Kyle,

Thanks so much for making this. Very detailed but yet very comprehensible. Takes a lot of mystery and guess work out of the T7.

A+ for personal teaching style points as well. This will be my go to tutorial when the T7 is released.

 

Cheers,

 

Brian Green

good job on that video kyle and happy b-day , i agree very much on what you said especially on the altimeter setting my instructor back in the day always told how important it is to always make a habit to check it and more important so on an instrument approach it could mean your life. keep up the great work

 

 

Michael R Carangelo

Kyle,

 

I finally had a chance to view your video. I really enjoyed the tour. I should also say that you're a true asset to our hobby and our community, not only because of the video but also because of your efforts in responding in detail to so many questions. So thank you.

 

On a side note, I had to chuckle when I saw that the people eaters at Dulles were modeled in that scenery. (Do they still call them that?) It took me back 20+ years when I worked at my little airline there.

 

Best,

Great video Kyle. Quick question. Is it standard on the 777 to set the speed window to V2 + 10 for takeoff? On the 737 I know you set it to V2. Is it different on the 777?

 

 

Is it standard on the 777 to set the speed window to V2 + 10 for takeoff?

 

Airline SOP dictates, but all I've known for anything is V2 + 10.

Only if SOP's were standardised across all operators of the same aircraft....Maybe one day :He He: :Waiting:

Only if SOP's were standardised across all operators of the same aircraft....Maybe one day :He He: :Waiting:

 

That will never happen every operator has their own way of doing thing to the point where some make huge emphasis on autopilot usage while other operators encourage their pilots to fly manually as much as possible. 

That will never happen every operator has their own way of doing thing to the point where some make huge emphasis on autopilot usage while other operators encourage their pilots to fly manually as much as possible. 

Oh yeah, I know.

 

Oh yeah, I know.

 

 

Not sure who's policy is that but I've seen Swiss pilots hand fly up to 14-15,000 feet many times and its good to know that if the automation decides to take a dump their pilots should be relatively comfortable taking over the sidestick at higher altitudes. I'm all for automation where its appropriate but at the same time heavy dependence on automation can erode a pilot's most basic skill when it comes to flying if they rarely hold the yoke, and I think that that automation had a very large role in the Asiana crash where ILS wasn't available for that runway.

 

Below is a portion of a check airman's words regarding the subject.

 

This solution has only been partially successful but still faces ingrained resistance from the Koreans. I lost track of the number of highly qualified instructors I worked with who were fired because they tried to enforce “normal” standards of performance. By normal standards, I would include being able to master basic tasks like successfully shoot a visual approach with 10 kt crosswind and the weather CAVOK. I am not kidding when I tell you that requiring them to shoot a visual approach struck fear in their hearts ... with good reason. Like this Asiana crew, it didnt’ compute that you needed to be a 1000’ AGL at 3 miles and your sink rate should be 600-800 Ft/Min. 

Airline SOP dictates, but all I've known for anything is V2 + 10.

Got you. I just always assumed V2 was set in the window so the FD's will command V2+20 upon rotating. It never dawned on me that some airlines flew their initial climb at V2+30, etc.

I always arm VNAV and set V2 on the MCP. I used to see people doing NADP's in the NGX MANUALLY??!! Why?! VNAV can do it all for you..........

I always arm VNAV and set V2 on the MCP. I used to see people doing NADP's in the NGX MANUALLY??!! Why?! VNAV can do it all for you..........

I am one of those people haha. I like to fly as AAL, and I've seen around the forums that VNAV isn't engaged after flaps are up because of a suppression of a certain warning system on the NG if one arms VNAV on the ground (don't quote me on this, I don't remember the exact reason well).

I always arm VNAV and set V2 on the MCP. I used to see people doing NADP's in the NGX MANUALLY??!! Why?! VNAV can do it all for you..........

 

Its more fun to take the yoke and fly manually, I usually have the AP off below FL180 weather permitting.

Its more fun to take the yoke and fly manually, I usually have the AP off below FL180 weather permitting.

 

By manually - I meant they fiddle with the speed selector panel whilst passing 800 feet over the ground etc LOL. 

 

 

I am one of those people haha. I like to fly as AAL, and I've seen around the forums that VNAV isn't engaged after flaps are up because of a suppression of a certain warning system on the NG if one arms VNAV on the ground (don't quote me on this, I don't remember the exact reason well).

 

I heard something about that - but I'm one of those 'ohh it's a sim' type people 

By the way:

http://forum.avsim.net/topic/416586-beta-video-2-requests-and-more-tips-and-tricks/