Real Boeing Pilot - 737 Simulator Full Flight PART1 [Cold and Dark Up to 24000 feet].

Today's video is PART1 of a Boeing 737 full flight from LIME to LEPA.
I'm going to show you how can you perform the cockpit preparation from a cold and dark setup all the way to the cruise.
During the video, I'm going to show you what you should look at when preparing and briefing a SID, what factors you should take into account when calculating the take-off performances, and how you can set up your Boeing 737 Simulator.
You will understand why we use sequences when setting up the cockpit and why it is important to check the Boeing 737 fire system before switching on the APU or the engines.
While I'm preparing the aircraft for the flight I will explain what I'm doing and why.
After takeoff, I will discuss with you how LNAV works and why it is important to make sure you have the right points loaded on the FMC.
The video will take you from the ground to around 25000 feet, during PART2 you will see how you can prepare the aircraft for landing and perform a briefing.
Takeoff performance video: • Take off Performance C...
Contingency fuel Video: • Contingency Fuel Expla...
Reserve fuel Video: • Reserve Fuel Explained...
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Disclaimer:
THIS VIDEO IS FOR ENTERTAINMENT PURPOSES ONLY.
NOT FOR REAL-LIFE OPERATIONS.
PLEASE REFER TO THE OFFICIAL MANUAL AND DOCUMENTATION.
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[@PILOTCLIMB]

Comment below with your questions and thoughts! Have a great day!!

[@giacomomataloni2467]

lei e il suo collega Flightdeck2sim siete assolutamente fantastici

[@PILOTCLIMB]

Grazie mille per il suo supporto

[@peterlazuric5641]

I really enjoy these flights. Thanks for sharing

[@PILOTCLIMB]

I'm glad you liked them!! You are welcome!!

[@leonegentile6081]

I can't believe what I've just found! I'll watch these parts entirely and then I'll give you my comments (and questions as well) Thanks captain ☺

[@PILOTCLIMB]

That's awasome!

[@peterlazuric5641]

Great video thank you for sharing now onto the next one😊

[@PILOTCLIMB]

You are more than welcome! Thanks for watching and the comment!

[@viktoriaelisabeth467]

Good Day Capt,thanks again to upload such great video on youtube...really appreciated your big effort to make such good educative video for flight school student...have a great day a head

[@PILOTCLIMB]

You are more than welcome!! Thanks for watching !! It is important to me to see that you are getting something out of the videos!

[@micanop76]

Hi Captain, thank you so much for the video and the clear explanation. Brilliant! My question is, 1- what is the function of Acceleration Hight? I did not see the use of that info! 2- You only make video of B737? What about B777? Can you try that from Cold and Dark to Landing as well? Appreciate.

[@PILOTCLIMB]

Hey, thanks for watching!! The acceleration height allows you lower the nose of the plane and start to accelerate in order to retract the flaps and clean the Aircraft. I will make some video on the 777

[@antoineyu2810]

Good evening captain, thanks for the video, it's really nice as usual ! Is it possible for you to make a video on cold temperature altitude correction for precision and non precision approach ? Thanks ! All the best !

[@PILOTCLIMB]

Hey, many thanks for watching for watching!! I will take your request into consideration for a future video!

[@leonegentile6081]

I have just watched this first part Captain, it was amazing, thanks for taking the time to do this for us ☺. I have some considerations and comments though During the performance calculation (30.21) you typed in 15 degrees Fahrenheit whereas the OAT was 15 degrees Celsius. 15 F are actually -9 C. You also forgot to do the Cargo fire Test, the Windows Overheat Test, the GPWS Test, the TCAS Test and forgot to start the clock when aligned on the runway (47.38) and selected Flaps 10 instead of Flaps 5 (42.06). At 37.32 you started the pushback but you had Both Engine and Hydraulics Pumps A on. Shouldn't you select them off during pushback to avoid damages? I understand that if the nose gear steering lockout pin is installed the Hydraulics are bypassed automatically, but how do you know when this pin is installed? Is it something that the ground crew does automatically during pushback? Now here are the questions: 1) At 41.25 you had both Engine Bleeds ON and the APU Bleed ON, why wasn't the DUAL BLEED light on? 2) You had the Engine Ignition Selector on Left but you started the Right Engine first. I've read all the possible purposes available for this selector but I still can't figure out how it works and what does it do. Could you please explain me its functions? Why does it have Left, Right and Both? Thanks Captain in advance and wish you a great and happy weekend ☺ 😀

[@PILOTCLIMB]

Wow, you really paid attention!! That's great!! You are right, I found out that the Home SIm is not easy for me because I'm still learning the functions of the buttons, cameras, settings, and so on. So, sometimes I got distracted. But I'm getting better...Many thanks for pointing this out :) The ground crew should confirm with Captian that the Bypass pin is installed before push back. 1. The dual bleed light was on, then went off when I switched the APU off. 2. The Igniters are crucial for engine start-up and as a protection in case of engine flameout (auto relight). The 737 has 2 igniters Left and Right. you can select one or the other or both. The Operations of the Igniter depend on the operator, as a general rule you want to switch between the two in order not to over-stress only one. There are some maintenance implications if the Right Igniter fails.

[@leonegentile6081]

@@PILOTCLIMB Thanks for all your answers ☺ I found out more about the Ignition selector : 1) If you select Right, you are basically selecting the Right Igniters on Both left and right engine 2) If you select Left instead, you are selecting the Left Igniters on Both Left and Right Engine 3) If you select Both, you use all 2 igniters in the Right and Left Engine. The EEC will do this for you, based on the position of that selector, it will light the Left, Right or Both igniters for Engine 1 and 2. The Left Igniter receives power from the AC transfer bus whilst the Right Igniter receives power from the AC standby bus. If you select the Engine Start Switches on FLT both igniters will be used, regardless of the position of this selector (but as far as I understand you only need this particular configuration when flying in bad weather conditions). Now my questions here are: 1) I once selected FLT on both Engine Start Switches and the Autopilot simply went off, does this happen on real life as well or it was a simulator error? 2) When you select the Engine Start Switches on Continuous, will both igniters plug be used for both engines, or only the ones selected with the Ignition Selector? Thanks for your patience captain, I ask all of these questions because I really want to get a deep understanding on how the 737-800 works, both technically and on the simulators. Wish you a wonderful day 😉 💪

[@MrCed0802]

Hi Gabriel, I have also PMDG 737 but I have no EFB as you do in your video. Would you be able to explain how did you manage to have it? Thanks a lot for your help

[@PILOTCLIMB]

That is a plugin that you can find on line..try to Google it

[@MrCed0802]

@@PILOTCLIMB Thanks a lot Gabriel :)

[@tomharper8402]

Will enjoy this one , just a question why does it take around 4 mins at least for the stall warning test from when AC power is connected to work but Mach over speed is instant

[@PILOTCLIMB]

Hey, I hope you are doing great!! This is a very technical question, it is better if you ask to an engineer.

[@leonegentile6081]

Just checked here on various forums and it looks like that the Stall Warning Test have their own computers which need to boot up and do their Bite test etc. the same goes for the yaw damper etc. So that's why it takes 4 minutes, they need time to boot up when the AC power is provided ☺

[@rohrichoak9740]

Couple things I may have missed here, but did you check the oxygen supply? Also, I may have missed when you turned the fuel pumps before starting both APU and engines. Finally, I've got a question: do you need to set the standby power toggle switch on? And do you keep DC and AC power selectors on standby or do you change them to gen1, battery, APU etc.? I usually keep them on standby and I do switch standby power switch to on. It seems it makes no difference in the sim, but is it the case in real life? As for the navigation setup since flight plan, I'll have to study it a lot more. I usually just throw the origin and destination in the FMC, but I file an IFR flight plan (flying xplane 11 here).

[@PILOTCLIMB]

Many Thanks for watching, 1.well spotted, I simply forgot to check the oxygen. 2.I switch the pumps on when I did the overhead scan. The Standby Power switch is guarded and we don't touch it during nomal operations. 3.Regarding the power selectors, it depends on the procedure of the operator, in the past we use them to check the volts and amps of the engines after the engine start. I hope I answered your questions

[@rohrichoak9740]

@@PILOTCLIMB thanks, I really didn't notice the overhead scan, my distraction. It's interesting that standby power isn't used, I had the tendency to switch it on because of the both power selectors always set to standby. As a self-learner, I used that trial approach. Since the standby positions seem to work I leave them at that, even though the APU starts normally in the sim even if you forget to switch any talk fuel pump on, which I believe wouldn't happen in real life.

[@MrCed0802]

Good morning Gabriel. I would like to invest in a flight simulator to be able to train at home for the B737. Which one would you recommend? Which one are you using in this video? Thank you very much for your feedback :)

[@PILOTCLIMB]

I recommend PMDG

[@MrCed0802]

@@PILOTCLIMB thanks a lot for getting back to me