Boeing 737 -- From Cold and Dark to Ready for Taxiing
ฝัง
- เผยแพร่เมื่อ 23 ก.พ. 2012
- www.balticaa.com If you have watched the video with Pranas Drulis explaining how to prepare the Airbus A320 before taking off, be ready to get acquainted with Boeing 737 "Cold and Dark" peculiarities together with the same Pranas and Povilas Maknavicius, ATPL student of the last year. Be introduced to the aircraft -- make decision which type rating suits you most.
It's 2023 now, Really miss both of them.
Anyway, just the same as back in the day, my favorite part of this c&d and Taxiing demo is,
when Pranas as a FO orders his captain Povilas to
"Ask for Pushback, Please"
LOL wkwkw, really miss you guys
Wish you guys all the best, Pranas, Povilas and all peoples in the Baltic Aviation Academy and also
for you guys who always visit this channel 😉🤙
Stay healthy for all of us & Safety First! ✌😉
The guys are cute as hell... I hope the both found meaningful employment flying somewhere. They look so young but very professional. Definitely a good face for their school.
When such young student pilots have this accuracy and awerness one can only congratulate their flight school.👍
Thank you Baltic Aviation Academy for a very interesting series of videos! And thanks Pranas, excellent work.
I love your videos, as a flight simmer I find them most helpful. Especially the 787 videos.
I always found funny how flying a plane itself isn't that complicated, but starting it is pretty complex.
Harold isn't that complicated at ALL, trust me every procedure you do on long or short carriers are operated via checklists, so you just have to read and for sure it helps to know where to look!
Mr. Somebody I guess it all depends.
technically all you need to start is to just flip the switch to grd, the cutoff switches to idle once n2 is reached. It is a 2 step procedure. The rest of the checks are made to ensure that the plane stays up after taking off. (pressure/aircon etc.)
Amateur Draw it’s a bit more complicated than that. There are many required thing such as starting the APU, having fuel pumps on, hydraulic pumps, packs, bleeds etc...
@@amateurdraw9524 That will do nothing unless the APU is started, its bleed is on, its generator is on bus, and the fuel pumps are on.
Pranas I swear you have the best job. I could sit with you in the simulators all day long, but for me it’ll be back to MS Flight Sim- ugh!! As a 911 dispatcher and the stresses of that, this would be the ultimate de-stressor, and to think not only the 737 but the Airbus also..... how amazing it must be to have these million dollar machines at your disposal.
A most enjoyable series of videos fellows- well done!
A few more thoughts if I may. I noticed when they were to the point of putting on ground power, while they looked for the "Power Avail" light, they did not select ground power via the AC switch, and verify that they had good volts and freqs. Bad habit. I also noticed that when they did the fire warning checks, all 3 fire handles had bulbs that were inop. There should be 4 bulbs lit in each handle. I case you were wondering, I spent the last 15+ years as an Avionics Technician at an MRO, working on 737's.
control + e ?
What does that do
+Mr. Pivotgamer I (Niti Shehu) starts the engines in FSX
+TheRabbitFear well there is more to that than ctrl + E since the default planes in fsx are GARBAGE. (Go to the pmdg planes for REAL PLANES).
Mr. Pivotgamer I i know that and ctrl + e breaks the PMDG planes
its how to start the engine in fsx bullshit
Did anybody else use this video just to get the PMDG started? xD
Lol me
Yess hahahahaha
+Forza Ninetails These videos are pretty much how I learned the Aerosoft Airbus. I did not even read the tutorial...
+Forza Ninetails This is 737 CL XD i used it to start with Wilco 737 :D
Lol yes. Xd
Wao this info really helps for the PMDG 737 on FSX!
Excellent videos Pranas, I studied this before I went into a 737-800 simulator and found them extremely helpful, some of the panels were slightly different but the preflight check list flow was the same. A comprehensive and concise explanation of cockpit procedures.
Thank you!
as somebody who is slowly learning more and more about the PMDG 737, this video is a HUGE help...great video!!
Wow .....this is the first ever I have seen in its entirety.....thanks ...that's really great. Wish you the best of luck in whatever you choose to do..thanks
Pranas un saludo, he visto tus videos durante años, me alegra que no los borres. Eres un master
Packs on Auto so we can get some air going in cabin. Hyd pumps off when towing so tow bar can't get jammed. Hyd pumps on after tow
completed. This was a good quick video. Check list is always safe to use. You have to COUNT the gear pins to make sure that all have been removed.
I love your videos, as a flight simmer I find them most helpful. Especially the 737 videos.
Pranus, I really enjoy your videos and your sense of humor! Makes me want to get my ATP!
the only thing left was a comedic full speed crash into a building after all of that.
thanks for all the info, guys! great vid!
yaw damper is a device used on many aircraft (usually jets and turboprops) to damp (reduce) the rolling and yawing oscillations due to Dutch roll mode. It involves yaw rate sensors and a processor that provides a signal to an actuator connected to the rudder. The use of the yaw damper helps to provide a better ride for passengers, and on some aircraft is a required piece of equipment to ensure that the aircraft stability remains within certification values. - Found at Wikipedia
OK, Pranas is the best! Nice Video and Baltic everywhere! Please more....
very professional-good job guys!
LOVE that 'Mobile Phones' is part of the checklist.
As for question 2 -
Flap setting for the next flight depends on the weight and speed of the 737. In the video they talk about the weight (52 tons) and 'V-Speeds'. Those help deterime the flap setting. Since the next flight is different, the flaps are retracted so the next flight can set them properly. As to why they do it so fast, that's just what pilots do. They can do it while they taxi to the gate, or as the exit the runway. But a good idea to retract after landing.
Awesome stuff Pranas!
you probably should watch until about 4:30, when Pranas sets the APU generators on busses, therefor ground power is not longer provided to the systems... the ground personal is informed automatically and disconnects the cart... so he did everything right
REAL BIG TH-X for this wonderfull Video
I used it to train me for the PMDG NGX 800 on the FSX Simulator
Nice work! Thanks for sharing.
This was amazingly hypnotizing to watch.
PMDG 737 is so good, I knew exactly what they were doing down to the swiftly hidden route discontinuity, not that it matters on a circuit really. It almost looks easier than the Sim at home as they have it all there to touch instead of having to do it with a mouse and a shitty joystick.
I always wondered why it took so freaking long to take off after I got on a plane..
Great video as usual!
Bravo though, that was flawless. Took me a good couple of nights to get all that done. Still takes about half an hour by myself.
"That is actually very nerdy"... ha ha ha ha!! Love it!!
Another awesome video guys!
Good, I learn a lots! Thanks.
interesting. watching all these videos with pranas solo i was wondering about CRM. happy to see that CRM at this academy seems to be well taught and pranas has no problem being co-pilot as well as pilot.
Nice video. Thank you. I'm glad that I found your videos.
Flaps and landing gear are operated by the PNF (pilot not flying), so can be managed by both the cpt and the f/o: it depends on which of them is flying the plane.
It is adding fuel to the engine. If you do it to soon or below the minimum %n2 you risk hot starting the engine due to a lack of cooling air flow through the engine itself. If you put it back to cut off it simply just shuts fuel off to the engine and shuts it down.
Maybe I can help answer:
1- Theres a switch on one of the gears called a squat switch that when the gear is compressed disconnects the circuit and make the gear handle not do anything but turn the warning horn on. If that squat switch failed though you could have a problem, good idea to just always make sure the gear handle is in the down position before turning on the master. Some smaller a/c will retract, but major or larger a/c like a 737 won't.
Nice Video guys, I have just a couple of critics during the Pre-flight, I mean them constructively not just to have a moan but they are below.
1.) On a cold battery start up, it is best to check the 8 items before switching the battery switch to ON as if anything is not where it should be it may cause damage once the BATT is switched to ON, just a 20 second cross check.
2.) You said that the IRS will take 7 minutes to align, however the true figure is 10 mins, however the IRS will show 7 mins for the first 3 mins and the start counting down 6,5,4 etc
3.) You did not check power before putting the APU ON BUS, this can cause damage if the power readings where abnormal, make a habit to check power, then on bus for all the GENS.
4.) You carried out a light test and called it a FLIGHT INSTRUMENT CHECK, this is wrong its called a LIGHT TEST and should be one of the first things the captain does as per Boeing SOP's
5.) When the Captain was talking about runways on the FMS he used the phrase twenty six left, the correct term is Two Six Left, might sound petty, but if you do this in front of your TRI/TRE they may get upset.
6.) I'm not sure if you did this on purpose, but there where several pages missed on the CDU pre flight, Cruise winds/OAT/enter the POS/Fix pages/etc etc, when it is done properly you will get a message "PRE FLIGHT COMPLETE" on take off ref page
7.) I never saw you test the OXYGEN, or open the oxygen valve, this is so important as if you have a rapid decompression when you don your masks within 30 secs you will be dead due no oxygen! test, check for white cross, then check for a continues flow, and also check using the mask function on your radio volume panel with the speaker on to check you can will be able to communicate if such an occurrence should happen.
8.) I never saw you check your flight instruments, bugs set, acceleration alt bugs set, X check QNH, headings, RTO etc, it was only when the chap read the check list did I see you look at your flight instruments.
9.) When you do your before start procedure you should not turn the packs off, if it is a hot day your passengers in the back 160+ will be very uncomfortable. the time to turn the packs off is just before you actually start the engine.
10.) Captain forgot to say V2 speed during checklist, luckily FO caught it and announced V2
11.) No taxi brief, No take off brief, no company brief , emergency brief, no talk of MEL, NOTAMS, WX and you where ready just to taxi out and take off.
12.) The right hand seat FO will normally call ATC for taxi clearance.
13.) Start sequence standard calls, Packs off, read PSI, starting NO.2 engine
14.) it is unnecessary to call out all the engine parameters, N1,N2,EGT etc it is more constructive to both monitor the parameters and concentrate.
15.)When GEN1 & GEN2 where placed online, never check the TR's, Inverter, etc,
and if power is good on GEN1 & 2 gauge you should read Standby power and BATT
16.) When you came to the pressurization panel you should always move the switches in a C motion, you put the right pack in auto, but then you went straight for the APU, you should have put the left pack to auto and then the APU bleed to off.
17.) during before Taxi check list the Captain called flight controls clear, the correct term is Checked.
I also noticed the IGN switch was not set to the left when they started the left engine...
+Mr President it doens't need to be in the left position if they start the left engine
you can go 30 seconds without the oxygen masks you won't die but you'll get hypoxia that'll inhibit your ability to put on the oxygen mask and someone else will have to do it for you although Im not a pilot but I'm pretty sure they should run tests on pilots to find their particular symptoms for hypoxia so they can know what it feels like for them as hypoxia is different for everyone so they can recognise the symptoms
Ok, so you probably fly a 737 professionally, these guys are from BAA and don't necessarily have your knowledge or SOP experience so chill out a bit
Damn you're good! Critics are made to improve further, which was clearly your intention. Well done 👌
Nice setting the autothrotles on the gates! ......
4:04 when you start the APU better check the N and the EGT indications from the panel when the APU is powering up and before turning on the APU Gen.
Great VIdeo! Thank
Great video, guys.
Left knob controls engine 1, right knob controls engine 2. The switch in the middle selects which ignition systems are used.
Well done my friends....things seems to be performed very well and cadets seems to be very highly trained.
Think I'm gonna keep Baltic Aviation Academy as a choice for my Type Rating...but still I have to decide on which aircraft do it....by this time the market is so so unpredictable!
It's 2022 now, Really miss both of them.
Anyway, just the same as back in the day, my favorite part of this c&d and Taxiing demo is,
when Pranas as a FO orders his captain Povilas to
"Ask for Pushback, Please"
LOL wkwkw, really miss you guys
Wish you guys all the best, Pranas, Povilas and all peoples in the Baltic Aviation Academy 😉🤙
excellent video please make more!!
Very good and clear instructions.
Thank you guys.
The IGN L and IGN R labels don't refer to the left and right engine but to the redundant igniters in both engines. There are two igniters in each engine, a left and a right one, that are on independet electric buses. If one fails the other one can still be used to ignite the engine.
I think it's implied that it's disconnected at pushback. It's not needed once they transition to APU power at 4:33.
Very nice video !
great baltic aviation wish i could have a scholarship to study with such a wonderful institution
Fantastic video, thank you!
I believe the aft over head scan of pseu..GPS lights..crew o2 pressure...engine control lights... clacker and all was completely left out?
Very instructive and very good! The overhead panels are often unknown by 737 virtual pilot. However, I prefer your video with Nathalia ;-)
Hi there...followed along with you, very methodical and quite thorough, still...per my training and experience on the B737, you missed some things we were required to check...O2 masks and mics, Flt Deck O2 tank valve (behind FO seat, aft). On the CTR Pedestal, yes thrust levers at idle, but also check the TO Warning, and full motion of the throttles. Also, the ELEV Trim Cut-Out switches, and pickle switches on the control wheel. ( Just to name a few! :-) )
Oh, and CVR, and GPWS...
its very detailed... amazing.. i learned a lot.. thanks..
@yosjykurihara No, if the main fuel pumps are off and the APU is running, the APU receives fuel from Tank 1 by suction or an APU fuel pump but it is common practice to have one AC fuel pump on to increase the lifespan of the APU fuel control unit.
It’s so beautiful video
Great stuff !
Great Job guys thanks you very much.
NICE VIDEO
I'm looking forward too
I would assume that between large planes from the same manufacturer the startup and equipment is pretty similar? I would think that most jet powered planes have a similar startup anyway maybe just switches and such in different places, im curious about how the fuel is loaded , where and how to calculate weight...
You already know my boy pranas be watchin’ his jet...
VERY NICE AND CLEAR.
Hi can you do a video on how to use the FMC for B737?
14:39 when FO order Captain to aks for pushback ehehehe...
It's 2020 and I really miss them, especially, Pranas.
Please bring back my Pranas for some future content.
@Boeing :p yeah bro.. me too. Miss him and his friends
@Boeing :p me too dude
Hi myself ehehe
it's 2022 now
Really miss Pranas and Povilas, i wonder how are they now ?
Very nice guys thank you.
Labai gerai video, best wishes to lithuania. Viso gero ! :)
That's a whole lot of information to put into mind. Any tips on how to memorize the steps?
The Best. Thanks so much guys.
cool vid guys
Awesome Video.
So I need to know? I am a (now) retired pilot. Thousands of hours on the B-737,, also Type Rated on the B757/767 and the DC-9. I flew right seat on the B-727, the A-300 and the DC-10. I think I have some experience.
very nice job.,
The starter switch is not the engine number its the acutal starter itself built into the engines. If its set to R it doesnt mean right side engine but right side starter (In a way hard to explain). The actual engine start selector is the knob he turns to GND (ground).
REALLY useful thanks!!
I thought it was better to feed the APU with the Left FWD pump because this pump is easier to access so cheaper to fix when to pump is tired/damaged ?
thank you very helpful.
Could we get one of these showing how to do cold and dark start up of the ATR 72?
nice job
Good job, guys! It is a Full Flight Simulator, yeah?
Cam someone help? In the classic 737´s, the pilot PFD and ND are aligned in the center of the seat/yoke? Or they are more to right or left? If someone can say about the NG series, where the PFD and ND are sid by side and not one above the other will help me a lot. Thanks.
Look at their website, they only have A320 and 737 CL simulators. All the other ones listed are located elsewhere.
I thounght the light of "GRD power available "would turn off, once you turn on
you guys are hilarious! thanx for the uploading :-D
Hi guys ! I'm french and not good at english comprehension but I understood the whole video ! ;) Good job !
Great boys thanks
You are amazing. Just as your plane is . :)
Good job, interesting
Hey, might be a stupid question but how do I scroll through the legs in the ND with plan mode? Can't for the life of me figure it out, thanks.
Can i get the full procedures,checklist from cold and dark to shutdown??....
...grate video fellows !!! keep improoving !
These burn liquid fuel, so no grate is needed.
no, i know that... watch the startup procedure... the ignition switch was on the right engine when they started the left engine
@louchobbema I think you'll find much of this only applies specifically to commercial airline pilots. Light aircraft operators, such as instructors, mail planes and fire fighting aircraft do much, much more.
Pushback with parking brakes on? O_o
I saw that too but when I looked back the parking brake light magically turned off lol
TokiMcNoodle same with engine start switches
Engine start switches spring back; the parking brake is funny though.
TheBlitzkriegXX Yeah, they spring back at something like 40% N1
Yeah and the ground power is still on.