I can absolutely see why you are a trainer, your presentation, explanation and delivery are brilliant. As per my previous feedback, I'm learning more than ever with your quality videos. 👍👍
These tutorials are what I needed. Especially the ones with FMC and ILS landing. Half of the times I'm like "now wtf is this thing doing?" or "What is that message... did I not.. omg I didn't set that".
CraZy291 haha thanks a lot! I might look into using other aircraft in time, including all the aircraft I flew to get to this stage and other Boeing aircraft too, they all essentially have the same layout! It will always primarily based on the 737, that's my area of expertise! All the best! FD2S
Finally someone who actually explains what to do and why and in a simple manner instead of just showing what buttons to press to make the aircraft do the right things. I should really watch loads more especially if you have videos on the FMC (because i can barely set it correctly although i do manage to get the right places but not very smoothly and i don´t understand half of the things).
Hey FD2S, just want to say you're doing a great job with these vids. My university's aviation program is fortunate enough to have its very own CRJ-200 FTD and I just completed my 10-flight session in that as of this writing... my instructor's generalization that "they're all basically the same" really rings true as I watch your tutorials. While a few of the particulars are obviously company- and aircraft-specific, I constantly find myself nodding and thinking, "yep, that's how I do it, too!" - which I suppose is equal parts credit to my own instructor's teaching as well as yours! Anyway, keep up the good work, and happy skies! :)
Hi EnDSchultz1 thanks a lot and welcome! I'm unfamiliar with the CRJ but from a multi-crew perspective you're quite right, no matter what you fly the general principle/procedures is pretty similar, just tailored to companies procedures/SOP's Take care, FD2S.
thanks for all your advises... you're doing a job that most of us have always wanted to do ... and you're sharing your knowledge with us... you're great...thks.
damn!! this helped me so much! my landings on the 737-800 used to be hard and butter landings were something i could acheive only once per 50 attempts. this video taught me the proper technique to consistently manage smooth landings without the airplane floating. thank you!
wow awesome content, my cousin flew a 737 for southwest and naturally I adopted it as my favorite aircraft, simulating low visibility ILS landings gives me goosebumps every time! watching those structures and approach lights appear out of the fog, what a thrill! I've been on about 14 flights all over the place (using a standby ticket he got me ;) ) it was brutal, sleeping in airports and whatnot but id happily do it all again for another flight on that wonderful aircraft! you got my sub and my like, ill be binge-watching all of your stuff within the next week I'm sure :)
Hi Faye V, thanks a lot and welcome. Jump Seating was my first insight prior to Line Training, you can learn a lot from just watching! Glad you enjoy my content, just a little insight. I grew up with flight sim and it's something I enjoy sharing with you guys, I would've certainly loved someone in my position to share their knowledge when I was on FS2004! FD2S
yea your videos help so much! FS 2004 was my first sim and holds a special place in my heart, I started playing on my windows 98 after being inspired by an airshow at Chanute Air Force Base (about 200 meters from my house at the time!) I'm not sure what it was, it been a long time so its a bit blurry but something made thunder and I wanted more! haha funny looking back on it all now, not knowing anything about how actual aircraft fly... just throttling up and pulling back on the stick LOL my friends were very impressed.
Hello, Captain. I congratulate and thank you for such an objective tutorial. Keep up the good work and we will highly appreciate your teaching efforts. Larissa.
Really good Mate.. thanks for the post.. It's very obviously that you're a real world pilot, when compared to some of the others that post "tutorials." I can really see that you become a systems manager rather than a hands a feet "hand jam" pilot with the airlines, so basics like this is important even though you're only taking over for the last minute of the approach.
Hello again, you're most welcome and you hit the nail on the head. Pilots these days do need to be system managers to efficiently and safely fly modern aircraft (if you can call the 737 that!) Pilots still must daily demonstrate the raw skills which requires years of training when the going gets tough. On a 4 sector day with winds over 50kts etc it gets interesting and we're exposed to all the "nasties" every 6 months! Hope you enjoy my content and thanks for the kind words! FD2S
Thank you so much for the tutorial. I’m going to apply this technique. I’m transitioning from the CRJ900 to the B737 and been having issues below 200 feet. The 900 needed a change in pitch of almost 10 degrees from approach to flare. Not the 737. I think I’m leaving a little nose up trim and when I look outside, I relax my arm and let the pitch rise and I go high. Any additional is appreciated
Noticed that he engaged APP mode before being lined up with the runway even though the GS indicator was centered up. I'll have to try that because I always engage the localizer and wait for it to start moving toward center before hitting the approach mode.
Hi RKDriver, You can arm the APP form above but this is typically not best practice. We're actually permitted to arm APP when above the G/S but there a few things we must ensure in real life. Seeing I self positioned onto a short final in this tutorial I didn't replicate too well the correct procedure! (It was primarily abound the Landing Technique after all!) You must make sure you're established on the LOC and G/S must be captured by 5nm, this is something I should've made clearer! This guidance is operator specific specific and other SOP's may vary! I hope I answered and doubts in your mind! FD2S.
Excellent job instructing, flying, and using sim features! You teach quickly, but with pause/rewind, I can easily keep up. Efficient training for anyone with some experience.
Great episode man i'm really glad were getting some good info here, just letting you know I believe the N1 was low at 6:17 because you were a little high on base at least compared to the computers calculated glide slope and it was descending a little faster as a result. But yah A+ no issues at all.
Hi flightdeck2sim, hope you well, again i just wanted to say a big thanks to you, for your effort and hard work, me personally watch all your tutorial and try my best to learn from there, i believe all serious simmers will get benefit from your tutorial, i can surely say you are very kind & cool person that is why you spend your valuable time & efforts for flightsim community again big thanks, be healthy & happy.
Great video! Have a question...what is exactly "manual breaking"? Does it mean you turn the auto break off and start breaking using pedals? Is there a speed you start doing this or is it up to the Pilot? Once on the runway, what goes out first, reverse or auto brake? Thanks!
As a RL pilot myself, i was shocked by how the famous PMDGs 737 doesn't pitch depending on power. That makes most RL techniques inapplicable as those will make you float really bad in the PMDG
Hi Eddie, Yes although simulated it's not as pronounced as you'd get with a commercial aircraft like the 737 with underslung engines but it's close enough to apply "check, close, hold" FD2S
flightdeck2sim probably, yes. However, one has to be really gentle and precise with the pull in the PMDGsim. A gust here would even force you to push nose down, which is highly unrecommended on the real one. Overall, i find the PMDG much better for procedural training. Zibo w/ Aerosim on the other hand, have got those landing dynamics pretty much spot on. Best regards and thank you for the reply.
Hi Jack, thanks for the compliments! Well the most fun part is to land manually! We very rarely conduct Autolands, only when the visibility is pretty poor. Workload/weather permitting we can in controlled airspace fly manually. FD2S.
I would like to ask you one thing, flying the pmdg i noticed that the 7-800 it slows down very slowly even to go from 220 to 180 knots it takes alot of miles in level change, do you think from your experience that the real Aircraft behaves like this, or the drag ration is a bit wrong in the game? Thank you.
hi pilot your tutorials are nice... ı want to ask a question about pitch mode.. you are always engage the autopilot at app. 1000 feet. here is my question.. which pitch mode will engage after bug up (speed up) without a/p engage ??? to/ga ??
Hi RAHMICAN. It would remain in TO/GA until reaching your cleared MCP Altitude and transition to ALT ACQ (so long as you didn’t engage VNAV prior to take off otherwise VNAV SPD will engage at 400ft) FD2S
thank you for answer and you are absolutely right .. before you answer ı tried to figure out the fma modes in xplane 11 and it remained in toga until mcp altitude or selecting another pitch modes when a/p is disengaged. (ı dont generally engage the vnav on the ground ı would wait to select until the clean speed :) )
Brilliant landing. Could you please explain how you use the radar paddles in the air before you land . Also if you are using them in these tutorials. I see most videos online have not addressed that issue and many simmers end up just using the cat3 ILS instead of manual landing.
So i've just found your channel and am binge watching your vids, and i'm noticing that you seem to be using pitch for altitude and power for speed during final approach, instead of the pitch for speed and power for altitude that's been drilled into me during PPL. Could you elaborate on that? Is it something that changes with bigger planes, or specific to the 737?
Hi Nico, exactly!!! On a light aircraft Power = Pitch/ROD, Attitude = Speed. The exact opposite applies on a large jet commercial aircraft. Thrust = Speed - Attitude = Pitch This is primarily due to the fact the 737 has under slung engines. Any change in thrust setting will result in a change of attitude as the thrust vector is below the C of G. They're also incredibly powerful! When we get cadets starting their type rating they initially apply what they know and change their thrust to alter their attitude which is not desired. All they end up doing is massively accelerating/decelerating. Hope this helped answer your query! FD2S.
Thank you very much for the video! I am really pulling my hair out with the PMDG 737, as much as I love her ... and so many people tell me that "she just floats, nothing you can do about it, PMDG physics". So, apparently the flightmodel isn't that broken and practice and persistence can actually help me master her? May I ask which version of the PMDG did you use?
Good day! I no longer use the NGX, I’ve moved to XP11 which is a far superior Sim. You should try the ZIBO MOD, it’s already of a payware quality with more and more systems working accurately, also handles true to the real aircraft 👍🏼 FD2S
no no no! you really really are at the top! Nobody in the TH-cam :) explains and executes like you do. i've seen all your vids and eventhough i allready watched hundreds of tutos about the pmdg 737 i still learn a hole lot with yours vids thank you
FIFOU DUBLED haha well I do fly and teach people how to fly this tin can for a living! I just grew up with flight sim and it's something I enjoy sharing with you guys, I would've certainly loved someone in my position to share their knowledge when I was on FS2004! Take care! FD2S
great video! With my pmdg 737, it doesn't call out "minimums" and "approaching minimums". I must have not put some information in somewhere. Can you please help me. The cockpit still calls out the altitude though.
Hi Captain Merk! The PMDG FMC settings under MENU allows you to configure the aircraft to make these calls. Consult your PMDG manual on how to do it! FD2S
Hey, I have noticed you're using Baro alt for this ILS approach? Why? I thought you would only be using Baro altimeters for a non-precision approach. Thanks in advance!
Hi Alex, For a CAT I ILS we reference the minima which is based off a DA (A being Altitude - Height above sea level) We set the DH for CAT II/III at my present operator. FD2S
Great video ! question, At 7:00 u said something I couldnt understand. Flight Simulator is difficult to land or real life? How you compared menuvering b/w two
Hi again Kk, Yes I was a little hazy! Essentially using a joystick with no feedback I find a little more challenging to land! Small inputs using a computer joystick would involve a far larger input using the control column. Good luck! FD2S.
I am a big fan of your excellent videos. Question, are the flight characteristics/ flight behavior of the PMDG anywhere near the real deal? Seeing you how you enjoy the sim 737 makes be believe that it is pretty damn close to the real world 737.
Hi 702Wolfi Thank you very much for your kind words! The NGX is a very accurate rendition of the real aircraft and certainly something I can use to improve my knowledge. There are some subtle differences between the NGX and real aircraft which I always try to bring to your attention but the flight model is pretty sound. Attitude and thrust settings for a given gross weight are not too far off the real aircraft but it’s not so good at holding the magenta line on SIDS/STARS and maintaining holding patterns. Sometimes it can struggle to hold altitude. For what is essentially an entertainment product it’s certainly worth the investment and it’s realistic enough to accurately show you how to operate it using my companies SOP’s All the best! FD2S.
Thank you very much for the info FD2S! Now I have an even bigger smile on my face when flying the PMDG. Having an highly experienced real world aviator like you in the sim community is simply awesome. Cheers sir!
Great video! Would be nice to see a video on how to set the auto break setting...like apart from runway lengthy what else effects it? Is it software that chooses it for you IRL? Thanks
Hi ZeeMuffenMan, thanks a lot! We use the Boeing OPT IRL to calculate our landing performance. Our Autobrake setting is based on several factors but we follow the maxim "Brake to Vacate", essentially working out which taxiway we'd like to exit and then select our Autobrake setting based on that. Might like a little tutorial in time! FD2S.
I have a few questions capt. I watched your video hundreds of times and flying virtually for two years and i still have problems :/ 1- You said that at 20 ft you should check the attitude but in your some videos you flare later or earlier, how to determine the exact flare time? Even in this video, you started pulling at 30 ish ft. 2- How do you determine your pitch while looking towards the end of the runway? Cheers
Hi captain, question .. in ILS DME approach, the approach plates says to fly towards VOR which is holding point as well (in case) and then make a descending loop to intercept ILS .. I m trying understand that does this happens in real life as well? Because I never observed while traveling ever that plan is right above airport and then making loop to intervept ILS. Generally, it keeps desecnding the takes left/right turn and intercepts ILS. Can you explain this? I hope u got my question
Hi Kk, That's the procedural approach when radar vectors cannot be provided (see Procedural Approach Tutorial) You'd fly outbound from the VOR and essentially make a 180 degree turn to intercept the Approach. Good Luck! FD2S.
flightdeck2sim Do you fly this real as well, making 180 turn from VOR or un real life Radar vectors are there and directly proceed for ILS interception? Pardon my techincal language :)
Airliners VERY rarely, if ever, do those sorts of full procedures on ILS approaches these days because anywhere they go is going to have radar coverage and therefore ATC available to give them vectors to final approach course. At least, that much is true for developed countries. Using VORs for navigation and approaches is rapidly disappearing among air carriers in favor of RNAV/GPS. Horizon Air, for instance, a regional subsidiary of Alaska Airlines, is even prohibited from VOR approaches in their SOP's. This is because they are certified for very precise RNP (Required Navigation Performance) approaches with GPS... it's just so much safer and more accurate that VOR's are totally obsolete by comparison.
Hi fd2sim. At what point do you initiate the flare? Also I did note that your attitude did drop after closing the throttles. Was that because you felt you were floating? I find this aeroplane hates landing! It will be still above the ground at 115 kn if you apply enough stick.
Hi Le Aisha. If you come over the threshold at the appropriate rate of descent we initiate the flare by "Checking" at 20ft. It was a very small correction in this tutorial to ensure we didn't float too much, we DO NOT want to keep pulling back as I explained in this video!!! If you do you'll use up valuable runway and in the 737-800/900 you will increase the risk of tailstrike. After closing the thrust the nose will want to drop due to the thrust/pitch couple which isn't as apparent with the NGX as it is in real life! I hope this makes sense! FD2S
Could I please ask a couple of questions? Regarding turning off autothrottle for landing manually; is the logic for this to do with go-arounds? Because it always struck me that to add manual control of speed at a time the PF should be concentrating on altitude and attitude seems a bit bizarre.
Likewise the winds guidance on the ND disappears on final - just at the time you need it most?
Why do some pilots usualy use flaps only in 1 - 5 - 15 and 30 or 40 position during landing? Is it rules of their company? I ask, because the standard 737 FCOM recommends use only these flap positions
Hi FD2S, Discovered your channel today and, being a virtual NGX pilot, I've got to say, you've got me hooked. I did have one minor question though: I noticed you stating that this landing technique was specifically for the 737-800; is there any difference when it comes to other variants of the NG? I generally fly the smaller variants, specifically the -600, much more than I do the -800. Therefore, I'd like to know if there are any differences when it comes to flying a smaller, lighter variant of the same aircraft. Keep up the good work!
Hi Spoon LGNX. Thanks a lot and welcome! I'd be VERY surprised if this technique did not apply to all variants of the 737! We fly the -700 too which is quite a bit shorter and the same technique applies. All the best! FD2S.
Hi FD2S, thanks again for the great tutorials! Hopefully you have time to answer the following question. I managed a lot of ILS approaches except one of RW09 EGLC. When i am established on the localizer and correctly following the gs (5,5 %) everything is ok. At 1200ft,i disengage the AP and A/T to fly manually. What i see is that often overfly the approach looking at the PFD glidescoop indicator (so too high) but the papi showing two red / two white. Result, a too hard landing after touchdown zone or i have to go around because i have only half the runway left. Do you have any suggestion? Many thanks again!
Hi there! Firstly LCY has a glidepath twice as steep as a conventional ILS, I don’t think a 737 is even authorised to land there! The PAPI’s I think are set to this steeper angle and I guess the ILS doesn’t or cannot be at the same angle. Unfamiliar with the approach but you’ll really struggle to get a slippy NG in there! FD2S
flightdeck2sim thanks for the quick reply. Didn’t know that 737-800 is not permitted to land on EGLC. I was under the impression that if a chart, in this case for rw09, is stating minimums for catC aircraft that it automatically will mean approval for landing of those types. Of course for straight in landings only. 👍🏻
It could probably get authorisation but you would have to have really light loads to get in and out, I don't think it would be commercially practical for an operator to use! FD2S
How do you quickly engage the reverse thrust? For me it always takes a couple seconds for them to engage. I close the throttle to 0, touch down, but no matter if I use a joystick button or a keyboard key, I can’t get a quick reverser engagement.
I really appreciate the reply and your expert input! I guess that brings me to the another question since you brought speed into it. Do you do wind correction for Vapp or just Vref +5? I’m wondering if my speed is too high during the flare. I check and then float, by the time I’m closing the throttle in the float...well you know what happens after that...
VREF + 5 is the minimum approach speed. Carrying too much speed will increase the likelihood of floating down the runway! You might have seen it but I do have a tutorial which talks about calculating your final approach speed in the 737. th-cam.com/video/WsqkKCvS4Yc/w-d-xo.html Good Luck! FD2S
Hahaha! Very well observed sir! Also not advised to arm the APP with such a sharp intercept, it would've been more prudent to have armed VOR/LOC and then APP on final within one dot! Good luck! FD2S
Thanks. Also do you find the NGX a bit 'floaty' in the flare compared to the real thing? I've seen this discussed before but you could put the debate to bed?
The 737 does have a natural tendency to float if you're flying just a few knots above your target speed on final when initiating the Flare. If you start "checking" and your speed is VREF or less the real aircraft will land quite firmly. This will also be the case if you reduce thrust too early, especially landing with Flap 40 due to the significant increase in drag. Small inputs using a computer joystick would involve a far larger input using the control column so the tendency to flare using flight sim is greater. Both in real life and in the sim if you initiate the CHECK, CLOSE, HOLD correctly and the correct height/speed it will settle quite nicely within the touchdown zone. Hope that helped to answer your query! FD2S
Hi there, first off thanks for making these amazing videos! So I was flying on vatsim earlier and was told to expect a late landing clearance, and it was given very late landing clearance, very shortly before going over the threshold- what point would you turn on the retracts? Would it be when you're told to expect a late landing clearance?
I'm still a little confused on how to get the range rings to appear on the navigation display. I am not using the PMDG NGX, but, rather, I am using the ZIBO 737 (as I understand you were just introduced to! The community is excited to have you on that) and I don't know how to get the rings to appear. It has to do with the WXR Radar, right?
Hi Joe N. The fix rings are unrelated to the WX Radar! We use the fix page in the FMC and the runway in use at our destination. You simply write for eg "RW27" and insert it in the fix page and for a ring you put /4 or /10 to create the green circle around the threshold of the respective runway. Hope this helped, I will try ZIBO's 737 soon! FD2S.
This is an awesome video! My only problem I find is that when I raise that nose 2.5 degrees at 20 it always seems to float on me. Sort of like it did in the video but usually worse. Is this a PMDG thing or I just need to keep refining my technique?
Hi Intmir The PMDG does feel a little "floaty" but the 737 does have a natural tendency to float if you're flying just a few knots above your target speed on final when initiating the Flare. If you start "checking" and your speed is VREF or less the real aircraft will land quite firmly. This will also be the case if you reduce thrust too early, especially landing with Flap 40 due to the significant increase in drag. Small inputs using a computer joystick would involve a far larger input using the control column so the tendency to flare using flight sim is greater. Both in real life and in the sim if you initiate the CHECK, CLOSE, HOLD correctly and the correct height/speed it will settle quite nicely within the touchdown zone. Good Luck! FD2S
Thanks a lot thepilotfrench If you're interested you can find me on Instagram and Facebook to see some photos and facts from the sim and real aircraft! facebook.com/flightdeck2sim instagram.com/flightdeck2sim All the best! FD2S
Hi there. I've been a casual FS2004 player for years now, and I just wondered if your 737 NGX tutorials apply to the 737-400 for general procedures and practices? One other question. When disengaging the autopilot, the trim is already 'autopilot-set', such that the nose lifts significantly, and isn't helpful for maintaining the descent. Is it me (i.e. have I selected the wrong speed for the angle of descent)? Is it FS coding? Depending on weather conditions and weight, I generally approach with Flaps 30 / 150 KIAs or Flaps 40 / 140 KIAs, and use descent between -600 and -800. I do tend to short-hop a lot, and land with 75% or more fuel on board. Don't be afraid to correct me thoroughly. If it sorts this nose lift problem, it's worth it. :D Many thanks.
Hi there! Yes this landing technique will work nicely for all variants of the 737. When flying to an Autoland the stabilizer automatically trims nose up at 400ft so if you disconnect it will pitch up, this shouldn't happen on a single channel ILS. In real life your landing weight will affect your final approach speed primarily and can vary considerably (Light weight as low as 110kts or if at your max landing weight as high as 150kts) FD2S
Question, I cannot engage CMD B for autoland. When I press it, it turns off within seconds. Loc captured, G/S captured and stable approach, then I engage CMB B but turns off .. whats my mistake please
Ive been simming for almost 20 years but you taught me a lot today. A question though, chart reading,any good sources on how to properly read a chart? Something im really struggling with.
Hi Arno and welcome to the channel! I have a few tutorials geared towards interpreting to charts and all my livestreams I brief charts in full. They’re all accessible on my channel and here are all the flights completed to date www.google.com/maps/d/viewer?mid=1U_gpQ_CGrqNQLv4-QFLdZeAU6MXykOs2&hl=en_US&ll=18.104123418821125%2C30.252335827798916&z=2 SID Briefing - th-cam.com/video/Szer2-8xekw/w-d-xo.html Approach Briefing - th-cam.com/video/bYIybZap0FE/w-d-xo.html Hope you’ll enjoy them! FD2S
I've been simming for 15 years and I've just moved to Zibo in Xplane and suddenly everything I'd practised has gone out the window totally as the flight dynamics seem to be much more accurate. I've practised and practised and applied what you've said but I there's something I still don't get - you said aim for the PAPIs, which on my replays I'm doing perfectly - however as a result of doing so, after flare the touchdown is considerably further down the runway than the touchdown markers (and the tyre marks!) I'm interested to know if you know what a typical touchdown FPM is, perhaps I'm overflaring by half a degree? All the VAs online seem to go on and on about greasers despite them being unrealistic, and I'm curious to know what FPM is classed as standard in RL. Thanks
@@flightdeck2sim exactly, i've read about firm vs hard landings which is why these VAs and their sticklers for greasers confuse me... thanks very much!
Hi there hope you will make a tutorial for a crosswind landing or a headwind with gust . Especially on approach if there is a gusty weather thrust movement changing very rapidly and getting really harder to keep Vref . Because of insufficient rudder usage as cadet we are landing on left or right side :)Waiting your advices.
Hi cagatay This will help you if you haven't seen it already! th-cam.com/video/tzb5ng3GWvo/w-d-xo.html Crosswind Landing Tutorial will come in the future. FD2S
Your videos are fantastic! I am sorry I haven't found these before. They would have saved a lot of frustration and disappointment. Thank you, Thank you, Thank you!
Hi FD2S. Why on EARTH haven't I sub'ed to you before!? Great videos! But I have just alittle request, for this particular playlist. Would you mind correcting the chronology of the playlist? It starts with the last video. Nevertheless, Great work, love your channel! Keep up the great work! ;) Regards, Jesper, Denmark.
+flightdeck2sim Does closing the thrust mean the same thing as when you would put the throttle to idle on something like a C172? I have the Pro Flight Throttle Quadrant system because I also fly GA’s in FSX.
Hi Kevin, In a Cessna you’d typically remove the power and hold the aircraft off the runway. If you do that in a 737 you’d land VERY HARD The approach is also flown in the opposite sense to a single engine piston aircraft. In a 737 thrust controls speed, in a light aircraft your pitch controls speed. Take a look at my “Landing Tutorial” for the technique to use to land a 737. FD2S
Andrew Grey it could be quite different on corporate jets, certainly on a swept wing, under slung jet engine aircraft the way I described is applied! FD2S
You control the "power" (thrust) with the thrust levers. Speed is a matter of thrust, pitch and environmental influences (wind, atmospheric pressure etc.)
Hi Trucking In the uk. Speed is directly controlled by thrust yes but like in all aircraft, if you descend your speed will increase and if you climb your speed will decrease. It really isn’t too dissimilar to a car going up or down a hill, you use the accelerator pretty much the same way would the thrust levers! Hope that makes sense! FD2S
I notice you dont have a ground speed indicator. I find I really need mine when taxiing. So how about a taxi tutorial :) Really appreciate your vids. Too long its been the blind leading the blind!
Hi Bald Eagle. Thanks a lot! Not sure where you've been looking but the indication for your ground speed is top left of the ND. It's the only source of information used during taxying and frequently used! I am planning on making a tutorial covering taxying. I do briefly explain the procedure with Part 1/3 of my full flight tutorials. Good Luck! FD2S.
ok.... I have a ground speed indicator bottom left on the PFD under the speed tape. Its selectable within the PMDG config. At what speed would you do a 90 degree turn onto a stand? As you may know the MSFS coefficient of friction is not realistic and if I start the turn at 5 knots its 0 knots after the turn :) At 0 degree pitch 40 flap you would effectively be doing a 'greaser' or am I not understanding your Check Hold Close technique?
Hi Le Ashia. I wasn't aware the MSFS coefficient of friction was unrealistic, I felt it wasn't too far off. In the real 737 you'd probably stop if you entered a turn at 5 kts with idle thrust due to lack of inertia. With regards to aircraft attitude in a large aircraft like a 737 your attitude can vary considerably based on your configuration, weight and airspeed. For example in level flight at 3000ft at around 200kts you need an Attitude of 6 degrees nose up at maintain altitude. If you increase your airspeed to 300kts you'd then need approximately 2 degrees nose up attitude to maintain 3000ft. Try it out! Level off and increase the airspeed with the A/P engaged and notice how the aircraft trims nose down and lowers the attitude to maintain level flight as the amount of lift increases. Raising the nose by just one or two degrees in a 737 will give you an immediate and substantial change in either rate of climb or descent. The same input on a light aircraft is unlikely to have the same effect. The setting of 0 degrees attitude, Flap 40 at 60 tonnes is what you need to maintain a 3 degree glidepath (approximately 750fpm rate of descent). This is a reference attitude and thrust setting and small change will need to be made to ensure you fly the approach accurately. I hope this makes sense! FD2S.
Hi there! Thanks! Yet to try Xplane or P3D so I can't really compare, might look into using in the future! FSX and the NGX allows me to pretty much replicate and fly the aircraft as you would in real life. FD2S
Hi Ronald, To ensure automatic speedbrake deployment at touchdown the speedbrake must be armed! With the thrust at idle, as soon as gear strut compresses on touch down and the wheel spins up the speedbrake lever automatically moves up (so long as it's armed) FD2S
By placing the start switches in continuous we're providing a continuous of source of ignition to the selected igniter (L or R). In critical phases of flight (T/O and Landing) and in icing conditions we ensure a continuous source of ignition as it reduces the chance of a flame-out. FD2S
How do you ensure the transition from autopilot to hand flying is smooth and the trajectory of the aircraft doesn't change suddenly? (keyboard and mouse only)
Hello my friend, one question if you could explain for me - TRA - we all know varies from country to city -in the real world if clear to final cruising Altitude do i still need to wait to passing the TRA to set STD or we can set STD in Advance,same with arrival ? please if you could clarify this for me, will be really appreciate,
Hi Captain-Raju. If cleared to a FL after departure we set STD at 3000ft (SOP specific) On descent we set QNH as soon as we’ve been cleared from a FL to an Altitude FD2S
Hi Charles, This is an example of the stabilised approach criteria used by many operators and applies to pretty much all approaches. This is the stabilised approach criteria we use. FD2S
Hey F2DS, i've been flying the PMDG 737 NGX for about a year now on p3d. And even after so much practice, i just can't get the flare right. i always end up either flaring so much that my airplane gains another 10 feet or manage a firm landing, but wanting a smoother one, keep pulling up and still am during touchdown so that results in a bounce... I have a few questions : - I'm always looking outside during the landing, just checking the PFD for airspeed. During the flare, i just can't get the right flare amount purely by looking outside. Is it a crime to look at the attitude indicator during the flare? - I can't seem to get how much flare is required sometimes a gentle pull makes the plane float. Sometimes an abrupt strong pull makes it descend to hell trough the ground as well or bounce. I notice many pull up just a bit at 50 or a bit earlier to already have a lower descent rate so they have an easier time with the flare. Is it recommended to do that? Or should i continue to practice your technique of doing one big pull at 20 feet and closing the thrust levers? Because i can never seem to understand how much of a pull is needed. Thank you, Kind regards, Danil
Hi Danil. Make sure you keep looking outside! Truthfully it’s difficult to use a fixed height to initiate the flare (check/close/hold) as there are so many variables (ROD over threshold/gross weight/flap setting/speed) It’s just about judging the closure rate to ensure a smooth(ish) touchdown within in the touchdown zone. Keep at it and you’ll eventually crack it, you’ll always have the odd firm one (I do!) Good luck! FD2S
Hey man. Nice video! I saw you on Doofer's stream and came to check you out. These videos are really entertaining and informative. It's nice to see the real life procedures explained; they are really helpful! A quick question, you mentioned a few times about reverse detent, what is this and how do I configure something like that in FS. Thanks, Brad
Hi kn0pee and welcome! Thanks for your kind words! When you manipulate the thrust lever on the real aircraft after touchdown and move it to the reverser interlock position which is called detent no1 (Idle reverse) it should give you ground idle, around 22% Second Detent, when you move the reverser to the 2nd detent position = 75% N1 Max Reverse = 82% N1. FCOM 2 that comes with the product will show what the positions of the thrust lever are for each one of these settings. With FSX when you hold down F2 and let go you can stop moving the thrust lever in between the detents and you'll get the appropriate N1 setting, you wouldn't do this in the real aircraft! Hope this helped answer your query! FD2S.
Have you considered making and selling an in-game tutorial series? Like the ones included in FSX with Rob. That would be very very cool. I would pay for it.
Hi guitarman2341! Thanks a lot for your support and kind offer! I wish make my videos available for free, donations during streams are always greatly appreciated but most definitely not needed! FD2S
I can absolutely see why you are a trainer, your presentation, explanation and delivery are brilliant. As per my previous feedback, I'm learning more than ever with your quality videos. 👍👍
Thanks a lot robert48tube! I can assure you the level of tuition I provide is identical to those on the Type Rating!
Take care!
FD2S
I should hope so, we're all coming for a job at the end of this!
These tutorials are what I needed. Especially the ones with FMC and ILS landing. Half of the times I'm like "now wtf is this thing doing?" or "What is that message... did I not.. omg I didn't set that".
There should be a flightdeck2sim for every aircraft in FSX/P3D
CraZy291 haha thanks a lot! I might look into using other aircraft in time, including all the aircraft I flew to get to this stage and other Boeing aircraft too, they all essentially have the same layout!
It will always primarily based on the 737, that's my area of expertise!
All the best!
FD2S
XP11, not to forget ;) ;)
747 or 777 maybe someday? =)
Oh deal lord please.
CraZy291 I
Finally someone who actually explains what to do and why and in a simple manner instead of just showing what buttons to press to make the aircraft do the right things. I should really watch loads more especially if you have videos on the FMC (because i can barely set it correctly although i do manage to get the right places but not very smoothly and i don´t understand half of the things).
Thanks Ryan, this is the exact technique we use, is taught and apply everyday 👍🏼
FD2S
After I have taken a break from the sim life, I always comeback for the refresher. You sir, as I've stated in the past, are the man.
The only fsx video tutorials I actually listen too ! can clearly tell ur a pro ! Keep up the good vids . Very helpful !
Hi STEFANO,
Thanks a lot and welcome!
FD2S
Hey FD2S, just want to say you're doing a great job with these vids.
My university's aviation program is fortunate enough to have its very own CRJ-200 FTD and I just completed my 10-flight session in that as of this writing... my instructor's generalization that "they're all basically the same" really rings true as I watch your tutorials. While a few of the particulars are obviously company- and aircraft-specific, I constantly find myself nodding and thinking, "yep, that's how I do it, too!" - which I suppose is equal parts credit to my own instructor's teaching as well as yours!
Anyway, keep up the good work, and happy skies! :)
Hi EnDSchultz1 thanks a lot and welcome!
I'm unfamiliar with the CRJ but from a multi-crew perspective you're quite right, no matter what you fly the general principle/procedures is pretty similar, just tailored to companies procedures/SOP's
Take care,
FD2S.
Subbed! Love these videos. I usually fly the pmdg with autoland because I'm so terrible at landing, but your tutorial helps out immensely!!!
Welcome Jonathan, practice makes perfect! You'll be hand flying approaches in no time!
FD2S
Just a question. Is it true the 737 sways left and right on the runway upon touchdown and during takeoff?
thanks for all your advises... you're doing a job that most of us have always wanted to do ... and you're sharing your knowledge with us... you're great...thks.
Thanks a lot Alain, you're most welcome!
FD2S.
damn!! this helped me so much! my landings on the 737-800 used to be hard and butter landings were something i could acheive only once per 50 attempts. this video taught me the proper technique to consistently manage smooth landings without the airplane floating. thank you!
You're welcome Nicola! May I wish you many safe and buttery landings!
FD2S
wow awesome content, my cousin flew a 737 for southwest and naturally I adopted it as my favorite aircraft, simulating low visibility ILS landings gives me goosebumps every time! watching those structures and approach lights appear out of the fog, what a thrill! I've been on about 14 flights all over the place (using a standby ticket he got me ;) ) it was brutal, sleeping in airports and whatnot but id happily do it all again for another flight on that wonderful aircraft! you got my sub and my like, ill be binge-watching all of your stuff within the next week I'm sure :)
Hi Faye V, thanks a lot and welcome.
Jump Seating was my first insight prior to Line Training, you can learn a lot from just watching! Glad you enjoy my content, just a little insight. I grew up with flight sim and it's something I enjoy sharing with you guys, I would've certainly loved someone in my position to share their knowledge when I was on FS2004!
FD2S
yea your videos help so much! FS 2004 was my first sim and holds a special place in my heart, I started playing on my windows 98 after being inspired by an airshow at Chanute Air Force Base (about 200 meters from my house at the time!) I'm not sure what it was, it been a long time so its a bit blurry but something made thunder and I wanted more! haha funny looking back on it all now, not knowing anything about how actual aircraft fly... just throttling up and pulling back on the stick LOL my friends were very impressed.
Great video! Really cool that you are a real life pilot instructor and are helping people have more fun with home sims.
Hi LockVids, I replied to your other comment!
FD2S
Great video. It is one to watch over and over again. Thank you.
Hello, Captain. I congratulate and thank you for such an objective tutorial. Keep up the good work and we will highly appreciate your teaching efforts. Larissa.
Thanks Larissa!
FD2S
Really good Mate.. thanks for the post.. It's very obviously that you're a real world pilot, when compared to some of the others that post "tutorials." I can really see that you become a systems manager rather than a hands a feet "hand jam" pilot with the airlines, so basics like this is important even though you're only taking over for the last minute of the approach.
Hello again, you're most welcome and you hit the nail on the head.
Pilots these days do need to be system managers to efficiently and safely fly modern aircraft (if you can call the 737 that!)
Pilots still must daily demonstrate the raw skills which requires years of training when the going gets tough. On a 4 sector day with winds over 50kts etc it gets interesting and we're exposed to all the "nasties" every 6 months!
Hope you enjoy my content and thanks for the kind words!
FD2S
Very simple and clear video! I was close just following my instinct.... Followed this procedure without knowing it, but I flared at 30 instead.
Cool! This is exactly how it's done!
FD2S
Well done Capitano :)! You really explain well and make it easy to follow :)
Thank you so much for the tutorial. I’m going to apply this technique. I’m transitioning from the CRJ900 to the B737 and been having issues below 200 feet. The 900 needed a change in pitch of almost 10 degrees from approach to flare. Not the 737. I think I’m leaving a little nose up trim and when I look outside, I relax my arm and let the pitch rise and I go high. Any additional is appreciated
Noticed that he engaged APP mode before being lined up with the runway even though the GS indicator was centered up. I'll have to try that because I always engage the localizer and wait for it to start moving toward center before hitting the approach mode.
Hi RKDriver,
You can arm the APP form above but this is typically not best practice. We're actually permitted to arm APP when above the G/S but there a few things we must ensure in real life. Seeing I self positioned onto a short final in this tutorial I didn't replicate too well the correct procedure! (It was primarily abound the Landing Technique after all!)
You must make sure you're established on the LOC and G/S must be captured by 5nm, this is something I should've made clearer!
This guidance is operator specific specific and other SOP's may vary!
I hope I answered and doubts in your mind!
FD2S.
Excellent job instructing, flying, and using sim features! You teach quickly, but with pause/rewind, I can easily keep up. Efficient training for anyone with some experience.
Hi, awesome video! a ryanair pilot told me to wahch your vids cause they're awesome tutorials, they are indeed!
Using the PMDG 737 Ngxu I always get the Nose Tire Balance failure. How can I avoid this?
Hi, I know that this video is old but doesn't mean it's not great and helpful!
Can you please share where you got the N1 & pitch table from?
Thanks
Great episode man i'm really glad were getting some good info here, just letting you know I believe the N1 was low at 6:17 because you were a little high on base at least compared to the computers calculated glide slope and it was descending a little faster as a result. But yah A+ no issues at all.
An absolute delight to watch your videos Captain.
You’re most welcome Shaker Saleh 👍🏼
FD2S
Who needs flight school when we got you! Thanks for the awesome content my dude.
Thanks a lot Gilles, glad you enjoy the content and welcome.
FD2S
Great video. I struggle to land centered on the runway. But i noticed you didn't land aligned with the centerline. Is this normal?
awesome video! I loved the fact you properly explain how to correctly land, it was really methodical which makes it really easy to follow, thanks!
+FIREBLADE103 thanks! Exactly how it's taught during the type rating and on the line.
FD2S
What do you think about you do a crosswind landing tutorial ?.. demonstrating the crab technique?
Hi Allan, planning one in the future 👍🏼
FD2S
flightdeck2sim :)
First video I saw! Liked the experience! Nice one @flightdeck2sim !
Miguel Rocha (Crums) thank you Miguel! You’re my new no1 fan!
Hi flightdeck2sim, hope you well, again i just wanted to say a big thanks to you, for your effort and hard work, me personally watch all your tutorial and try my best to learn from there, i believe all serious simmers will get benefit from your tutorial, i can surely say you are very kind & cool person that is why you spend your valuable time & efforts for flightsim community again big thanks, be healthy & happy.
Well that’s a seriously cool and kind comment my friend! Thanks a lot!
FD2S
Absolutely brilliant, a real PRO. Thanks for sharing.
You're most welcome Fernando and welcome to my channel!
FD2S.
Great video! Have a question...what is exactly "manual breaking"? Does it mean you turn the auto break off and start breaking using pedals? Is there a speed you start doing this or is it up to the Pilot? Once on the runway, what goes out first, reverse or auto brake? Thanks!
reverse go out first
As a RL pilot myself, i was shocked by how the famous PMDGs 737 doesn't pitch depending on power. That makes most RL techniques inapplicable as those will make you float really bad in the PMDG
Hi Eddie,
Yes although simulated it's not as pronounced as you'd get with a commercial aircraft like the 737 with underslung engines but it's close enough to apply "check, close, hold"
FD2S
flightdeck2sim probably, yes. However, one has to be really gentle and precise with the pull in the PMDGsim. A gust here would even force you to push nose down, which is highly unrecommended on the real one. Overall, i find the PMDG much better for procedural training. Zibo w/ Aerosim on the other hand, have got those landing dynamics pretty much spot on. Best regards and thank you for the reply.
Excellent tutorial.One question, why turn off the autopilot is it to keep your hand in?Thanks for video .I think I'm in good hands
here.
Hi Jack, thanks for the compliments!
Well the most fun part is to land manually! We very rarely conduct Autolands, only when the visibility is pretty poor. Workload/weather permitting we can in controlled airspace fly manually.
FD2S.
I would like to ask you one thing, flying the pmdg i noticed that the 7-800 it slows down very slowly even to go from 220 to 180 knots it takes alot of miles in level change, do you think from your experience that the real Aircraft behaves like this, or the drag ration is a bit wrong in the game? Thank you.
Both the NGX and ZIBO MOD are very slippy just like the real life counterpart, they can be difficult to slow down especially when descending.
FD2S
Nicely done, Sir. Firm, and without the infamous "Boeing Bounce." Subscribed. :)
Any landing you can walk away from is a good one.... 👍🏼
FD2S
hi pilot your tutorials are nice... ı want to ask a question about pitch mode.. you are always engage the autopilot at app. 1000 feet. here is my question.. which pitch mode will engage after bug up (speed up) without a/p engage ??? to/ga ??
Hi RAHMICAN.
It would remain in TO/GA until reaching your cleared MCP Altitude and transition to ALT ACQ (so long as you didn’t engage VNAV prior to take off otherwise VNAV SPD will engage at 400ft)
FD2S
thank you for answer and you are absolutely right .. before you answer ı tried to figure out the fma modes in xplane 11 and it remained in toga until mcp altitude or selecting another pitch modes when a/p is disengaged. (ı dont generally engage the vnav on the ground ı would wait to select until the clean speed :) )
Well I’m glad I got the answer right, thanks for the surprise test!
FD2S
Brilliant landing. Could you please explain how you use the radar paddles in the air before you land . Also if you are using them in these tutorials. I see most videos online have not addressed that issue and many simmers end up just using the cat3 ILS instead of manual landing.
Thanks!
Rudder used during the flare to de-crab crosswind in most cases.
FD2S
So i've just found your channel and am binge watching your vids, and i'm noticing that you seem to be using pitch for altitude and power for speed during final approach, instead of the pitch for speed and power for altitude that's been drilled into me during PPL. Could you elaborate on that? Is it something that changes with bigger planes, or specific to the 737?
Hi Nico, exactly!!! On a light aircraft Power = Pitch/ROD, Attitude = Speed.
The exact opposite applies on a large jet commercial aircraft.
Thrust = Speed - Attitude = Pitch
This is primarily due to the fact the 737 has under slung engines. Any change in thrust setting will result in a change of attitude as the thrust vector is below the C of G. They're also incredibly powerful!
When we get cadets starting their type rating they initially apply what they know and change their thrust to alter their attitude which is not desired. All they end up doing is massively accelerating/decelerating.
Hope this helped answer your query!
FD2S.
very nicely done, learned a lot from this video. thank you FD2S
Thank you very much for the video! I am really pulling my hair out with the PMDG 737, as much as I love her ... and so many people tell me that "she just floats, nothing you can do about it, PMDG physics". So, apparently the flightmodel isn't that broken and practice and persistence can actually help me master her? May I ask which version of the PMDG did you use?
Good day!
I no longer use the NGX, I’ve moved to XP11 which is a far superior Sim. You should try the ZIBO MOD, it’s already of a payware quality with more and more systems working accurately, also handles true to the real aircraft 👍🏼
FD2S
man it shows that your a pro !
Haha thanks, I'm just showing you what we teach during the Type Rating 👍🏼
FD2S
no no no! you really really are at the top! Nobody in the TH-cam :) explains and executes like you do. i've seen all your vids and eventhough i allready watched hundreds of tutos about the pmdg 737 i still learn a hole lot with yours vids thank you
FIFOU DUBLED haha well I do fly and teach people how to fly this tin can for a living! I just grew up with flight sim and it's something I enjoy sharing with you guys, I would've certainly loved someone in my position to share their knowledge when I was on FS2004!
Take care!
FD2S
great video! With my pmdg 737, it doesn't call out "minimums" and "approaching minimums". I must have not put some information in somewhere. Can you please help me. The cockpit still calls out the altitude though.
Hi Captain Merk!
The PMDG FMC settings under MENU allows you to configure the aircraft to make these calls. Consult your PMDG manual on how to do it!
FD2S
Hey, I have noticed you're using Baro alt for this ILS approach? Why? I thought you would only be using Baro altimeters for a non-precision approach. Thanks in advance!
Hi Alex,
For a CAT I ILS we reference the minima which is based off a DA (A being Altitude - Height above sea level)
We set the DH for CAT II/III at my present operator.
FD2S
@@flightdeck2sim now it's clear. Thank you for the reply!
Great video ! question, At 7:00 u said something I couldnt understand. Flight Simulator is difficult to land or real life? How you compared menuvering b/w two
Hi again Kk,
Yes I was a little hazy! Essentially using a joystick with no feedback I find a little more challenging to land! Small inputs using a computer joystick would involve a far larger input using the control column.
Good luck!
FD2S.
flightdeck2sim Joysticks over react !
How did you learn this info?
I am a big fan of your excellent videos. Question, are the flight characteristics/ flight behavior of the PMDG anywhere near the real deal? Seeing you how you enjoy the sim 737 makes be believe that it is pretty damn close to the real world 737.
Hi 702Wolfi
Thank you very much for your kind words!
The NGX is a very accurate rendition of the real aircraft and certainly something I can use to improve my knowledge.
There are some subtle differences between the NGX and real aircraft which I always try to bring to your attention but the flight model is pretty sound.
Attitude and thrust settings for a given gross weight are not too far off the real aircraft but it’s not so good at holding the magenta line on SIDS/STARS and maintaining holding patterns. Sometimes it can struggle to hold altitude. For what is essentially an entertainment product it’s certainly worth the investment and it’s realistic enough to accurately show you how to operate it using my companies SOP’s
All the best!
FD2S.
Thank you very much for the info FD2S! Now I have an even bigger smile on my face when flying the PMDG. Having an highly experienced real world aviator like you in the sim community is simply awesome.
Cheers sir!
Great video! Would be nice to see a video on how to set the auto break setting...like apart from runway lengthy what else effects it? Is it software that chooses it for you IRL? Thanks
Hi ZeeMuffenMan, thanks a lot!
We use the Boeing OPT IRL to calculate our landing performance. Our Autobrake setting is based on several factors but we follow the maxim "Brake to Vacate", essentially working out which taxiway we'd like to exit and then select our Autobrake setting based on that.
Might like a little tutorial in time!
FD2S.
sorry to ask a stipid q, what speed on final approch in kts? 120kts 130kts??
I have a few questions capt. I watched your video hundreds of times and flying virtually for two years and i still have problems :/
1- You said that at 20 ft you should check the attitude but in your some videos you flare later or earlier, how to determine the exact flare time? Even in this video, you started pulling at 30 ish ft.
2- How do you determine your pitch while looking towards the end of the runway?
Cheers
Hi captain, question .. in ILS DME approach, the approach plates says to fly towards VOR which is holding point as well (in case) and then make a descending loop to intercept ILS .. I m trying understand that does this happens in real life as well? Because I never observed while traveling ever that plan is right above airport and then making loop to intervept ILS. Generally, it keeps desecnding the takes left/right turn and intercepts ILS. Can you explain this? I hope u got my question
Hi Kk,
That's the procedural approach when radar vectors cannot be provided (see Procedural Approach Tutorial) You'd fly outbound from the VOR and essentially make a 180 degree turn to intercept the Approach.
Good Luck!
FD2S.
flightdeck2sim Do you fly this real as well, making 180 turn from VOR or un real life Radar vectors are there and directly proceed for ILS interception? Pardon my techincal language :)
Airliners VERY rarely, if ever, do those sorts of full procedures on ILS approaches these days because anywhere they go is going to have radar coverage and therefore ATC available to give them vectors to final approach course. At least, that much is true for developed countries.
Using VORs for navigation and approaches is rapidly disappearing among air carriers in favor of RNAV/GPS. Horizon Air, for instance, a regional subsidiary of Alaska Airlines, is even prohibited from VOR approaches in their SOP's. This is because they are certified for very precise RNP (Required Navigation Performance) approaches with GPS... it's just so much safer and more accurate that VOR's are totally obsolete by comparison.
I noticed from the landing table you showed that a flap40 approach attitude should be 0 degrees? Can you elaborate on that?
Hi fd2sim. At what point do you initiate the flare? Also I did note that your attitude did drop after closing the throttles. Was that because you felt you were floating? I find this aeroplane hates landing! It will be still above the ground at 115 kn if you apply enough stick.
Hi Le Aisha.
If you come over the threshold at the appropriate rate of descent we initiate the flare by "Checking" at 20ft. It was a very small correction in this tutorial to ensure we didn't float too much, we DO NOT want to keep pulling back as I explained in this video!!!
If you do you'll use up valuable runway and in the 737-800/900 you will increase the risk of tailstrike. After closing the thrust the nose will want to drop due to the thrust/pitch couple which isn't as apparent with the NGX as it is in real life!
I hope this makes sense!
FD2S
Could I please ask a couple of questions? Regarding turning off autothrottle for landing manually; is the logic for this to do with go-arounds? Because it always struck me that to add manual control of speed at a time the PF should be concentrating on altitude and attitude seems a bit bizarre.
Likewise the winds guidance on the ND disappears on final - just at the time you need it most?
Question, You use yaw movement on touch down to follow centre line .. Are you using rudder padels hardware or you get yaw or via Joystick twisting?
Using unrealistic joystick twisting!
FD2S.
Why do some pilots usualy use flaps only in 1 - 5 - 15 and 30 or 40 position during landing? Is it rules of their company? I ask, because the standard 737 FCOM recommends use only these flap positions
Hi FD2S,
Discovered your channel today and, being a virtual NGX pilot, I've got to say, you've got me hooked.
I did have one minor question though: I noticed you stating that this landing technique was specifically for the 737-800; is there any difference when it comes to other variants of the NG? I generally fly the smaller variants, specifically the -600, much more than I do the -800. Therefore, I'd like to know if there are any differences when it comes to flying a smaller, lighter variant of the same aircraft.
Keep up the good work!
Hi Spoon LGNX. Thanks a lot and welcome!
I'd be VERY surprised if this technique did not apply to all variants of the 737! We fly the -700 too which is quite a bit shorter and the same technique applies.
All the best!
FD2S.
Hi FD2S, thanks again for the great tutorials! Hopefully you have time to answer the following question. I managed a lot of ILS approaches except one of RW09 EGLC. When i am established on the localizer and correctly following the gs (5,5 %) everything is ok. At 1200ft,i disengage the AP and A/T to fly manually. What i see is that often overfly the approach looking at the PFD glidescoop indicator (so too high) but the papi showing two red / two white. Result, a too hard landing after touchdown zone or i have to go around because i have only half the runway left. Do you have any suggestion? Many thanks again!
Hi there!
Firstly LCY has a glidepath twice as steep as a conventional ILS, I don’t think a 737 is even authorised to land there! The PAPI’s I think are set to this steeper angle and I guess the ILS doesn’t or cannot be at the same angle. Unfamiliar with the approach but you’ll really struggle to get a slippy NG in there!
FD2S
flightdeck2sim thanks for the quick reply. Didn’t know that 737-800 is not permitted to land on EGLC. I was under the impression that if a chart, in this case for rw09, is stating minimums for catC aircraft that it automatically will mean approval for landing of those types. Of course for straight in landings only. 👍🏻
It could probably get authorisation but you would have to have really light loads to get in and out, I don't think it would be commercially practical for an operator to use!
FD2S
How do you quickly engage the reverse thrust? For me it always takes a couple seconds for them to engage. I close the throttle to 0, touch down, but no matter if I use a joystick button or a keyboard key, I can’t get a quick reverser engagement.
Hi Matthew,
For XP11 I use Ctrl /, for FXS Steam I hold down F2!
FD2S
flightdeck2sim ah, okay. Thank you!
I really appreciate the reply and your expert input! I guess that brings me to the another question since you brought speed into it. Do you do wind correction for Vapp or just Vref +5? I’m wondering if my speed is too high during the flare. I check and then float, by the time I’m closing the throttle in the float...well you know what happens after that...
VREF + 5 is the minimum approach speed. Carrying too much speed will increase the likelihood of floating down the runway!
You might have seen it but I do have a tutorial which talks about calculating your final approach speed in the 737.
th-cam.com/video/WsqkKCvS4Yc/w-d-xo.html
Good Luck!
FD2S
Arming approach more than 1 dot high!! (tongue in cheek)
I'm sure FD2S has taught us otherwise ;-).
Thanks for another great vid.
Hahaha! Very well observed sir!
Also not advised to arm the APP with such a sharp intercept, it would've been more prudent to have armed VOR/LOC and then APP on final within one dot!
Good luck!
FD2S
Thanks. Also do you find the NGX a bit 'floaty' in the flare compared to the real thing? I've seen this discussed before but you could put the debate to bed?
The 737 does have a natural tendency to float if you're flying just a few knots above your target speed on final when initiating the Flare.
If you start "checking" and your speed is VREF or less the real aircraft will land quite firmly. This will also be the case if you reduce thrust too early, especially landing with Flap 40 due to the significant increase in drag.
Small inputs using a computer joystick would involve a far larger input using the control column so the tendency to flare using flight sim is greater. Both in real life and in the sim if you initiate the CHECK, CLOSE, HOLD correctly and the correct height/speed it will settle quite nicely within the touchdown zone.
Hope that helped to answer your query!
FD2S
Thank for the feedback. Yes ,I have found small inputs on the sim are the way forward. All too easy to balloon it if heavy handed.
Hi there, first off thanks for making these amazing videos! So I was flying on vatsim earlier and was told to expect a late landing clearance, and it was given very late landing clearance, very shortly before going over the threshold- what point would you turn on the retracts? Would it be when you're told to expect a late landing clearance?
Very useful video thanks a lot mate!
I'm still a little confused on how to get the range rings to appear on the navigation display. I am not using the PMDG NGX, but, rather, I am using the ZIBO 737 (as I understand you were just introduced to! The community is excited to have you on that) and I don't know how to get the rings to appear. It has to do with the WXR Radar, right?
Hi Joe N.
The fix rings are unrelated to the WX Radar! We use the fix page in the FMC and the runway in use at our destination. You simply write for eg "RW27" and insert it in the fix page and for a ring you put /4 or /10 to create the green circle around the threshold of the respective runway.
Hope this helped, I will try ZIBO's 737 soon!
FD2S.
If you mean the range arcs/rings with aircraft at centre then press the WXR button on the EFIS
This is an awesome video! My only problem I find is that when I raise that nose 2.5 degrees at 20 it always seems to float on me. Sort of like it did in the video but usually worse. Is this a PMDG thing or I just need to keep refining my technique?
Hi Intmir
The PMDG does feel a little "floaty" but the 737 does have a natural tendency to float if you're flying just a few knots above your target speed on final when initiating the Flare.
If you start "checking" and your speed is VREF or less the real aircraft will land quite firmly. This will also be the case if you reduce thrust too early, especially landing with Flap 40 due to the significant increase in drag.
Small inputs using a computer joystick would involve a far larger input using the control column so the tendency to flare using flight sim is greater. Both in real life and in the sim if you initiate the CHECK, CLOSE, HOLD correctly and the correct height/speed it will settle quite nicely within the touchdown zone.
Good Luck!
FD2S
It is so interesting ! I am learning a lot with your videos ! Thanks !!
Thanks a lot thepilotfrench
If you're interested you can find me on Instagram and Facebook to see some photos and facts from the sim and real aircraft!
facebook.com/flightdeck2sim
instagram.com/flightdeck2sim
All the best!
FD2S
I also like the 737, thanks for the videos!
Hello sir I have a question. Do you use a yoke type of joystick or more like a sidestick type of joystick? Thanks in advance. Great video btw!
Hi chocochip, thanks! I use a joystick for my tutorials, a control column would be better but a joystick works perfectly fine!
FD2S
flightdeck2sim Thankyou for replying this quick, really appreciate it
Hi there. I've been a casual FS2004 player for years now, and I just wondered if your 737 NGX tutorials apply to the 737-400 for general procedures and practices?
One other question. When disengaging the autopilot, the trim is already 'autopilot-set', such that the nose lifts significantly, and isn't helpful for maintaining the descent. Is it me (i.e. have I selected the wrong speed for the angle of descent)? Is it FS coding?
Depending on weather conditions and weight, I generally approach with Flaps 30 / 150 KIAs or Flaps 40 / 140 KIAs, and use descent between -600 and -800. I do tend to short-hop a lot, and land with 75% or more fuel on board.
Don't be afraid to correct me thoroughly. If it sorts this nose lift problem, it's worth it. :D
Many thanks.
Hi there!
Yes this landing technique will work nicely for all variants of the 737. When flying to an Autoland the stabilizer automatically trims nose up at 400ft so if you disconnect it will pitch up, this shouldn't happen on a single channel ILS.
In real life your landing weight will affect your final approach speed primarily and can vary considerably (Light weight as low as 110kts or if at your max landing weight as high as 150kts)
FD2S
Many thanks!
Question, I cannot engage CMD B for autoland. When I press it, it turns off within seconds. Loc captured, G/S captured and stable approach, then I engage CMB B but turns off .. whats my mistake please
Hi Kk,
It should engage so long as both NAV boxes are set to the active ILS frequency, APP is armed and above 800ft RA
flightdeck2sim Okey I guess, I put ILS frequency only in captain side .. not FO
I just wish PMDG would run the controlles like Majestic with Dash 8. Specially the 125Hz control fix.
Ive been simming for almost 20 years but you taught me a lot today. A question though, chart reading,any good sources on how to properly read a chart? Something im really struggling with.
Hi Arno and welcome to the channel!
I have a few tutorials geared towards interpreting to charts and all my livestreams I brief charts in full. They’re all accessible on my channel and here are all the flights completed to date
www.google.com/maps/d/viewer?mid=1U_gpQ_CGrqNQLv4-QFLdZeAU6MXykOs2&hl=en_US&ll=18.104123418821125%2C30.252335827798916&z=2
SID Briefing - th-cam.com/video/Szer2-8xekw/w-d-xo.html
Approach Briefing - th-cam.com/video/bYIybZap0FE/w-d-xo.html
Hope you’ll enjoy them!
FD2S
I've been simming for 15 years and I've just moved to Zibo in Xplane and suddenly everything I'd practised has gone out the window totally as the flight dynamics seem to be much more accurate. I've practised and practised and applied what you've said but I there's something I still don't get - you said aim for the PAPIs, which on my replays I'm doing perfectly - however as a result of doing so, after flare the touchdown is considerably further down the runway than the touchdown markers (and the tyre marks!) I'm interested to know if you know what a typical touchdown FPM is, perhaps I'm overflaring by half a degree? All the VAs online seem to go on and on about greasers despite them being unrealistic, and I'm curious to know what FPM is classed as standard in RL. Thanks
@@flightdeck2sim exactly, i've read about firm vs hard landings which is why these VAs and their sticklers for greasers confuse me... thanks very much!
Hi there hope you will make a tutorial for a crosswind landing or a headwind with gust . Especially on approach if there is a gusty weather thrust movement changing very rapidly and getting really harder to keep Vref . Because of insufficient rudder usage as cadet we are landing on left or right side :)Waiting your advices.
Hi cagatay
This will help you if you haven't seen it already!
th-cam.com/video/tzb5ng3GWvo/w-d-xo.html
Crosswind Landing Tutorial will come in the future.
FD2S
Your videos are fantastic! I am sorry I haven't found these before. They would have saved a lot of frustration and disappointment. Thank you, Thank you, Thank you!
Thanks a lot and welcome pappinr
FD2S
Thank you for this video, it explained a lot.
Hi FD2S.
Why on EARTH haven't I sub'ed to you before!? Great videos! But I have just alittle request, for this particular playlist. Would you mind correcting the chronology of the playlist? It starts with the last video.
Nevertheless, Great work, love your channel! Keep up the great work! ;)
Regards,
Jesper, Denmark.
Hi Jesper, thanks a lot and welcome!
I think it's set to play the newest first! If I get some time I'll rearrange the order.
FD2S
can you show the best/comfortable setting with the saitek yoke?
Hi DrayAAviation,
I'm use an old Logitech Extreme 3D Pro, just plug and play!
FD2S
+flightdeck2sim Does closing the thrust mean the same thing as when you would put the throttle to idle on something like a C172? I have the Pro Flight Throttle Quadrant system because I also fly GA’s in FSX.
Hi Kevin,
In a Cessna you’d typically remove the power and hold the aircraft off the runway. If you do that in a 737 you’d land VERY HARD
The approach is also flown in the opposite sense to a single engine piston aircraft. In a 737 thrust controls speed, in a light aircraft your pitch controls speed.
Take a look at my “Landing Tutorial” for the technique to use to land a 737.
FD2S
Andrew Grey it could be quite different on corporate jets, certainly on a swept wing, under slung jet engine aircraft the way I described is applied!
FD2S
Hi, can you explain please what controls the speed of the plane, is it the thrust leavers or do they just give you power ?
You control the "power" (thrust) with the thrust levers. Speed is a matter of thrust, pitch and environmental influences (wind, atmospheric pressure etc.)
Hi Trucking In the uk.
Speed is directly controlled by thrust yes but like in all aircraft, if you descend your speed will increase and if you climb your speed will decrease. It really isn’t too dissimilar to a car going up or down a hill, you use the accelerator pretty much the same way would the thrust levers!
Hope that makes sense!
FD2S
Hello, wonderful video thanks for that. Does this technique works for any aircraft? B777, 747, 380?
Thanks a lot!
I really can't give you an exact answer, only flown the NG. I'd be surprised if this technique was different.
FD2S
@@flightdeck2sim ok thanks a lot!
I notice you dont have a ground speed indicator. I find I really need mine when taxiing. So how about a taxi tutorial :)
Really appreciate your vids. Too long its been the blind leading the blind!
Hi Bald Eagle. Thanks a lot!
Not sure where you've been looking but the indication for your ground speed is top left of the ND. It's the only source of information used during taxying and frequently used! I am planning on making a tutorial covering taxying. I do briefly explain the procedure with Part 1/3 of my full flight tutorials.
Good Luck!
FD2S.
ok.... I have a ground speed indicator bottom left on the PFD under the speed tape. Its selectable within the PMDG config. At what speed would you do a 90 degree turn onto a stand? As you may know the MSFS coefficient of friction is not realistic and if I start the turn at 5 knots its 0 knots after the turn :)
At 0 degree pitch 40 flap you would effectively be doing a 'greaser' or am I not understanding your Check Hold Close technique?
Hi Le Ashia.
I wasn't aware the MSFS coefficient of friction was unrealistic, I felt it wasn't too far off. In the real 737 you'd probably stop if you entered a turn at 5 kts with idle thrust due to lack of inertia.
With regards to aircraft attitude in a large aircraft like a 737 your attitude can vary considerably based on your configuration, weight and airspeed.
For example in level flight at 3000ft at around 200kts you need an Attitude of 6 degrees nose up at maintain altitude. If you increase your airspeed to 300kts you'd then need approximately 2 degrees nose up attitude to maintain 3000ft.
Try it out! Level off and increase the airspeed with the A/P engaged and notice how the aircraft trims nose down and lowers the attitude to maintain level flight as the amount of lift increases.
Raising the nose by just one or two degrees in a 737 will give you an immediate and substantial change in either rate of climb or descent. The same input on a light aircraft is unlikely to have the same effect.
The setting of 0 degrees attitude, Flap 40 at 60 tonnes is what you need to maintain a 3 degree glidepath (approximately 750fpm rate of descent). This is a reference attitude and thrust setting and small change will need to be made to ensure you fly the approach accurately.
I hope this makes sense!
FD2S.
Nice landing, you ever tried Xplane 10 or 11? If yes, how do you feel it compares to P3D?
Hi there! Thanks!
Yet to try Xplane or P3D so I can't really compare, might look into using in the future! FSX and the NGX allows me to pretty much replicate and fly the aircraft as you would in real life.
FD2S
flightdeck2sim will you ever be flying the 737 max in real life?
Yes, we take delivery late next year. I hope PMDG update their NGX 👍🏼
FD2S
flightdeck2sim who do you fly for in real life? You looking forward to flying the max?
Speedbrakes armed before landing is that correct ? I don´t think so...
Hi Ronald,
To ensure automatic speedbrake deployment at touchdown the speedbrake must be armed! With the thrust at idle, as soon as gear strut compresses on touch down and the wheel spins up the speedbrake lever automatically moves up (so long as it's armed)
FD2S
@@flightdeck2sim Thanks and I learned something extra !
Quick question - why do they put the start switches to continuous on landing?
By placing the start switches in continuous we're providing a continuous of source of ignition to the selected igniter (L or R). In critical phases of flight (T/O and Landing) and in icing conditions we ensure a continuous source of ignition as it reduces the chance of a flame-out.
FD2S
@@flightdeck2sim Thank you very much sir for the reply - this makes sense! :)
How do you ensure the transition from autopilot to hand flying is smooth and the trajectory of the aircraft doesn't change suddenly? (keyboard and mouse only)
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Hi, what is your chaseplane settings?
Hello my friend, one question if you could explain for me - TRA - we all know varies from country to city -in the real world if clear to final cruising Altitude do i still need to wait to passing the TRA to set STD or we can set STD in Advance,same with arrival ? please if you could clarify this for me, will be really appreciate,
Hi Captain-Raju.
If cleared to a FL after departure we set STD at 3000ft (SOP specific)
On descent we set QNH as soon as we’ve been cleared from a FL to an Altitude
FD2S
Late, I know; but how do you find the conditions for a landing, like the one you displayed for Luton?
Hi Charles, no problem!
What do you mean my conditions? The Landing Technique or weather?
FD2S
It was @ 1:20, sorry. :s
Hi Charles,
This is an example of the stabilised approach criteria used by many operators and applies to pretty much all approaches. This is the stabilised approach criteria we use.
FD2S
Thank you :)
Nicely done
Hey F2DS, i've been flying the PMDG 737 NGX for about a year now on p3d. And even after so much practice, i just can't get the flare right. i always end up either flaring so much that my airplane gains another 10 feet or manage a firm landing, but wanting a smoother one, keep pulling up and still am during touchdown so that results in a bounce... I have a few questions :
- I'm always looking outside during the landing, just checking the PFD for airspeed. During the flare, i just can't get the right flare amount purely by looking outside. Is it a crime to look at the attitude indicator during the flare?
- I can't seem to get how much flare is required sometimes a gentle pull makes the plane float. Sometimes an abrupt strong pull makes it descend to hell trough the ground as well or bounce. I notice many pull up just a bit at 50 or a bit earlier to already have a lower descent rate so they have an easier time with the flare. Is it recommended to do that? Or should i continue to practice your technique of doing one big pull at 20 feet and closing the thrust levers? Because i can never seem to understand how much of a pull is needed.
Thank you,
Kind regards,
Danil
Hi Danil.
Make sure you keep looking outside! Truthfully it’s difficult to use a fixed height to initiate the flare (check/close/hold) as there are so many variables (ROD over threshold/gross weight/flap setting/speed)
It’s just about judging the closure rate to ensure a smooth(ish) touchdown within in the touchdown zone.
Keep at it and you’ll eventually crack it, you’ll always have the odd firm one (I do!)
Good luck!
FD2S
flightdeck2sim
Thanks, i’ll keep on practicing then!
Hi! Do you have any tips to improve my landings? Even though I use this exact technique most of them are extremely floated or extremely hard...
Hi Francesco,
Top tip.. practice, practice, practice. This technique is used every single day!
FD2S
flightdeck2sim thank you!
Hey man. Nice video!
I saw you on Doofer's stream and came to check you out. These videos are really entertaining and informative. It's nice to see the real life procedures explained; they are really helpful!
A quick question, you mentioned a few times about reverse detent, what is this and how do I configure something like that in FS.
Thanks,
Brad
Hi kn0pee and welcome! Thanks for your kind words!
When you manipulate the thrust lever on the real aircraft after touchdown and move it to the reverser interlock position which is called detent no1 (Idle reverse) it should give you ground idle, around 22%
Second Detent, when you move the reverser to the 2nd detent position = 75% N1
Max Reverse = 82% N1.
FCOM 2 that comes with the product will show what the positions of the thrust lever are for each one of these settings.
With FSX when you hold down F2 and let go you can stop moving the thrust lever in between the detents and you'll get the appropriate N1 setting, you wouldn't do this in the real aircraft!
Hope this helped answer your query!
FD2S.
Many thanks my friend. all clear now
Quick question - when do you start to lower the landing gear?
Hi Victor A,
Typically 4nm or 5nm from the threshold of the landing runway but Capt has final discretion as to where to configure 👍🏼
FD2S
Thanks so much! Yesterday, I landed in Lisbon in my virtual 737! lol ;-)
Thank you very much sir.
Hi there. How do you determine how much flaps to deploy, and when exactly to deploy them?
Have you considered making and selling an in-game tutorial series? Like the ones included in FSX with Rob. That would be very very cool. I would pay for it.
Hi guitarman2341!
Thanks a lot for your support and kind offer! I wish make my videos available for free, donations during streams are always greatly appreciated but most definitely not needed!
FD2S
Great video !