Thanks for the in-depth description of the system. Love the customary tours in places where pilots are usually not seen I’ve never understood why Boeing had this weird idea of the blue lights. But I come from the B767, so most things on this aircraft’s pilot-system interface are either weird, antiquated, non-ergonomic or a combination of the above
@@ChrisBrady737 It would be great if you could make a video with an extensive walkaround, with all pro - tips and hidden features, not necessarily mentioned in FCOM but equally important in reality. Thank you!
That was another lovely episode, well done! Looking forward to hear your flight controls episode, and especially, looking to hear your experience with manual reversion (if there's any) ;)
Hi Houzuo, Glad you liked the Ice & Rain. Flight Controls will be coming in a few weeks. As for manual reversion, I have flown hundreds of flights with some manual reversion as part of functional check flights. Like everything else in flying, it gets easier with practice!
Great as usual Chris, thank you. At 11:40 you are explaining to touch the window, to feel the heat. It's to verify but I remember to have heard, that it was not a good idea to touch the window when heated ( because of your ring ?); cause you could create damages to the heating elements inside the window. Again, what I m writing here would need to be verified .
Hi Nicolas, I have never heard that but if any doubt then use a hand without a ring. The heating elements are inside the laminate so can’t be damaged by touching the inner pane.
About the WAI on the outboard slats, from some crude understanding of the stall entry characteristics of these types of wings, the inboard section, particularly just outside of the engine is the most critical for low speed lift. Generally an aerodynamic stall will start inwards and propagate outwards as you go deeper into it, for this reason you want the most reliable margins in that section of the wing when it comes to stalling, particularly to avoid a possible asymmetric stall entry condition at a stall speed above what is expected. I would guess on the far outboard sections of the wing, it's nearly impossible for that section to stall even with very heavy icing since the twist of the wing keeps the angle of attack of those sections somewhat lower.
What I have heard from Boeing's test pilot, the outboard slats are not anti-iced only because it's too thin for installation, but it's coated with some sort of passive anti-ice coating. I believe they have tested fly with that to make sure it's not a real issue then...
Very interesting. But as you saw from the photo in my presentation ice does form on the outboard slat so it looks like any coating is not effective. I am sure it is not an issue as washout means the tips stall much later than the roots.
Hi,thank you for sharing your content; your videos are very helpful. Could you please clarify emergency descent point number 5, specifically regarding the mention of "as required for anti-ice"? From what I understand, the autothrottle automatically adjusts for anti-ice conditions. How can we determine the required N1 for anti-ice in this scenario? Thanks in advance Captain 🙏🏻
Hey, i have a question about the Pitot probes being turned off on the ground after landing. If you turn these OFF will it cause a master caution to illuminate or will it stay blank?
Hi Chris, 33:43 time marker, the ICE accretion on the WindScreens, Nasty (only seen that once). Previous videos show just below Windows L1 and R1, Vortex Generators. Are these in place to change airflow for ICE accretion or Rain *flow over the windows?
The primary reason for those vortex generators is flightdeck noise reduction. They may also give a drag reduction and possibly also change the ice accretion pattern.
Thank you Captain once again for the great presentation. Just a question with reference to 24:20, my FCOM (800 - EgyptAir, if that helps) says the WAI control valves are AC Motor- OPERATED (not controlled, and there is no mention of any pneumatic operation of the valves). Does that mean it could be a customer option that my airline has, In which case what you're mentioning in that part of the video doesn't apply to my fleet? Or is there something I am missing?
Hey Chris. Will you now need to change/update your anti ice video now that FAA apparently has publish a bulletin only to use TAI for a maximum of 5 minutes in clear air on the MAX?? I fly the 737 in Euroland. I didn’t hear anything about a TAI issue. Thanks for always great vids. I have a yutub vid only as a reference….. keep nose high and blue skies
If you fly the MAX then your airline should have incorporated the FCOM Bulletin on EAI Operation. It basically says "Do not operate EAI in-flight when when not in actual or anticipated icing conditions." I may make a video on the issue or other TLAs.
@@ChrisBrady737 Thanks, I don’t fly the MAX in our company yet, so I wasn’t aware of the bulletin. But I can see that we have it incorporated in the MAX fcom. YES please, more videos !!!
Hello Chris, if you ever have a chance, could you explain what it means for an anti ice valve to "electrically controlled and pneumatically operated". It's written as such in the FCOM and it is a common question during type rating courses but I actually never had the slightest clue what it meant. (and once again many thanks for your very informative videos!)
No problem, it simply means that although the switching, logic and control is electric; the thing that does the heating is pneumatic (hot bleed air), not also electric as you get on some aircraft.
@@ChrisBrady737 I always thought it was something related to the technology of the valve or the way it opens or closes. Thanks for the clarification it's much simpler than I thought
Hello Captain thank you for your useful videos . I have a question When it is a transit or short-stop flight we should switch OFF the window heat at shut down procedure (especially in hot places ) or we can remain it until the last stop ? Thank you again 🙏
You should follow your airlines SOPs. Technically the window heat can stay on, if it gets too hot it will switch off. You can sometimes see this when a green light extinguishes on a window that is directly facing the sun (on ground only).
@@ChrisBrady737 thank you 🙏;and I have also another question like IRS : FCOM mentioned that « A full IRS alignment is recommended before each flight > does that mean if it’s a transit or short-stop flight we should realign the IRS ? Sorry about these kind of question because our company doesn’t have an SOP . Thank you
Thanks again Chris. A quick question if you don't mind. At 17:14, the over-temperature situation of >440 celcius you note is not applicable on the NG. Is there a similar figure for the NGs or is it simply not monitored in this way? Thanks!
I wish Boeing aircraft synchronized the windshield wipers. This feature makes for a lot less distraction both visually and aurally especially during approach. A missed feature from my E-Jet days. :-)
many thanks for you, I have a question, Chris, can we use APU bleed air for anti-ice purpose？another question is why don't the Le flaps don't need anti-ice？
Hope you can answer my question. I really can’t understand why Maintenance crew closes the 9th stage high pressure valve if the Engine AI valve is stuck open?
Hi Chris.... the following words have nothing to do with your video (sorry) but do you know the answer...about the question?? (I do not know how to get otherwise in touch with you...) th-cam.com/video/9CXn2STJtvI/w-d-xo.html As far as I know (I might be wrong - or I might mix up things) the control column does not move when flaps selected and the aircraft is trimmed nose down so why does the control column move? Greetings
As someone new on type I am extremely grateful for this resource. Thank you Chris.
My pleasure, glad you found it useful.
The best education a boeing pilot can receive. Thanks Chris.
You are very kind. Thank you for watching.
Once again a great refresher. Never knew Engineers can reapply Hydrophobic Coating. 👍🏾❤️
My pleasure, glad you found it useful.
Just started my TR on type, and it is a great addition to CBT for better understanding the systems. Thank you!
You are welcome. good luck with the TR!
The only thing I say, is a big "Thank you!", captain! Very informative presentation! concise in the meantime.
Thank you Anar for your kind words.
Thank you Chris for your 737 videos! They are very informative and useful. I appreciate you taking the time to produce these...
Thank you, I appreciate the feedback. I hope you enjoy my next videos.
@@ChrisBrady737 Keep em coming Chris! I'll watch them! Like I said, "THANK YOU!" And, I will tell my colleagues.
Thanks for the in-depth description of the system.
Love the customary tours in places where pilots are usually not seen
I’ve never understood why Boeing had this weird idea of the blue lights.
But I come from the B767, so most things on this aircraft’s pilot-system interface are either weird, antiquated, non-ergonomic or a combination of the above
It is all part of the charm of the aircraft!
thank you very much for sharing, accurately and nicely explained.
My pleasure, thank you for watching
Lots of great tips,as usual.
Many thanks for taking the time to put this together.
Best wishes from Paul.
Thanks Paul, glad you liked it.
Thank you very much Chris, another very informative video!
My pleasure, keep checking back for more
@@ChrisBrady737 It would be great if you could make a video with an extensive walkaround, with all pro - tips and hidden features, not necessarily mentioned in FCOM but equally important in reality. Thank you!
@@gliderman13 great idea, I will look into it
That was another lovely episode, well done!
Looking forward to hear your flight controls episode, and especially, looking to hear your experience with manual reversion (if there's any) ;)
Hi Houzuo, Glad you liked the Ice & Rain. Flight Controls will be coming in a few weeks. As for manual reversion, I have flown hundreds of flights with some manual reversion as part of functional check flights. Like everything else in flying, it gets easier with practice!
Great as usual Chris, thank you. At 11:40 you are explaining to touch the window, to feel the heat. It's to verify but I remember to have heard, that it was not a good idea to touch the window when heated ( because of your ring ?); cause you could create damages to the heating elements inside the window. Again, what I m writing here would need to be verified .
Hi Nicolas, I have never heard that but if any doubt then use a hand without a ring. The heating elements are inside the laminate so can’t be damaged by touching the inner pane.
Great video. The time seemed to fly by on that one.
Thanks Tom, That is a great testimony
About the WAI on the outboard slats, from some crude understanding of the stall entry characteristics of these types of wings, the inboard section, particularly just outside of the engine is the most critical for low speed lift. Generally an aerodynamic stall will start inwards and propagate outwards as you go deeper into it, for this reason you want the most reliable margins in that section of the wing when it comes to stalling, particularly to avoid a possible asymmetric stall entry condition at a stall speed above what is expected. I would guess on the far outboard sections of the wing, it's nearly impossible for that section to stall even with very heavy icing since the twist of the wing keeps the angle of attack of those sections somewhat lower.
Great explanation, makes perfect sense. Thanks very much for your input
What I have heard from Boeing's test pilot, the outboard slats are not anti-iced only because it's too thin for installation, but it's coated with some sort of passive anti-ice coating.
I believe they have tested fly with that to make sure it's not a real issue then...
Very interesting. But as you saw from the photo in my presentation ice does form on the outboard slat so it looks like any coating is not effective. I am sure it is not an issue as washout means the tips stall much later than the roots.
🙏Great sir. . nice explanation
Waiting for next videos.
Thanks Babul, I appreciate your feedback
Thank you Captain
My pleasure, glad you enjoyed it
Great video thanks captain
You are very welcome
You are very welcome
Many thanks!
My pleasure, thanks for watching
Hi,thank you for sharing your content; your videos are very helpful.
Could you please clarify emergency descent point number 5, specifically regarding the mention of "as required for anti-ice"? From what I understand, the autothrottle automatically adjusts for anti-ice conditions. How can we determine the required N1 for anti-ice in this scenario?
Thanks in advance Captain 🙏🏻
Please ask any questions here facebook.com/groups/737tech
I apply RainX to the windshield.
Hey, i have a question about the Pitot probes being turned off on the ground after landing. If you turn these OFF will it cause a master caution to illuminate or will it stay blank?
Hi Chris, 33:43 time marker, the ICE accretion on the WindScreens, Nasty (only seen that once). Previous videos show just below Windows L1 and R1, Vortex Generators. Are these in place to change airflow for ICE accretion or Rain *flow over the windows?
The primary reason for those vortex generators is flightdeck noise reduction. They may also give a drag reduction and possibly also change the ice accretion pattern.
Thank you Captain once again for the great presentation. Just a question with reference to 24:20, my FCOM (800 - EgyptAir, if that helps) says the WAI control valves are AC Motor- OPERATED (not controlled, and there is no mention of any pneumatic operation of the valves). Does that mean it could be a customer option that my airline has, In which case what you're mentioning in that part of the video doesn't apply to my fleet? Or is there something I am missing?
You are correct they are AC operated butterfly valves.
@@ChrisBrady737 Thank you Captain.
Hey Chris. Will you now need to change/update your anti ice video now that FAA apparently has publish a bulletin
only to use TAI for a maximum of 5 minutes in clear air on the MAX?? I fly the 737 in Euroland. I didn’t hear anything about a TAI issue. Thanks for always great vids. I have a yutub vid only as a reference….. keep nose high and blue skies
If you fly the MAX then your airline should have incorporated the FCOM Bulletin on EAI Operation. It basically says "Do not operate EAI in-flight when when not in actual or anticipated icing conditions." I may make a video on the issue or other TLAs.
@@ChrisBrady737 Thanks, I don’t fly the MAX in our company yet, so I wasn’t aware of the bulletin. But I can see that we have it incorporated in the MAX fcom. YES please, more videos !!!
Hello Chris, if you ever have a chance, could you explain what it means for an anti ice valve to "electrically controlled and pneumatically operated". It's written as such in the FCOM and it is a common question during type rating courses but I actually never had the slightest clue what it meant. (and once again many thanks for your very informative videos!)
No problem, it simply means that although the switching, logic and control is electric; the thing that does the heating is pneumatic (hot bleed air), not also electric as you get on some aircraft.
@@ChrisBrady737 I always thought it was something related to the technology of the valve or the way it opens or closes. Thanks for the clarification it's much simpler than I thought
Hello Captain thank you for your useful videos . I have a question
When it is a transit or short-stop flight we should switch OFF the window heat at shut down procedure (especially in hot places ) or we can remain it until the last stop ?
Thank you again 🙏
You should follow your airlines SOPs. Technically the window heat can stay on, if it gets too hot it will switch off. You can sometimes see this when a green light extinguishes on a window that is directly facing the sun (on ground only).
@@ChrisBrady737 thank you 🙏;and I have also another question like IRS :
FCOM mentioned that « A full IRS alignment is recommended before each flight > does that mean if it’s a transit or short-stop flight we should realign the IRS ?
Sorry about these kind of question because our company doesn’t have an SOP .
Thank you
@@zaymkreiked4348 The wording from Boeing is "A full IRS alignment is recommended before each flight", that is regardless of the length of stop.
Thanks again Chris. A quick question if you don't mind. At 17:14, the over-temperature situation of >440 celcius you note is not applicable on the NG. Is there a similar figure for the NGs or is it simply not monitored in this way? Thanks!
The NG does not monitor temp for TAI, just pressure. Only if the pressure exceeds 65psi will the COWL AI illuminate.
I wish Boeing aircraft synchronized the windshield wipers. This feature makes for a lot less distraction both visually and aurally especially during approach. A missed feature from my E-Jet days. :-)
If they were simply quieter that would help. I am sure they have tried to achieve this but not managed it.
many thanks for you, I have a question, Chris, can we use APU bleed air for anti-ice purpose？another question is why don't the Le flaps don't need anti-ice？
No you cant use APU bleed air for anti-ice. During testing it was found that the LE flaps did not need de-icing, this is the same as the 707.
@@ChrisBrady737 why we can't use APU for anti-ice？
The aircraft is not designed to use it for ice because it doesnt have the power.
Hope you can answer my question. I really can’t understand why Maintenance crew closes the 9th stage high pressure valve if the Engine AI valve is stuck open?
I guess to minimise bleed air loss. The performance & fuel burn penalties are large.
prevent the overheat for cowl anti ice system from HP bleed air.
Hi Chris.... the following words have nothing to do with your video (sorry) but do you know the answer...about the question?? (I do not know how to get otherwise in touch with you...)
th-cam.com/video/9CXn2STJtvI/w-d-xo.html
As far as I know (I might be wrong - or I might mix up things) the control column does not move when flaps selected and the aircraft is trimmed nose down so why does the control column move?
Greetings
I may cover this in Flight Controls