Thank you Captain Chris Brady for the excellent video which covers the differences between the NG and the Max. Flying the MAX in two days time. This video really helps a lot. Cheers!
Thanks for the great video ! I like to share some of my experience/thoughts: 1.Leap engine while flat rated higher than 56, on high and hot condition, it drops much severe, here at 6900' field, if temperature goes higher than like 30c(sometimes it do) our MAX8 with 27k would got lower MTOW than 800 26k, even it's normal 25c Summer day the higher DOW of MAX still means less payload. this, combine with max7 delay, might be why our company Will switch form 700 to 319neo for high Land operation in the future 2. As for the engine start going, the LEAP goes very close to EGT redline on normal start, there are reports some pilot mistakenly calling for a hot start abort because of that. 3. the higher nose gear makes life much harder for ground crew shorter than like 175cm to access the external power panel 4. kinda surprise Boeing didn't put a strip of APU information like RPM/EGT etc. on system display as on… almost every other Boeing with screens in cockpit 5. The Amber lights on A-I panel have one great advantage: it'll cause Master Caution lights on if a valve stucked, unlike the blue one, the wingAI wouldn't got your attention on main panel at all if failed. 6. FBW spoiler also gives much better roll control especially with flaps 40, combine with higher flaps speed limit and higher weight, it makes flaps 40 landing more usual than on NG 7. with elevator jam, you won't able to move control column forward and backward (at least it's how our simulator rendering that), the jam assist works by the force you put on the column, kinda like the force sensing stick on F16 or F22 (no experience on those though. 8. I believe NG already have 640 of ND range then? on 787 you can go 1280, on MAX you can go lower range of 0.5nm, but that doesn't help a lot when there is no taxi map as 787(maybe will be there in the future, let's hope)
Hi Captain. Thanks for your great videos - much appreciated. Just something I found in the FCOM regarding the LAM which is in disagreement with your slide - spoiler deflection starts at approximately 10 knots above VREF - your slide indicates from below VREF + 10. Thanks again for all your efforts and insight - much appreciated.
Thanks for your kind comments and feedback. Re LAM, I think we are saying the same thing in a different way. This function of LAM (there are 2 remember) begins at Vref+10 and continues at speeds below Vref+10, hence why I used the term "at or below". hope this helps.
I believe the LAM raises spoilers in landing config when ABOVE Vref+10 and not below. The FCOM can be misinterpreted but it’s the only thing that makes sense (higher speed/lower pitch, therefore some assistance needed). Very enjoyable shows you make!
Flying this for the first time next week, this is great to watch along with my own company CBT of course, cheers for the hard work putting this together😎
Thanks for another piece of great content Captain! Let me make a suggestion about removing the blue "CALL" light. In my opinion the reason for that is new standart ACPs with "C" (CALL) letter on MIC switches. So there is no need to take a look on the P5 when cabin or GRD crew make a call to FD.
The crew CALL light is removed because there is a new audio control panel (ACP) which has a light on the receiver switch. whenever there is a call from ground or cabin the lights come on,on the FLT or CAB switches respectively
Hi Chris, Thank you for your very well presented videos regarding the 737. An absolute treasure of a resource for those who fly(or are just interested in)the type. I have a question that even some of our chk airmen and APD types sometimes struggle with. One of our 737 RTO criteria above 80kts is for Predictive Windshear Warnings. With the WX radar On, we will have PWS prior to advancing the thrust levers. However, since NEW PWS warnings are inhibited above 100kts, is it conceivable that one could experience WS prior to V1 and the PWS system would not activate? I know you are a very busy man, so if you don’t respond immediately I will understand. But if you get a chance, I would enjoy hearing your perspective on this. Cheers, Dave H Seattle CA
Thanks Captain Chris for the video. DO you know if the All the other Max 7 & 8 &10 all have the same plug door and alaska 737 max 9 that's all over the new now?
Morning Mr Brady. I'm an aero student doing aircraft design at the minute, wondering if you could clear up one thing. The Max now has two electrical bays, I know one of the benefits of this is less wires/less weight but what are the functions in a nutshell of the aft and forward bays? Thanks in advance from Bristol!
The 737 has always had two electrical bays. The fwd equip bay is used more on the MAX as an overflow. If you watch my E and E Bay video it will explain further.
Quality content as always, Chris. Thank you. It's hard to believe that Boeing somehow stretched the original 737 fuselage length from 28m all the way out to 44m with the MAX-10. Here's hoping Boeing will finally come to its senses and develop a new clean-sheet workhorse single-aisle aircraft soon. There's only so much blood you can suck out of a diamond-brilliant 1960s design after all. The problems with the MAX proved that hypothesis methinks.
@@ChrisBrady737 End of an era indeed. But not for a couple of decades yet though. Did the airline call you back to work yet? It must be tough, being on the sidelines so long, when you love your work so much.
Hello Captain I had a question if you could kindly help me. In max, when we are doing the extended motoring of the engine 5 mins of wait and 5 mins of starter usage say due to a hot start where the EGT has not exceeded the limit, due protection and the starter usage was more than 3mins. What are we to do if the starter takes more than 5 mins to start the engine in the second attempt as it says 5 min of wait followed by 5 min of starter usage. Thank you.
This is just a tought... wasn't the windmilling of the APU caused by difference in pressure from the top air inlet and the bottom exaust, on the max no top inlet so no windmilling?
It would be very nice if you could do some videos regarding to the B737 Non normal procedures, I am completely sure that all of us will benefit from those. best regards!
Hi, why boeing 737 ng remove taxi lights in the nose ? what is the main reason? We could understand that he was both better in appearance and taxiing. But the new lights are on the wing body but the nose light is completely gone. While almost all planes in the world have a taxi light in the nose, why is there no Boeing 737 ng and max?
There are two main reasons why the taxy light was moved from the nose gear to the wing root: 1. On the nose gear it is more susceptible to FOD damage and exposed to the elements. 2. On the nose gear it is exposed to significant shock and vibration loads. Both of these lead to much better reliability and associated cost saving for the operator. There is also a weight and drag benefit.
@@ChrisBrady737 Yes sir ur a faithful Boeing pilot. I personally love it's flap setting numbers over Airbus. Actually wrote it fr all the viewers if they may know some. Fr the past 1year studying aircraft technologies in free time but found the best channel today!!
@@ChrisBrady737 Reason I asked is there is a professional grade MAX simulation for the PC coming out in the near future but I only have access to NG manuals.. will be interesting to get a feel for the max however!
@@ChrisBrady737 great video for those who are studying the differences and those who are experienced engineers and pilots! One of the best I've come across
True, but legally it could carry more. I think I covered it in the Air Con video under "Ventilation Rate". Also -8197 doesn't have the same ring to it!
@@ChrisBrady737 I sincerely hope they are forced to introduce EICAS on the 737. ALL of them, not just the MAX 10 After all, that technology has been around since the 767 came out, in 1981. I know TR commonality yada yada yada, but you can't keep on going without serious innovation in aviation. The total shit show the MAX has been is proof of that Canceling the NMA was not a smart or cost-effective decision, as you mentioned in another video about the MAX. Boeing should have cleaned the slate, ditched the 737 for good and gone with the NMA But quarterly shareholder reviews are more important than long-term fundamentals, it seems...
@@soffici1 no it doesn't work like that. When you have a company, Innovation is useless if you don't have people to buy it. Boeing ditched the nma because of the airlines which wanted a 737max first. They lost their monopoly on them.
@@soffici1 eicas on the 737 has more downsides for very little benefits, you can perfectly fly nowadays without it, look at the 737ng for exemple. So there is no valuable and logic reason to ditch the TR commonality, which is supposed to be one of the biggest advantages of the max.
Since Boeing moved their headquarters out of Seattle and let bankers and government operate this once great company like it’s a bank, I’m afraid I couldn’t say I could fly on a Boeing and feel safe about it not at all I can understand advancements in technologies, but please don’t experiment on people or animals. As far as that goes figure it out before you put people on your aircraft and don’t lie like you have in the past you have lost most peoples confidence that have clue what’s happening out here in the aviation world, I flew back from Vegas the next morning after the door plug blew out they had a seated all the way back they told us that there was going to be rough turbulence. As soon as the plane took off they came on and said that to stay seated, they lied to us that was on Southwest Airlines, they knew what was going on. They just didn’t inform the public. We have a right to know what’s happening don’t lie to me like that I won’t fly on Southwest again after them lying to us. It was one of the smooth flights I think I’ve ever had along with that so their line and their greediness has got them into all kinds of trouble Also, this was an American maid aircraft for many many years. Now there are outsourcing to Asia in different countries which to me is wrong. Just a big bunch of mistakes Boeing has made.
I hope this feedback is useful to you. Your channel offers something unique - in dept analysis of aircraft design and I love that. But I found, then unsub'd then sub'd again, and then found a way to "tolerate" your content delivery. This is intended to help you not to punish you. You can always delete it, but I hope you consider it first. 1. Reading your slides is pointless. I can read them myself. And I can do it much faster. 2. Even though you;re reading, you stumble, hummm and errr, far too much, which I find almost intolerable (I know, I have a condition). 3. Even if you read the slides perfectly, it would lack all sponteneity and the interets which that enbues. 4. I can get your material now, by turning off the audio, reading the slides far faster than you do and jumping from slide to slide using my remote. It could be so much better. 1. Make your slides present major headings but not the details. 2. Write a scipt if you must but practice it and try to sound sppontaneous. 3. Preferable to 2 = wing it. You clearly know your stuff. And it clearly interests you. So enthuse! Share your passion with us. 4. Share somehting of your self with us - sense of humour, anecdotes, maybe. I wish you and your channel all good things.
Thank you Captain Chris Brady for the excellent video which covers the differences between the NG and the Max. Flying the MAX in two days time. This video really helps a lot. Cheers!
My pleasure, enjoy the MAX
Thanks for the great video !
I like to share some of my experience/thoughts:
1.Leap engine while flat rated higher than 56, on high and hot condition, it drops much severe, here at 6900' field, if temperature goes higher than like 30c(sometimes it do) our MAX8 with 27k would got lower MTOW than 800 26k, even it's normal 25c Summer day the higher DOW of MAX still means less payload.
this, combine with max7 delay, might be why our company Will switch form 700 to 319neo for high Land operation in the future
2. As for the engine start going, the LEAP goes very close to EGT redline on normal start, there are reports some pilot mistakenly calling for a hot start abort because of that.
3. the higher nose gear makes life much harder for ground crew shorter than like 175cm to access the external power panel
4. kinda surprise Boeing didn't put a strip of APU information like RPM/EGT etc. on system display as on… almost every other Boeing with screens in cockpit
5. The Amber lights on A-I panel have one great advantage: it'll cause Master Caution lights on if a valve stucked, unlike the blue one, the wingAI wouldn't got your attention on main panel at all if failed.
6. FBW spoiler also gives much better roll control especially with flaps 40, combine with higher flaps speed limit and higher weight, it makes flaps 40 landing more usual than on NG
7. with elevator jam, you won't able to move control column forward and backward (at least it's how our simulator rendering that), the jam assist works by the force you put on the column, kinda like the force sensing stick on F16 or F22 (no experience on those though.
8. I believe NG already have 640 of ND range then? on 787 you can go 1280, on MAX you can go lower range of 0.5nm, but that doesn't help a lot when there is no taxi map as 787(maybe will be there in the future, let's hope)
That is great operational feedback. Thanks for taking the time to write, very much appreciated.
What I love is the in depth you go into. ✈
Thank you, glad you like it
Nice video Captain 👍 i was searching long time for a NG/MAX comparison. Thanks so much🙏
My pleasure
Hi Captain. Thanks for your great videos - much appreciated. Just something I found in the FCOM regarding the LAM which is in disagreement with your slide - spoiler deflection starts at approximately 10 knots above VREF - your slide indicates from below VREF + 10. Thanks again for all your efforts and insight - much appreciated.
Thanks for your kind comments and feedback. Re LAM, I think we are saying the same thing in a different way. This function of LAM (there are 2 remember) begins at Vref+10 and continues at speeds below Vref+10, hence why I used the term "at or below". hope this helps.
I believe the LAM raises spoilers in landing config when ABOVE Vref+10 and not below. The FCOM can be misinterpreted but it’s the only thing that makes sense (higher speed/lower pitch, therefore some assistance needed). Very enjoyable shows you make!
Interesting, I will look into that. Thanks for the info.
You’re correct.
Flying this for the first time next week, this is great to watch along with my own company CBT of course, cheers for the hard work putting this together😎
You are very welcome. Best of luck and enjoy it!
Beautiful video. You help me with my max sim difference rating. Thanks a lot
You are very welcome
Thanks for another piece of great content Captain! Let me make a suggestion about removing the blue "CALL" light. In my opinion the reason for that is new standart ACPs with "C" (CALL) letter on MIC switches. So there is no need to take a look on the P5 when cabin or GRD crew make a call to FD.
That makes perfect sense, I think you are probably right.
Thank you Chris,another brilliant video,I really enjoyed this.
Best wishes from Paul.
Thanks Paul, much appreciated
A very fine piece of work. Thanks for the had work and for sharing.
My pleasure, check out my other videos. If you are converting onto the MAX then the "MCAS in Detail" video may be of interest.
Thanks a lot Captain :)! Superb content and very comprehensive material! Warm Regards from LMML
My pleasure, glad you enjoyed it
Very nice presentation, helped me to review many informations since my course type!! Beau travail Sir Brady.
Thank you very much for your kind comments.
Again, an excellent video! Thank you for sharing!
You are very welcome, thanks for watching
Thanks a lot for the great video. Really make me feel more confident to fly MAX as we are gonna bring MAX back to flight very soon in China!
Thanks for your kind words. I am glad to help educate crew about the MAX changes. Enjoy it when you get it back
Thank you very much indeed for this wonderful work and share. Appreciated.
My pleasure, glad you enjoyed it.
The crew CALL light is removed because there is a new audio control panel (ACP) which has a light on the receiver switch. whenever there is a call from ground or cabin the lights come on,on the FLT or CAB switches respectively
Thank you, I realised it after I finished the video!
Another awesome presentation, thanks.
You are welcome, thanks for watching.
Amazing explanation right to the point I loved it thanks
My pleasure, glad you liked it.
Thank you Captain ! Great as always !
My pleasure!
Thank you so much captain. Such a great explanation 👏. Kindly make more videos of MAX ATA chapters wise.
Thank you for your kind words. I think I have covered most of the ATA Chapters already but I am working on more.
Hi Chris, Thank you for your very well presented videos regarding the 737. An absolute treasure of a resource for those who fly(or are just interested in)the type. I have a question that even some of our chk airmen and APD types sometimes struggle with.
One of our 737 RTO criteria above 80kts is for Predictive Windshear Warnings. With the WX radar On, we will have PWS prior to advancing the thrust levers. However, since NEW PWS warnings are inhibited above 100kts, is it conceivable that one could experience WS prior to V1 and the PWS system would not activate?
I know you are a very busy man, so if you don’t respond immediately I will understand. But if you get a chance, I would enjoy hearing your perspective on this.
Cheers,
Dave H
Seattle CA
Thanks Captain Chris for the video. DO you know if the All the other Max 7 & 8 &10 all have the same plug door and alaska 737 max 9 that's all over the new now?
The door plug is only available for the MAX-9 and -900ER models.
Thanks for great video Captain!
My pleasure, please tell your colleagues
Well done !
Thank you cap
My pleasure, thanks for watching
Morning Mr Brady. I'm an aero student doing aircraft design at the minute, wondering if you could clear up one thing. The Max now has two electrical bays, I know one of the benefits of this is less wires/less weight but what are the functions in a nutshell of the aft and forward bays? Thanks in advance from Bristol!
The 737 has always had two electrical bays. The fwd equip bay is used more on the MAX as an overflow. If you watch my E and E Bay video it will explain further.
@@ChrisBrady737 will do thanks
Usefull info. I'm going to max diff type training at monday.
Glad it was helpful.
Are you perhaps working on coverage of the alerting system issues with the MAX 7 & 10? I’d love to see your level of detail on this topic.
Hi Pete, unfortunately Boeing are keeping details of any proposed alerting system (EICAS?) very quiet, so I don't have enough info to attempt a video.
Shaft bowing was common on Concorde's Olympus engines and had to be de-bowed.
Ho did the crew know how long to de-bow the engines for?
Awesome! great content.
Thank you, glad you liked it!
Quality content as always, Chris. Thank you.
It's hard to believe that Boeing somehow stretched the original 737 fuselage length from 28m all the way out to 44m with the MAX-10. Here's hoping Boeing will finally come to its senses and develop a new clean-sheet workhorse single-aisle aircraft soon. There's only so much blood you can suck out of a diamond-brilliant 1960s design after all. The problems with the MAX proved that hypothesis methinks.
Glad you liked the video. I am certain that the MAX will be the last generation of 737. End of an era.
@@ChrisBrady737 End of an era indeed. But not for a couple of decades yet though.
Did the airline call you back to work yet? It must be tough, being on the sidelines so long, when you love your work so much.
Tnx a lot Kriz
My pleasure, thanks for watching
It also totals the fuel under the gauges! Wow!
Hello Captain I had a question if you could kindly help me. In max, when we are doing the extended motoring of the engine 5 mins of wait and 5 mins of starter usage say due to a hot start where the EGT has not exceeded the limit, due protection and the starter usage was more than 3mins. What are we to do if the starter takes more than 5 mins to start the engine in the second attempt as it says 5 min of wait followed by 5 min of starter usage. Thank you.
Please ask any questions here facebook.com/groups/737tech
This is just a tought... wasn't the windmilling of the APU caused by difference in pressure from the top air inlet and the bottom exaust, on the max no top inlet so no windmilling?
That could well be the reason
It would be very nice if you could do some videos regarding to the B737 Non normal procedures, I am completely sure that all of us will benefit from those.
best regards!
Thanks for the suggestion, I will consider it.
Hi, why boeing 737 ng remove taxi lights in the nose
? what is the main reason? We could understand that he was both better in appearance and taxiing. But the new lights are on the wing body but the nose light is completely gone. While almost all planes in the world have a taxi light in the nose, why is there no Boeing 737 ng and max?
There are two main reasons why the taxy light was moved from the nose gear to the wing root:
1. On the nose gear it is more susceptible to FOD damage and exposed to the elements.
2. On the nose gear it is exposed to significant shock and vibration loads.
Both of these lead to much better reliability and associated cost saving for the operator. There is also a weight and drag benefit.
Thx for sharing
My pleasure, thanks for watching
Could you tell me why a ferry flight would take place with the gear down?
There could be a problem with the landing gear and the aircraft need ferrying to a maintenance base. It would have to be a non-revenue flight.
Is this a new version of the previous one?
Yes, this is completely reworked and has double the content of the old version. I have deleted the old version.
Danke!
Thank you very much!
Any channel link that's as good & detailed as this for A320 kindly share link.
I think you are asking the wrong person!
@@ChrisBrady737 Yes sir ur a faithful Boeing pilot. I personally love it's flap setting numbers over Airbus.
Actually wrote it fr all the viewers if they may know some.
Fr the past 1year studying aircraft technologies in free time but found the best channel today!!
@@joydasgupta9445 Thank you, very kind.
@@ChrisBrady737 It's the blessing of Almighty found this channel today will learn a lot & help others just the way ur helping with ur guidance sir..
Chris,
Are there major differences in the QRH procedures of the ng and max, other than the mcas related items?
There are minor differences eg the engine relight envelope, but the QRH's are kept as similar as possible to help crew who fly both types.
@@ChrisBrady737 Reason I asked is there is a professional grade MAX simulation for the PC coming out in the near future but I only have access to NG manuals.. will be interesting to get a feel for the max however!
@@ilarikousa1500 by whom?
@@noble6p pmdg
@@ilarikousa1500 they’re making a max?
The -8200 has a round rear pressure bulkhead
Thanks for the correction
@@ChrisBrady737 great video for those who are studying the differences and those who are experienced engineers and pilots! One of the best I've come across
Thanks Stephen for your kind words
Thanks a lot ❤️❤️❤️🌺
My pleasure, thanks for watching
Oddly enough, there are only 197 passenger seats in the -8 200
True, but legally it could carry more. I think I covered it in the Air Con video under "Ventilation Rate". Also -8197 doesn't have the same ring to it!
WoW!
Still, no EICAS.
Why, Boeing, WHY???
They may have to for MAX 10 certification. Watch this space
@@ChrisBrady737 I sincerely hope they are forced to introduce EICAS on the 737.
ALL of them, not just the MAX 10
After all, that technology has been around since the 767 came out, in 1981.
I know TR commonality yada yada yada, but you can't keep on going without serious innovation in aviation.
The total shit show the MAX has been is proof of that
Canceling the NMA was not a smart or cost-effective decision, as you mentioned in another video about the MAX.
Boeing should have cleaned the slate, ditched the 737 for good and gone with the NMA
But quarterly shareholder reviews are more important than long-term fundamentals, it seems...
@@soffici1 no it doesn't work like that. When you have a company, Innovation is useless if you don't have people to buy it. Boeing ditched the nma because of the airlines which wanted a 737max first. They lost their monopoly on them.
@@soffici1 eicas on the 737 has more downsides for very little benefits, you can perfectly fly nowadays without it, look at the 737ng for exemple. So there is no valuable and logic reason to ditch the TR commonality, which is supposed to be one of the biggest advantages of the max.
Wats the To lock index at 1:08
It is "Index to lock" and shows the alignment of the screw which locks the panel in place.
Since Boeing moved their headquarters out of Seattle and let bankers and government operate this once great company like it’s a bank, I’m afraid I couldn’t say I could fly on a Boeing and feel safe about it not at all I can understand advancements in technologies, but please don’t experiment on people or animals. As far as that goes figure it out before you put people on your aircraft and don’t lie like you have in the past you have lost most peoples confidence that have clue what’s happening out here in the aviation world, I flew back from Vegas the next morning after the door plug blew out they had a seated all the way back they told us that there was going to be rough turbulence. As soon as the plane took off they came on and said that to stay seated, they lied to us that was on Southwest Airlines, they knew what was going on. They just didn’t inform the public. We have a right to know what’s happening don’t lie to me like that I won’t fly on Southwest again after them lying to us. It was one of the smooth flights I think I’ve ever had along with that so their line and their greediness has got them into all kinds of trouble Also, this was an American maid aircraft for many many years. Now there are outsourcing to Asia in different countries which to me is wrong. Just a big bunch of mistakes Boeing has made.
I hope this feedback is useful to you. Your channel offers something unique - in dept analysis of aircraft design and I love that. But I found, then unsub'd then sub'd again, and then found a way to "tolerate" your content delivery. This is intended to help you not to punish you. You can always delete it, but I hope you consider it first.
1. Reading your slides is pointless. I can read them myself. And I can do it much faster.
2. Even though you;re reading, you stumble, hummm and errr, far too much, which I find almost intolerable (I know, I have a condition).
3. Even if you read the slides perfectly, it would lack all sponteneity and the interets which that enbues.
4. I can get your material now, by turning off the audio, reading the slides far faster than you do and jumping from slide to slide using my remote.
It could be so much better.
1. Make your slides present major headings but not the details.
2. Write a scipt if you must but practice it and try to sound sppontaneous.
3. Preferable to 2 = wing it. You clearly know your stuff. And it clearly interests you. So enthuse! Share your passion with us.
4. Share somehting of your self with us - sense of humour, anecdotes, maybe.
I wish you and your channel all good things.
@chriswesley594 Thanks for the honest feedback, I will take it all on board.