flightdeck2sim

PMDG NGX Youtube Tutorials

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Good evening guys,

 

As some of you know I fly for quite a large European 737 Operator. After much planning (and persuasion from my partner who makes load of makeup videos online and helped me set everything up!) I've created a channel "flightdeck2sim" on YouTube using PMDG NGX to replicate some real world procedures. I plan to replicate procedures based on how I fly the 737 and also non-normal scenarios I instruct in the Level D Sim at work.

 

I'm extremely busy both at both home and work but I'm planning on making several videos for this channel, if anyone is interested you can find my channel here.

 

www.flightdeck2sim.com

 

I'm just returning to the community something I wish I had when I was growing up with flight simulator. It already includes a real world video and one tutorial on how to fly and brief an ILS Approach and it's something I want to share with you.

 

Any feedback will be greatly appreciated, I had to practice using FSX again after not using it for about 5 years so you can judge my awful landing!

 

Kind Regards and Fly Safe! 

 

 

 

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Super stuff, that!

 

I particularly like how you guys completely configure for landing, close-in. Thank you and look forward to seeing more!

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I just read the latest FCI amendments and seen this operator changed the operation of exterior lights again.

 

I believe the feedback from the line has highlighted the potential to enhance aircraft visibility by revised use of lights when operating below FL100.

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Super stuff, that!

 

I particularly like how you guys completely configure for landing, close-in. Thank you and look forward to seeing more!

 

Most people seem surprised it’s normal procedure for us! So long as you are around the F5/F10 speed when you configure for landing, 4nm in VMC and 5nm in IMC, it's completely safe. Configuration point can be altered dependent on the approach, usually at very busy airports you need to comply with speed restrictions to maintain separation so we configure a lot sooner.

 

 

I just read the latest FCI amendments and seen this operator changed the operation of exterior lights again.

 

I believe the feedback from the line has highlighted the potential to enhance aircraft visibility by revised use of lights when operating below FL100.

 

I don't know who your mole is but it's certainly not me! You're right, changes were made to incorporate the newer 737's which no longer have retracts and an independent taxi light on the nose wheel. As much as I'd love to I'm not in a position to share company material, basically turn all the lights on below 10,000ft on the new 737 except the taxi light and when you've been cleared to land turn all the lights on! 

 

Thank you all very much for taking the time to view my channel, expect some new material in the near future!

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I don't know who your mole is but it's certainly not me! You're right, changes were made to incorporate the newer 737's which no longer have retracts and an independent taxi light on the nose wheel. As much as I'd love to I'm not in a position to share company material, basically turn all the lights on below 10,000ft on the new 737 except the taxi light and when you've been cleared to land turn all the lights on! 

 

Thank you all very much for taking the time to view my channel, expect some new material in the near future!

 

Looking forward to it.

 

About time a real pilot on this site is sharing his real experience over youtube videos :)

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Subscribed, thanks!

 

Would be great to learn about the 737 from a RL pilot of the jet!

 

Douglas Ulyate

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Yes it looks like a very safe manoeuvre when performed properly.

 

Thanks for the videos!

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Hi there.  Great stuff!!

 

Would love to see a visual circuit with continuous descent and your procedures during visual approaches!

 

Thanks for the hard work,

Cheers,

Rudy

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Great stuff, mate. From now on I'm using V/S to not level out before GS intercept!

 

Andre

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Great stuff, mate. From now on I'm using V/S to not level out before GS intercept!

 

Andre

 

Yes that's common practice! Certainly in UK airports and I think most of Europe continuous descents are monitored and recorded (Typically below 6000ft) to make sure you're not leveling off during approach, we don't want to get too low so we use V/S to maintain a CDA until we capture the G/S!

 

Here is a link you might find interesting.

 

https://www.eurocontrol.int/sites/default/files/publication/files/2011-cd-brochure-web.pdf

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Yes that's common practice! Certainly in UK airports and I think most of Europe continuous descents are monitored and recorded (Typically below 6000ft) to make sure you're not leveling off during approach, we don't want to get too low so we use V/S to maintain a CDA until we capture the G/S!

 

Here is a link you might find interesting.

 

https://www.eurocontrol.int/sites/default/files/publication/files/2011-cd-brochure-web.pdf

Cool! Thanks. I'll have a look.

 

Makes sense. I suppose it saves fuel, reduces emissions and noise.

 

Andre

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Keep up the good work. One of the best things that's happened to this forum.

 

Great to have a real pilot about !!!

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Just saw your take-off video. Great stuff, much more work intensive than what I do in the sim. After rotate I go LNAV + FLCH, stay at Vref + 20 for a while, especially if there are sharp turns (and of course go wing view to enjoy my expensive sceneries....!). Then I go bug up, flaps up, then VNAV. More or less never touch V/S, but I see from your videos it's used quite a lot.

 

Andre

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I have watched a few sim videos on Youtube, interesting to see the differences each pilot takes to the NGX.  I've seen some use V/S mostly, some part of the time, others not at all.  

 

My approach (departure?) is to arm LNAV/VNAV before takeoff, then CMD A once I'm stable after takeoff and want to start cleaning up (gear is normally raised by my FO).  If I can't arm LNAV before taking off, then I fly manually/HDG SEL (mostly) until I am on the correct intercept heading and can arm LNAV.  I do prefer V/S for descent & landing, but sometimes leave it up to the FMC.

 

The above works for me.

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Just saw your take-off video. Great stuff, much more work intensive than what I do in the sim. After rotate I go LNAV + FLCH, stay at Vref + 20 for a while, especially if there are sharp turns (and of course go wing view to enjoy my expensive sceneries....!). Then I go bug up, flaps up, then VNAV. More or less never touch V/S, but I see from your videos it's used quite a lot.

 

Andre

Unfamiliar with FLCH, don't have it fitted to our fleet but what you have described is certainly the basics! One thing I didn't mention is during flap retraction after departure we do not use V/S initially, this is to prevent any low speed or flap exceedance, the priority is to accelerate! As soon as the flaps are up with the LE light extinguished we can start to use V/S to help prevent nuiscanse TCAS RA's! Remember this is my operators policy, for others it might be completely different!

I have watched a few sim videos on Youtube, interesting to see the differences each pilot takes to the NGX. I've seen some use V/S mostly, some part of the time, others not at all.

 

My approach (departure?) is to arm LNAV/VNAV before takeoff, then CMD A once I'm stable after takeoff and want to start cleaning up (gear is normally raised by my FO). If I can't arm LNAV before taking off, then I fly manually/HDG SEL (mostly) until I am on the correct intercept heading and can arm LNAV. I do prefer V/S for descent & landing, but sometimes leave it up to the FMC.

 

The above works for me.

That's one of the most common ways from looking at other operators on how to fly a departure, arming VNAV before and it certainly works!

 

 

Once again thank you to everyone who subscribed and liked my videos! Just to reiterate this is really a hobby for me and I enjoy sharing what I teach at work and what I've learnt over the past 5 years.

 

My tutorials describe one way of operating the 737 and every airline and operator will be slightly different. I'm just showing you "a" way of flying the 737 which is based on what I know and what I instruct every single day! You might find a video online of a procedure flown completely differently, it doesn't mean it's incorrect or wrong!

 

Having said that some of the YouTube videos I've seen................... :fool:

 

Have a great weekend and fly safe!

 

flightdeck2sim.

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Unfamiliar with FLCH

 

What I mean is level change. It's called FLCH in the 777 which I also fly but in the 737 I believe it's just level change or LVL CHG.

 

Andre 

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