B737 App. & Lndg Video#7 (Three Items)

[@Q8Pilot]

Thank you for an excellent video Captain!

[@AbdulmuatiAsiri37]

Thank you Q8pilot for your kind words and taking the time to leave a comment.

[@gl7080]

Thank you Captain Asiri for your effort to help other persons. Have a nice day !!

[@AbdulmuatiAsiri37]

Thank you G L, I appreciate you always taking the time to leave a comment and your engagement.

[@gl7080]

@@AbdulmuatiAsiri37 Your Welcome Captain, I feel honored with these kind words and that you taking the time to let me know.

[@HomeBog]

Thank you captain! Waiting for continue! A lot of useful information.

[@AbdulmuatiAsiri37]

I appreciate your kind words, Sorry for taking a long time to upload new videos. But working on it

[@fromdreamtotakeoff1786]

Thank you Sir! Saw all your videos and can't wait for the next ones !!! 👨‍✈️

[@reiramessi]

Thank you catain fantastic....ur success to every failure...ur path to every achievement....nicely explained

[@AbdulmuatiAsiri37]

Pilot a320 Your frequent engagement by leaving comments is truly appreciated. Thank you very much. Abdul

[@冯凌]

Thank you sir for sharing your expe rience. 'hold & check'...you remind me the basic but important thing!

[@fromdreamtotakeoff1786]

Hello Captain . Its been a while since your last video. Please , do more videos . I am real 737 pilot but I love to watch your videos. Maybe few videos low visibility operation -very interesting to see!

[@AbdulmuatiAsiri37]

Hello and thank you for kind words. You are right it has been a while, I was and still am going through some changes in my professional and personal life. That is still not an excuse so I will try to work more on new videos. Really appreciate you taking the time to leave a comment and thanks for the suggestion. If you have any question though, something you want a quick answer to, please send me an e-mail: [e-mail]

[@nurakhmed4370]

Thank you sir

[@gl7080]

Hello Captain, Hopefully you allow me to have a Question for you, if not, please don't hesitate to let me know. My situation was this: I flying from EHAM Amsterdam 36L to EHEH Eindhoven on the viritual ATC IVAO Network. It's a very short flight. I only receive VECTOR departure: Runway track and initial clime to 6000 feet. So far so good. I'am set the Heading to 002 and after several minutes I receive the command from ATC to Clime to 7000 and Turn Right Direct to PESER (For your info the heading to PESER is 186) So I enter PESER into the FMC and push LNAV. The Plane turn (unexpected for me ) to te left to get the track to PESER. Ofcourse ATC was not amused and remember me that they have said TURN RIGHT!! direct to PSER. My question is when I enter into FMC the waitpoint is it possible to set a Right or Left forced turn as wanted? Or must I turn right with setting the HEADING Select and after a turn let's say from 90 degrees then switch the LNAV active? I hope you find the time. Have a nice day ;) Bye bye.

[@AbdulmuatiAsiri37]

Hello G L, Thanks for the question. Personally I do what you suggested at the end. If the point I want to fly direct to is in the opposite direction I select HDG. Then select the point in the FMC before executing I check the white dotted line in the ND once it is on the direction I want, I execute and engage LNAV. Hope that answer your question, please let me know if you have any other questions. Wish you all the best Abdul

[@gl7080]

@@AbdulmuatiAsiri37 Hello Captain Asiri, Great that you have take the time and effort to answer my question. I'am glad that my thought are in line with your way of handeling. Thanks again ;) Bye bye.

[@gl7080]

Hello Captain, I have a question about descending as instructed by (Viritual) IVAO ATC. This question is ask by this Topic because other people may also be able to take advantage of it. The flight was from Paris (LFPG) to Amsterdam (EHAM), a relative short flight from 53 minute. Cruise FL240. The flightplan says that by position DENUT a pass of FL240 will take place. Nevertheless the ATC Controller (Brussels Control) instructed me 30 nmiles before DENUT to descent to FL200 at or by DENUT. My respons was to change the altitude to FL200, disable VNAV, and find the best feet/minute value so the green (banana) line comes in sync with DENUT. So I was pass DENUT exactly by FL200. But after this point I was confused. Must I changed back to VNAV? I was staying on the current setting and every time I get a ATC instruct to descent I change the altitude by hand and descent by 1500feet/Minute. Result I was to high when I was approach EHAM. My Question: What is the proper procedure? Is this to change it into the FMC and let the FMC let do the job? Or after reaching DENUT change back to VNAV and change the Altitude by DENUT to /FL200B ? I hope U find the time to help me with this with a answer or maybe a nice topic for a video by your hand. Have a nice day and save flying ;) Kind regards GL.

[@AbdulmuatiAsiri37]

Hello G L, There is nothing wrong with the way you did the descent, as this can be done in many ways. My personal technique is the following: This is a rule that is mentioned in the FCOM, if the airplane is more than 50nm from the T/D then you can use cruise descent, that is changing the cruise altitude in the CDU and the airplane will perform a 1000fpm descent rate. If the airplane is less than 50nm from the T/D then use descent now and the airplane will perform a 1000fpm descent rate to intercept the original profile. 1000fpm is a nice slow descent for level change in cruise or early before the T/D. The way to make sure is you meet the crossing restriction is from the CDU see how many minutes (ETE) till that point then you need 1 minute per 1000ft to lose. let's say cruising at 24000ft and you want to cross a point at 20000ft, so at least 4 minutes prior to the point you start a descent now or cruise descent. I usually add an extra minute to make sure I comply with the crossing restrictions. Again your way of doing it is correct and this is another way to do it, but not the only way. But this is what I use usually. Hope that answer your question. Abdul

[@gl7080]

Dear Mister@@AbdulmuatiAsiri37/Captain, Thank you very much for taking the time to explain this issue. I (try) to keep this in mind. To be honest;) I miss the FO in my Viritual Plane (lol) because the list is being longer and longer to remember so may things. But I don't give up (Yet ;) ) Have a nice weekend and bye bye from The Netherlands.

[@nurakhmed4370]

Sir can you do some video about NNC ?,(if possible). soon I have test in full flight. Thank you !!!

[@AbdulmuatiAsiri37]

Hello Nur, I am planning to make NNC videos but due to time constraints might not be able to do it quick. Let me know if you have any specific question will try to answer it here Wishing you all the best in your check ride.

[@nurakhmed4370]

Sir , if I understand right , you didn’t change from (QNE-to-QNH)am I right?

[@AbdulmuatiAsiri37]

Hello Nur, I am not sure I understood your question. The QNH was set to 1013 assuming that was the current QNH setting. When you climb through transition altitude you will select standard. STD will be displayed in the PFD instead of the numbers. Please let me know if that answers your question. Wishing you all the best Abdul

[@pranabgill1310]

Sir, ln case of a go around, when we press TOGA, the autopilot disconnects but A/T stays engaged. But, I noticed during training and your videos,the a/t doesn't cause any erratic movements. Is there a reason for it? Is it fine if we disengage the A/T too, during GA and engage it again when we reach missed approach altitude together with Autopilot.? Or let it be and it won't cause any issue?

[@AbdulmuatiAsiri37]

Hello, When you press TOGA A/T will go to GA thrust, in the training they some time will give you engine failure during GA, so I suggest you let it engaged and it move automatically to GA thrust, It does cause a very strong pitch up tendency, it’s a lot of thrust if you have two engines. To answer your last question, I believe it is better to leave it engaged, specifically during your sim training. Hope that help All the best, Abdul

[@pranabgill1310]

@@AbdulmuatiAsiri37 yes that makes sense, thanks alot.

[@martin.B777]

Great video, thank you Capt. Asiri! Are the 737 flight crews trimming only within the green band or are they using the whole scale (0-17)?

[@AbdulmuatiAsiri37]

Thank you Martin Regarding the green band, it is the STAB TRIM range for Takeoff only. Once airborne their is no limit on the scale. Please let me know if you have any other questions or comments. Abdul

[@martin.B777]

​@@AbdulmuatiAsiri37 Thanks for clarification, Cpt.Asiri! Since there's no way to feel control forces in PC sim, how do you trim PMDG737 on an approach or in general when flying manually?

[@gl7080]

Hello Captain, If you want to switch to a other Plane, let's say B777, you must follow a Type Rating. If you get the Type Rating are you going flying this Type then direct as Captain or first as FO. In general if you keep your Captain title then maybe it's easier to get first a Captain title on a relative easy light plane and switch later to the B777 or B747 direct as Captain. Or are my thoughts complete nonsense? I'am curious for your answer. Have a nice day and bye bye ;)

[@AbdulmuatiAsiri37]

Hello G L, I might not have an accurate and full answer. But here is what I know, the hours that the pilot accumulate are not the same it differ between wide body versus narrow body. Captain with a lot of time in narrow body might not be hired directly to fly wide body as a captain. Again each airline have their own requirements to accept wide body direct hire captain. Sorry I don’t have a good answer for you. Hope this clarify some of your questions. Abdul

[@gl7080]

@@AbdulmuatiAsiri37 Dear Captain Abdul, Nice to hear from you and as always grateful but also proud that you are taking the time to respond to my question. Admitting that you do not know everything requires personality, so my respect only increases. I understand in general what you mean. It's also not that important for me to know everything and what exactly happening. The question arose because of the fact that it seems for me not easy for a Captain to go back working as FO so with a other Captain as Chief in Command. Of course I'am aware that some times there are to Captains together flying and you take the right seat but that's incidental. So if a FO promote to a bigger plane his function keeps more or less the same he is still working at the seat he is familiar with so the difference into the responsibility is not so big. But maybe I have too much trouble with my ego and assuming that others also have that problem lol ;) Have a nice day and as always keep your self (and passengers) save. Bye bye ;)