Some useful tipps and tricks to achieve a BETTER ROTATION | Real 737 Pilot
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- เผยแพร่เมื่อ 7 ส.ค. 2024
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My system specs:
Intel i9-9900k@5,2GHz
RTX4090
32GB RAM
Windows 10 Pro
My hardware:
Thrustmaster Boeing Yoke
WinWings Orion2/F16 Grip
Thrustmaster Pendular Pedals
Honeycomb Bravo Throttle - เกม
A lot of flightsimmers should watch this video , even big streamers and content creators .. cheers mate . 👍
Honestly these videos lately with the little tips and tricks are awesome. I feel like i have the 737 really figured out with now over 100 flight hrs and then these videos come up and i see that there is still so much i didnt really knw. So hands down big thank you🎉
Thank you!
Watching his vids caused me to spend more time in the 737, as opposed to always flying the fenix a320. Both great planes, but these short lessons add a lot of value to the pmdg
Thank you, I’ve been trying to rotate much too fast! Explains why I get the stall indicator during initial climb too!
Thank you for sharing. Without any force feed back the little things can be missed, but they make a world of difference.
Thank you so much, I was one of those who just puled back on the yoke, lesson learnt not time to practice doing it properly
Tons of great info, and in less than 10 minutes. 👍
Yes, I did learn something today.
Excellent as always, love this tips, they are really helpful and useful. 👍
Fantastic insightful video as always!
GREAT video! Thanks for the info. I will defiantly be using this info from now on.
You are great! As always! Thank you👍
Another brill and very informative video
Fantastic video! ❤ One interesting thing that I have read is how aircraft manufacturers come up with Vr speed. They test the aircraft’s VMU speed and by law they ad 5% or 10, don’t remember. VMU speed is “The VMU (Velocity Minimum Unstick) is the absolute minimum speed at which an aircraft can take off. It is achieved by pitching the aircraft up to the maximum during the take-off roll.” That is to have a margin if gusts of wind can effect the rotation. That means that technically it’s possible to takeoff before Vr. Also you should be able to drive on 2 wheels if you keep speed below VMU speed. Can you please do the same video in Zibomod. Just for the fun of it! Thanks again for good content!
Thank you, Emi
So you don't need to pull the stick back and hold it in that position, you pull back and can still make small forward-backward adjustments to get the pitch increase rate approximately correct.
Excellent video as always !
I didn't even know that technique with the control column but that's what I ended quickly doing without knowing it to respect the FCTM. I found if a bit weird but this was the only way to achieve a smooth rotation.
It's weird that so even so many content creators rotate to abruptly.
The Boeing documents coming with PMDG are clear. It's about 5 seconds for the rotation. It plays quite a role on climb speed and stability.
In reality, spotters can easily see how these 5 seconds are respected. It seems like many pilots avoid to rotate to more than 10° when too close to the ground especially with the -800. They reach 15° just after.
Not all content creators know about all the techniques affiliated with Flight Simming, some just do it to fly and what not.
@@ExorFS it is strange that some content creators dedicaced only to aviation simulation and aviation contents ignore the basics. I'm talking about them. It's like they're specialized about things they don't really know about. They're providing advices not exact, etc and people give credits to them that's what I find weird.
I'm talking about the contents with such products as PMDG etc. I mean, all the Boeing documents are provided and we're talking about properly rotate the aircraft.
You are great man
Tnx for your instructive video! A remark: the required control column pitch movement (in my case the Thrustmaster Airbus Sidestick) during rotation is strongly related to the sensitivity setting in MSFS. I lowered the pitch contol sensitivity after my experience with flying in a level D flightsim (Boeing 737 Max). I noticed that the control column movement needed during rotation in the level D simulator was much larger as compared to what I was used to in MSFS.
That's because the range of movement in the 737 is much larger than in Thrustmasters toy (Sorry not sorry). If you change sensitivity as you did you'll get close on initial rotation but anything follow thereafter will be too strong.
You should change the extremity deadzone and leave the sensitivity at linear.
Ive always been surprised that for such a precise maneuver that autopilots dont manage it. Its already managing thrust, but i guess it cant action that level of deflection in the elevator fast enough as its usually handled by trim inputs which are too slow???
Neat tutorial as always.
I have an issue with the Horizon Sim 787. It tents to leap off the runway. The only way I've found to fix this is trim it up a bit before taleoff. Maybe I'm just not setting up the preflight correctly.
Nice explanation
Interesting video, thanks! I tried out a full-size 738 Simulator recently and the instructor suggested 10 degrees for the climb out, rather than 15, I wonder why?
They often hire flight students or people without flight experience as instructors for those Sims. Pitch for the 737 for initial climb with two engines is 15 degrees. 10 is what you use to accelerate afterwards.
Why is there forward input on the colum or the side stick prior to reaching 80knots ?
I think it's more about the equipments. if you have yoke and rudder pedals its going to be much easier than regular ps4 game pad 😊😊
You can still do it with a PS4 controller. The key is to get the feeling for when the nose will start lifting up. Once you have that feeling you can do it with any controller.
Thanks allot, not going "rocketwise" any more with passengers flattening in their seats 😂
😂
Hey mate. Got a question here, since it happens to me on the HS 787-9 which you already preseted in short.
I try to rotate smooth, which looks fine, but manual flight about 20seconds after takeoff is simply a mess. As you know the nose is very heavy on HS 787-9 right now, so rotation is not so easy. But right after take off, even while pitch is less than 10° it starts to go crazy and the plane takes his nose up in the air above pitch 20 or even 30. I push the sidestick/yoke to max down to prevent stalling, but its a pain. Once I press Autopilot, it goes back to normal and flies along its programmed route. Is that a bug right now, or what am I doing wrong? Thanks alot
💯
bro u really know a lot about airplanes, have you ever thought about being an irl pilot ?
Emmanuel IS a RL pilot, he always says this at the start of all his videos. He was a captain on the Boeing 737 and recently flying the Airbus A330.
😂😂😂😂😂👍🏼
@@peterdr7193 i knew that😂 i was just joking
Thanks' Emmanuele...
is it normal for the flight director to command a pitch of over 20 degrees after takeoff or is that a pmdg thing?
I’ve never seen it that high in the plane. 12-15 is pretty normal
Why do you put forward pressure on the controls in the initial stages of the takeoff roll? Keep up the great content!
It’s to generate more traction to the front wheels at lower speeds
@@Brendanmccreight is the elevator that effective at low speed though?
@@villethedude6019 I think all of the control surfaces are effective at lower speeds. E.g. aileron inputs are needed during a crosswind takeoff very early on
Great video! If using the Boeing Yoke, can you recommend certain sensitivity settings to also aid in a smooth rotation or flare at landing?
Hi, zero sensitivity works best really. No changes done, that's how developers program their aircraft.
@@A330Driver copy that thanks again sir!
Do a video on how to flare
I did already
I use stablizer trim after roatation.. i mean really seconds after...
Why though?
@@A330Driver Hi, thanks for the response.
Why ? I guess to maintain steady pitch..maybe I am putting up too much thrust..
Hello! I have a question, even if it's not realy related to the subject of this video. What's the difference between flaps 30 and flaps 40 landing? When do pilots use each of these configurations? Thank you!
In general you can land a bit slower the farther out you extend your flaps. For instance, this means your plane will require less stopping distance on the runway, making flaps 40 better suited for shorter fields.
Check this out:
th-cam.com/video/QFHBAoIOQ40/w-d-xo.htmlsi=J85GODIXwzwarkMF
@@danmoretti8898thank you!
@@A330DriverOh, i didn't know you have a video on this topic. I will check it out, thank you!
I've been doing it wrong for YEARS. I thought Vr was the speed at which the nose wheel was supposed to lift off, so I would always start pulling back on the yoke a little bit earlier. Thank you for clearing that up! I would still like to see you make a video on setting up the FMC for noise abatement procedures and the cut-off option. If you're taking off in LNAV, how does the aiplane know when to reduce thrust? Anyway, I hope to learn about it from you in the future :) And as always, thank you for the video.
For me it was nearly the same. I also thought that the nose should lift up at Vr, but I didn't pull back before. This resulted in me pulling back quite far and then, after the airplane gains more speed, needed to relax more on the pitch, due to too fast rotation speed. I also noticed the joystick position, where the rotation is about right, but if I held that initially, the plane didn't rotate until some increased knots later - which I always thought is wrong and that the takeoff calculations wouldn't apply anymore due to too late liftoff.
I will now try to pull much more slowly.
I also have a bit of trouble after takeoff until 3,000ft. It happens just so fast, that I have trouble maintaining V2 while manually flying, increase speed on the MCP, following the FD and enabling the autopilot at the same time. Oh, not to forget the flaps, gear, lights, engine ignition switches, etc. BTW, I use the FS2Crew SOP2.
I will try flying 15° pitch for some time and later doing all the stuff.
@@Krendor123 Yeah! Speaking of which, I also never know whether aiming to maintain V2 + 20 should be prioritized after take off or maintaining a certain pitch attitude. Especially with NADP considered. Like you said, it all happens so fast... Not to mention when you're flying on VATSIM and have to think about ATC too.
LNAV has no influence on thrust, neither does VNAV in case you meant that. Airlines will normally establish a fixed thrust reduction altitude (1500ft in case of my old airline) and that'll be used on all departures.
@@A330Driver But what happens if the charts indicate a reduction altitude different than 1500ft (or whatever is estabilished by the airline). Should we not be able to reprogram that? I use the BlackBox711 for reference.
@@A330Driver For me it was not about Thrust, more about the general things to do/fly directly after takeoff: I rotated to 15° pitch, positive rate, gear up, ...and then? Maintain 15° pitch? Follow the FD? When to "Bug up" (when not using VNAV)? Thrust is managed by auto throttle in my case, but what should I fly and do in the cockpit?
Thanks! Question: Why is the FD always going up so aggressively sometimes way above 20 degrees up? I am seeing this almost every flight i do?
I have the same question... I watched footage of real flights on youtube and It is not that aggressive. It might be PMDG logic
Being an 777 pilot I can say this is normal Boeing system behaviour. Initially we pitch to about 15°, let the FD do its thing and then slowly synchronize with the pitch channel of the FD
Takeoff thrust correctly calculated? Of course the 15 degrees assume a correct takeoff thrust calculation and setting.
Gotcha! When you say that it is normal behaviour, is it a certain procedure the FD goes through at that stage or what would be the reason for that?@@FlySeboFly
@@thomsen3303 The FD gives you a pitch which theoretically keeps your speed between v2+15 and v2+25, depending on your rotation and environmental factors and one or two engines case. according to the book you are supposed to follow the FD at initial climb. But with time you get a "bud feeling" for how wind gusts and inertia of the plane affect the FD and you anticipate its movement so you meet it eventually keeping the speed at bay. This I'd call synchronizing. But for sure there is no real "aggressive" movement of the FD in real life way beyond 20°... and if then only because you rotated way too slowly or you hit some serious headwind within the initial climb phase
I mean, you under-rotated thje aircraft :D. 2.5 degrees a second. (implications on runway remaining etc.) It took you 5 seconds to get to 5 degrees.
The aim of the video is to show you how to get the technique right, not to simply show you a perfect rotation. Work yourself slowly up from getting the nose initially up, then go ahead and perfect it.
@@A330Driver I also noticed it took about 11s to get to 15 degrees. Averaging around 150 knots you needed close to 3000' after rotation to clear a 50' obstacle. Granted you were not going for a "perfect" rotation but is this rotation even "okay"? I am asking genuinely. As far as I know it may be perfectly normal for the TODR to be extended by over 1500' for an "okay" rotation.
The runway seems very uphill. It's a wrong view of her assovo. It doesn't seem so real
Runways are not entirely flat. Well, I don't know the airport, so it still can be wrong, but some hills in the runway are normal.