Understanding your APPROACH MINIMA | Real 737 Pilot
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- เผยแพร่เมื่อ 11 มี.ค. 2023
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Tools and addons used in this video:
Streamlabs Studio
Nvidia Shadowplay
My system specs:
Intel i9-9900k@5,2GHz
RTX3080Ti
32GB RAM
Windows 10 Pro
My hardware:
Thrustmaster Boeing Yoke
Honeycomb Bravo Throttle
Thrustmaster HOTAS Warthog
Thrustmaster Pendular Pedals - เกม
The BEST educational flight sim channel out there, hands down.
Fascinating, was just thinking about how to deal with minimums. Much more respect to real pilots after watching your videos.
you are preparing very informative content. Thank you for all of them...
I can't wait for the triple seven to release and getting many great videos about it from this channel.
Thanks for sharing your knowledge
This is so complicated! Thanks!
Thank you emanuel. 😊
very helpful video, thank you very much!
Hi, Emmanuel! I'm about to post this comment some videos ago, but just now I decided to. It's just a HUGE Thank You for all the content you've been posting. I'm a Flight Simulator entushiast since FS02-04 and I have never been able to find any content like yours in the past (and other pilots that has youtube channels as well) when I was kid, with a intel Pentium 4 barely running FS'04 haha
Nowadays I already got my Commercial Pilot License and I keep chasing my place in the flight deck and your channel helps me a lot getting proficient with everything we need to know to fly a Jet.
Anyway, again, THANK YOU and have Safe flights!
Thank you so much Lucas, I highly appreciate that!
If you didn't already make sure to check out FlightDeck2Sim and Blackbox711, they've both been a great inspiration for my channel and have content similar to mine as well.
@@A330Driver thank you, Emmanuel!
very interesting indeed
Would be interesting to see a video discussing the trim back at 400 feet on landings. Also the use of coupled autopilots for cat 1 approaches and autoland and when best to disconnect the autopilot in low rvr conditions.
Hi J B, sorry for the late reply:
Nose Up trim at 400ft is only applied during autolands in order to force a go around if the AP disconnects.
NEVER use coupled APs for CAT 1 approaches unless you intend an autoland.
Disconnect the AP when you feel it fits. As long as you're CAT 1 you can handfly whenever you want and each pilot will have different feelings about when it's best to disconnect.
@@A330Driver As a 20 year Airbus pilot new to the 737, your videos are great for real world application. Well done, keep them coming. Nobody seems to have a good reason for the coupled autopilots trim up, so you say it's to Force a go around if the ap disconnects. Makes sense I suppose, as the nose up force is quite alot in the real plane. Thanks
subscribed, perfect video
This is very helpful👍 can you do more of these chart reading tutorials?
Very useful thanks
Funny enough, A2A’s Constellation doesn’t have decimal DME reading, only natural numbers
Very helpful video thanks for it
One question, have you got maybe video about approach climb gradient?
There are so many videos from you, answering questions I got from flight to flight ✔️ great explained, thx:) In case I am flying a plane with a vref speed at max LW below 120knts, so below Category C, what Minimum do I have to use, if only Categories C, D are mentioned on the Charts?
Grazie.
Thank you so much for your support!
Extremely beneficial for slow dum clack like me but, I'll eventually get my head around it. I hope. One thing I noticed in your video, the performance calculator. Where do I get such a marvel?
you sound like ill a bit, hope you're doing okey. Great video as always
All good. Thanks! Just over-worked, flying 4 sectors and 11-12 hours every day right now 😂
@@A330Driver i don't really know what to say man. You're the G. flying 11 hours and then uploading videos like this. I've learned from you much and really thanks a lot
Nice video, but how does the MACG is calculated in the Airbus? Like in the FENIX, there we don't can put in any MACG?
Hello emanuel. Thank you very much for all these high quality videos. As virtual pilots they are very helpful.
Just a small question. What is the difference between the different subscriptions (economic and buisness) is it that all the videos are available in economic but with delay compared to the buisness ? Thanks again.
Hi, Economy Class is basically supporting the channel and getting priority replies, Business is early access, First Class is request custom videos.
Nice video! Just one question, I noticed that on the circle-to-land minimas, they are divided into 'Max Kts'. What do they mean and how does it affect your approach?
Comes down to the approach categories again. The 737 is either C or D, in my airline CAT C, so 185kt max and 4,2NM protection.
what is comtorling in case LNAV/VNAV ? RVR or ceiling as wel I dont know if you are FAA or EASA licenced? In case you have compnesated system :)
Silly question, but where do you find the gradient ?
What "tablet" Is this? Not standard tablet provided by pmdg, right?
This is such a great channel!.. But I'm wondering about where i can find out if CAT 2 or 3 are in use? It's not listed in the MEATAR right? I appreciate some help from anyone 😅
Thanks! The approach type in use will be published in the ATIS.
@@A330Driver Ah, i see! Thanks a lot.
Is the missed approached climb gradient of 3% compared against the Go-Around CLB Gradient Engine Inop?
Performance programs by default use the OEI for calculation of MISAP Climb Gradients because this is mandatory by regulations. For departure however you can have one All engine operating % and one for OEI. Here if the OEI % is lower than the required for the SID or straight out obstacle climb clearance the company needs to get a contingency procedure in place because if you loose an engine you can neither continue on SID or straight ahead. But for approach MISAP gradients it always takes OEI into account.
Apologies if this is obvious to everyone else, but what in game browser are you using to switch between the performance calculator and navigraph. Or is that browser outside the sim?
It's not in game, it's an external tool called SimToolkitPro.
4:40 if we use barometric minimums for cat 1 ILS, why radio minimums published in brackets? just for reference or baro altimeter failure?
Some aircraft (especially GA ones) only have a minimum call out from the radio altimeter and none from the barometric one. For those the Radio minimum would still be handy even though the primary reference for the minimum would still be the barometric altimeter.
@@A330Driver Thank you, i thought it is second pilot makes callouts like V1,Rotate, Minimums
Don't you also add like 40 feet to an ILS CAT I minimum if only the system minimum is published?
No, only for NPAs to correct an MDA to a DA.
I was inside a SunExpress cockpit, we flew from Dusseldorf to Trabzon, and we had an VREF of 143 (flap 40 speed), does that mean at that time for landing we were CAT D?
If I understood correctly, cat D is only the case when your flap 40 speed exceeds 141kn at maximum landing weight when certified. If the plane is certified with these numbers, then it is always cat D what ever the current landing weight and VREF are..
@@smash_1389 That was my understanding as well, but I'm no authority.
Exactly that
@@A330Driver But what I do not get is, I saw a document saying that aircrafts are going to be re categorized, and it said that 737-800 is D now and no more C, and B for example are heavies, for example 333 etc.. idk if thats true but I saw such a document
On a CAT 3 approach on RW 05 at CYYZ, it show an RA 108. I was told to always use an RA of 50. Which one is true? Great video as usual!
108 there is for cat 2
Use 50 for cat 3
Just to confirm, for all NPA (non precisions) like VOR NDB RNP RNAV and LOC we add 40ft to the MDA? Also do we ever round up the minima? If DA is 101ft do we round up to 110ft?
If you fly these approaches (excluding ndb) using a cdfa technique you have a DA not MDA :)
The amount you add to the MDA depends on your operator
@@Paiong Ah yes that's right! So with DA you don't add a safety margin. However if you do non-CDFA then you add the safety margin to the MDA.
@@joshilini2 yes :)
@@Paiong thanks :)
At 2:52 you mention 161 but shouldn’t that be 165?
C is from 121 to 140, D is from 141 to 165
Exactly, the video author says 161
There is however no difference between when you can and not fly a CAT II vs CAT III approach as long as the airport has the sufficient facilities and nothing degraded in NOTAM and also the aircraft and crew have sufficient qualifications.
But just because it says CAT II approaches in use does not mean you can not shoot a CAT III approach as long as all the criterias are fulfilled. The protected area for LVP operations are the same no matter if a CAT II or CAT III approach is flown.