PFD view B737-800 - Manchester Approach 23R
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- เผยแพร่เมื่อ 11 ส.ค. 2014
- An evenings approach into Manchester (EGCC - MAN) onto RW23R. There was plenty of weather about that evening so our initial route to DAYNE via TNT was blocked. After initially routing towards Liverpool we turn back towards DAYNE where we get vectors for the ILS (skip to 06:00)
Information about the FMA's (Flight Mode Annunciators)
The top three columns on the Primary Flight Display (PFD) tell us what mode the aircraft is in. On the left we have the Auto Throttle (A/T) mode, the middle is the lateral mode while the right is the Vertical mode.
The A/T modes we mainly use are MCP SPD (when we are descending in Vertical speed), RETARD followed by ARM (when we are using Level Change) or FMC SPD if we a using VNAV.
The lateral modes that are used are mainly HDG SEL (a desired heading on the Mode Control Panel (MCP)) or LNAV (the routing that is inserted into the FMC)
For the vertical modes MCP SPD (used when we are in level change, the aircraft pitches to maintain the speed with the throttles closed in the descent or at a desired thrust setting in the climb). V/S when climbing or descending at a desired rate.
When we are cleared for an ILS approach we arm the localiser and glide slope (G/S), VOR/LOC appears in white to show us its armed in the lateral mode (middle column) while G/S appears white to show us its armed in vertical mode (right column). Once the localiser and glide slope have both been captured they turn green to show us they are active.
A green box appears around a new mode for 10 seconds to show us it has recently changed.
Filmed using a Go Pro Hero 3+
![Approach & Landing at Manchester Airport (MAN/EGCC) Boeing 737-800 Cockpit View [4K]](http://i.ytimg.com/vi/dN4rwL47ESQ/mqdefault.jpg)
![Approach & Landing at Manchester Airport (MAN/EGCC) Boeing 737-800 Cockpit View [4K]](/img/tr.png)
Outstanding view! Highly preferred over the outside view. Ty, please post up more!
Awesome view, thank you very much!
awesome energy managment
Thank you,your videos are awesome.
Great video, nice and clear. Having my instrument rating, it all makes perfect sense to me.
Great "IFR" view! It's like watching while wearing those IFR training helmets!
Thank for sharing, perfect view, maybe one vid including the MCP!
👍
Nice video~ Thank you for sharing.
Great video. So good to see this view without any moving about at unnecessary stuff and really good quality. I'm a nerdy flight simulation bloke and find it really interesting to compare this real life stuff to what we do with PMDGs 737. Thanks again and I will sub.
Am I the only one who finds PMDG's 737 FDs much more "passive" on lateral commands compared to the real one? It is noticable especially on the ILS approach. Here it gives constantly commands to correct any deviations while in the sim I can't see sufficient commands, so on short final I often end up off centerline when flying only by instruments. G/S is OK but lateral guiding is poor and often slightly late. There is no problem wen A/P is engaged though, it deals with it. Or maybe it is something wrong with me? :)
The Flight Director is the brains of the autoflight system. The autopilot is simply a bunch of servos and motors that move the flight controls to match what the FD is commanding. So, if your hand-flying is perfect, then following the flight director will produce the exact same end result as if the autopilot were engaged. Therefore, I'm sorry to say, if the lateral guidance is fine with the autopilot engaged, then any deviations when you're hand-flying are a result of deficiencies on your part.
I cannot speak to the authenticity, or lack thereof, of the PMDG autoflight system compared to the real thing as I do not fly 737's (not yet, anyway!). However, the ILS does become extremely sensitive on short final and the deflection of the lateral command bar can be very slight and difficult to see (especially if it's washed out from HDR settings). If you don't already, I might suggest clicking on the PFD in the virtual cockpit to bring up the larger and more visible 2D representation and see if that makes it easier to nail your ILS approaches. Good luck! :)
EnDSchultz1 EnDSchultz1 Thanks for your reply. I am aware of A/P and FD logic but I'm not sure how it is modeled in PMDG. I noticed something strange, like FD would follow MY lateral movements, so if I don't start the turn early enough, FD commands would be a little bit late and I'd overshoot. It would mean A/P does some work itself when anticipating turns (or it's something wrong with my software). I have to do some tests and confirm that. Thanks for tip with displays, next time I'll make PFD full screen and see what happenes :D
Yep I have the PFD enlarged and moved to up when I take off and land. I find that really helps.
Good job!
Excellent Video :) shared ! :)
It is a shame that you only have 48 subs. You definitely deserve many more. Cheers and happy landings :-)
Feel free to spread the word, Links via Twitter and Facebook always help
Nice man! :)
nice 1 looked like there was some fighting with the yoke!
Wow, autobrake 3 and full reverse!!!
Great!
4 miles circle means Ryanair, I guess ;-)
Espetaculo esse video
great ATC was quite funny HDG, DCT SOMAP, and btw I wont deply flaps so late
They were flying 180 at like 11 miles so that's quite early. 10nm/flaps 5 is perfectly fine.
Playing with the v/s mode
Awesome video, Ii really like this view. If you have another camera it will nice to have PFD + ND view ( sorry only familiar with Airbus ) + view of the yoke.
You really deserve more views, i will share on the Simulation and Aviation FB page
Thanks for sharing! Why is the ISFD slightly off (in terms of IAS and altitude) compared to the PFD (or vice versa)?
Hi Martin,
The Standby instruments are generally not as accurate as our main instruments. We rarely use them as they are a backup of a back up. I've never had a failure of my main or even secondary instruments in 12 years so i would assume they are ever so slightly less accurate in order to reduce costs. They are however still accurate to +/-100ft and +/-5 knots at all levels
Alex Wings Thanks for your clarification, Alex! I really like the clear view of the instruments in this video! Safe flying!
Great video!!
Is that a 737 with the short field package?
Hello! Very nice video!! What does the vertical bar in the right lower corner of the ND indicate? It looks like a small GlideSlooe indicator? Is it to indicate your position at the glideslope from futher away then the one on the PFD?
It's showing vertical deviation from descend/climb path calculated by VNAV.
What are those green circles dotted on the screen ?
It seems weird because pilot is taking STAR routes using HDG SEL Mode randomly and abruptly. Why not LNAV?
Sar ATC giving vectors, potentially to avoid weather
thanks for sharing this amazing video. could tell me if you got routed direct to OSNAP or did you manually put it in for an accurate VNAV guidance? thanks in advance
We manually entered OSNAP just for a more accurate VNAV profile.
Chris Nelson thank you for the fast reply. I assume that if there was no waypoint like OSNAP you would make one manually right? When i manually create a waypoint i often struggle with the correct DME for example: OSNAP360/5.5. Most of the time i never seem to have an accurate DME based on radarvectors from ATC. Do you have any tips?
@@Jessy74588 just do 90 degrese/4-5 nm from CI or FI.
@@piotrkuler2474 thank you friend
why air brake is armed during landing? is it usual situation?
Yes it is normal. Speedbrakes need to be armed so they can deploy itself when gear touch the ground
24R
Is auto throttle kept on here?
A/T was disconnected at 13:46, 2.4 miles before touchdown.
Is OSNAP a waypoint?
Yup, it's on the RNAV for 23R
would you do more videos like this mate?
Chris Nelson that's smart 😉
@@chrisnelson6198 I cant find RNAV 23R, only 23L . Im wrong?
Ryanair :)
ehhh