular plane. In Flight Simulator, I can easily land the Cessna -- even when I screw up the approach, I can usually get it down without bending the airplane, lol. But It took my a gazillion tries before I was able to land the 747 because the plane has so much inertia that I was yo-yoing trying to level off after changing altitude and I just slam into the ground when trying to land the beast even when on the glideslope and lined up perfectly.
2. Things a hands down awsome video Loved it. 2. I personaly belive that a heavy aircraft is easier to land then a light aircraft. Sence I tried a cessna 172 in real life and a 737-500 simulator at arlanda. I personally felt that when landing the cessna no matter how perfect I was to the runway, the smallest wind ore failiure (sry for my spelling) could really mess me up. Also the light aircraft sence you don't have as many stuff onboard that helps you when landing. I mean in a 737 on the artificual horison you have two purple lines telling you exactly where to go. Also the thing about never being "safe" apon landing in the cessna I never felt in the 737 sim. It was allways like a saftey that this thing is going down on the runway it might not be smooth but it is going down on the runway. Then the big changer I think is that in a cessna you are all alone ore whith just youre friends ore people who can see what you are doing and trust you. In a 737 about 150 people you never have met at any time. Put their life in your hands whithout probebly not even saing a word to you. So I think that if you take in all the perspectives even tho it might be easier whith the flying itself I think that it is more difficult to land a 737
My guess was that the heavy aircraft are easier descend cause it has more weight to pull it towards earth - EQ the lift to drag ratio are lower and that makes the aircraft more "willingly" to loss altitude cause the gravity has more weight to pull on. On the other hand a lighter aircraft should have easier to ascend cause the engines need less force to keep it in the air. Does that make sense? Johan.
Dear Captain, would appreciate your answers for these questions: (1) In some plane crashes the captain is not the one handling the plane but co-pilot or first officer. Possibly the captain is on the break or taking a nap. The question is why he don't go and take control of the airplane until it is too late? (2) Communication gap or synchronization between captain and co-pilot is an issue in several crashes. Why typically both are not updating each other about what maneuver they are doing in order to NOT cancel out each other's action? (3) Some non-English speaking pilot fail to interpret communication from English speaking ATC, resulting in disaster. Don't you think they should be permitted to fly only if they have enough verbal English communication and interpretation skills? (4) The aircraft with 4 engines are safer then the one with 2? If yes, why? If no, why? (5) What are the chances of survival if both the engines fail? And how? (6) How far a plane can glide without any engine?
1: If you are talking about the Air France 447 crash, then it was simply too late. The Captain entered the cockpit, but he was not aware the plane was stalling. None of the pilots were. 2: Well they should. You always communicate with the other pilot, instead of doing something on your own. This is just pilot error. 3: I would blame the airline. English is the aviation language. 4: A 737 can fly with one engine. The chance of them both failing is very slim. 5: Well, depends. If you're on the middle of the ocean, then you're fucked pretty much. But there have been incidents where pilots managed to glide a plane to a safe landing with both engines out. Air Canada 143 and Air Transat flight. 6: It depends on which plane, what altitude, and what weight.
Assuming both planes are descending with the same angle of decent, the Heavier aircraft descends FASTER than the light aircraft. Pitch of an aircraft varies with weight however angle of attack stays the same (depends on relative airflow) ;)
If you had to land a b737 manual on a light aircraft it will be easy to descend then a heavy aircraft because on a light aircraft you are giving less pressure where as a heavy one you need to put more pressure to land it.
Heavier aircraft seems to be easier to land as it will have less possibility of flares and cross winds detours. The bigger mass will help keeping it on track. Of course there is enough runway to stop it after it touched down.
when you disconnect the autopilot are you able to see the runway and fly manually the aircraft? answering you question, a light aircraft is easyer to descend because of the delay of respond of the aircraft
Heavy air craft is easy to descend, because of heaviness if we reduce throttle little bit, it will descend very easily and it will be in control on heavy wind or cross wind. its my guess.. not sure its correct answer.. please correct me if its wrong..
I'm in the lather class of people. I just freaking love airplanes. I wanted to be a pilot when I was 19 I was determined and it's what I wanted to do an then well when I looked into it I realised that it'd took me years working as a student to afford even the first year of flight school. So now I'm 22 and I just don't want the same thing in life. I'm learning software engineering and computer science and avionics is something that does interest me but I'm not good enough of a coder (I'm a freshman still) to really do anything but dream about what I could do to help make planes even more secure. I'm the kind of programmer who does defensive programming. Instead of just trying to make something that works, I first thing about a way to do it and then think about all the ways I could break it before even typing a line of code. (I do write a lot)… And once I'm done with that I run it in multiple static analysers (takes ages) to find if in any freak conditions I might have a bug (it does happen and when it does I can assure you "freak" condition is an understatement and it often end up in hours if not days of debugging and optimisation. ) Anyway nobody cares about my life. I'm jut really glad you make those videos so I can learn more about planes and pilots. :)
The question is about _descending_, not landing! Descending means shedding of energy, and a heavier plane has more kinetic energy to get rid of, so my take is that a lighter aircraft of otherwise similar configuration (type) is easier to descend.
Great video, great Chanel, I love it and always watch your videos. I would say that a light aircraft is harder to descend just using some common sense but not sure and one more thing can you make a video about the most intense moments in the cockpit and another video for example about emergencies, that's a video I would like to see. Thank you and keep up the good work mate.
HI Mentour, I am Mansoor. This channel is more Interesting. Even I am not a Pilot, I have been giving an answer for your question from my small thoughts. A heavy aircraft is easier to descend because the weight component reduces the lift component and increases the drag component. Also, it will be in control on heavy wind or cross wind. It's my guess.. Not sure.. Because I am not a Pilot.., ( If it is correct I am going to fly )
I think a heavy aircraft is easier to decent due to its weight, but it might be a bit slower in reaction due to its mass which can be experienced as more difficult. When flying on autopilot, I expect it will not make much difference in being easier or more difficult.
Hey Mentour! Oddball question, how come when you program the route into the 737 FMC, there ALWAYS seems to be a “route discontinuity?” What causes this and how do you fix it? Thank you in advance!
I am a Bank Officer...desk bound everyday..but I travel frequently and so have some idea of the difficulties and normal day to day experiences involved in flying. So...I think a heavier plane would be easier to descend. Every object which is in motion has the factor of inertia..this tends to keep the object moving in its course unless acted upon with great force to change its course. A heavy object would have greater inertia simply because it will be less susceptible to external forces. Based on this premise I think a heavy aircraft would continue on the path directed by the pilot and not be erratic in say..descent speed . lateral deviation or vertical due to crosswind forces . turbulence due to local topography and so on. So .the aircraft would be stable and therefore the more easy to get it down as the pilot wants it to.........
I've not read the comments below, and I'm a few years late in replying by I would say that a heavier 737 would be easier to land . The reason being I think the increase weight would make it easier to slow the aircraft and maintain a steeper descent that would be possible with a lighter aircraft.
