Thank you for this video but I have a question. As you explained at 08:00, If I come from the north, which altitude should I cross the VOR? 9600 feet, according to the MSA or I should descend before to cross it at 5000th?
You are very welcome! If you approach from the north and you are outside a specific procedure, you should stay at 9600feet untill the VOR, and than descend inside the holding.
Thanks for this amazing explanation CAP. I don’t have a flight sim , so could you please explain how we fly VOR approach (NOT FULL PROCEDURE) for example: if ATC clear us to intercept VOR radial with HDG SEL? Many Thanks
Hey, I hope you are doing great, if you get radar vectors, once you are on the last heading instruction before intercepting the radial inbound, you can extend the centre line (using the FMC) from the FAF for example, and then, arm LNAV. This will make you arircraft to fly on the assigned hdg and than intercept the radial inbound.
Maybe you forget to set the GA altitude. As our company policy we also recycle FD’s once manual takeover. Thanks for your video I’m revising my NPA for CMD upgrade sim. ✌🏻
@@PILOTCLIMB thank you so much for the brilliant videos captain! Just to confirm, i saw a post on a forum where they said after setting mda height in the mcp i could set the green arc on the nd on top of the MDA point when approaching the FAF point to get a rough estimate. Is that something that could be done to get a estimate vs speed?
This is such a wonderful explanation. Thank you capt. If you don't mind I want to ask about how to approach and the mode used by CMD when approaching, in some videos I've watched, when doing an approach there are some people who press the VOR/LOC button when doing a VOR DME approach, is that normal and a standard procedure? Or is just LNAV enough? Many thanks for your help capt!
Back after a year and now I'm ready to ask whether not setting the CRS to runway heading really messes up with the VOR/LOC because I've been having an issue with the ZIBO where it will not be aligned with the runway. It will either zig zag as if trying to align with the VOR or else it will align off the runway center, with an offset to the right, aiming just half the runway
@@PILOTCLIMB Hey. Does your Zibo land off the centerline during approach, c while capturing the VOR LOC? Mine does. ILS approach is flawless, but VOR makes the Zibo fly straight towards the DME equipment rather than the center of the runway. VOR in aircraft using the Garmin G1000 has no issues at all. It's a Boeing 737 (standard and the Zibo mod) issue in X-Plane 11.
Speaking of LNAV, whenever I set just enter origin and destination in the FMC, then set departure and arrival runways, I am given a list of waypoints in the STARS list, I remove the DISCONTINUITY entries when they exist and it seems the flight will be successful. However, as the aircraft is flying in LNAV mode, at some point about 3NM from the destination, it tends to simply fly away from the arrival airport. I have Xplane 11 using its standard Boeing 737-800. I have no idea why it seems the autopilot simply "abandons" the course and flies the opposite direction from the destination. I'd really like to understand how to navigate, it's amazingly difficult to grasp. Been trying to successfully depart from RW31L at JFK airport (KJFK) to ILS 13 at La Guardia airport (KLGA) but LNAV never keeps on course. I rely on the waypoints given by the FMC list, I don't manually correct them, maybe that's my mistake...
Hey, it seems that the points you are loading on the fmc are not correct, the fmc constantly monitor the router to see if the plane is capable to follow it (due to performance for example). Send me the point you load on the FMC and I will have a look into it.
@@PILOTCLIMB I'll do ASAP, I'll list here which waypoints are shown in the FMC, from KJFK to KLGA there aren't many, I think two in between origin and destination.
Funny coming back here and reading something that I now fully understand. First off, the distance between those airports is ridiculously short for a Boeing 737. Been practicing longer distances and gathering better waypoint info for each flight. Still struggling with why and when using VOR/LOC when VNAV and LNAV alone seem to perform wonders all by themselves.
Hey, many thanks for watching and the comment!! I will take your request into consideration!! It's a topic that deserves a video, that's for sure! Have a great day
maybe out of way but I have i question....why I m fillling in DES FORECAST page isa deviation when FMS doesnt calculate altitude correction especially in cold temperatures below 0 in which you have to adjust altitude temperature corection manualy? Maybe it important for deccent not for final app segment
Hey, thanks for watching, Yes, the ISA DEV is entered during your descend briefing in order to allow the VNAV to calculate a more accurate descend. During cold weather, the FMC ISA dev doesn't take care of the altitude corrections, and you should use the appropriate tables. Have a great day!
Many thanks for watching!! I made a separate video about the Arc DME, Have you watched it? What would you like to know exactly about the DME arc? Have a great day
Hello Captain may U give aplication advices for helping cokpit crew 737 series for example learning system infos, or the weather analiser before flight some basic but nice things 😇thank u from now
Hello Gabriele, According to the chart 13-2 from 22nd Sep 2017, you have to fly over the VOR at 5600ft. The outbound radial is 033 deg not 034 deg now. Also you have only three radials depending on speed. 160knots 024 185 knots 028 220 knots 033 Concerning the waypoint BANOL it is also in the newer chart but you have to fly over it at 4500ft not 3600ft. However in the newer chart BANOL is also an IAF which means that you dont need to fly over it if you use GIR as IAF. BANOL has a distance from the GIR VOR of 12.2 NM and must be passed at 4500ft. While you have to be at 3600ft at 12NM distance from GIR if you use GIR as IAF. So the entries in the FMC were correct i guess. Did i read the chart correctly? I saw the whole video and hope you will do much more on the sim. Especially the way how you changed the altitudes from 5000 ft to 3600ft to 2500ft to 1000ft was important to know. And you were right, it gets really busy when you have to check the distances and altitudes. But why did you use Autobrake max? Would it not be sufficient to use 2 or 3? Concerning the [FD20] fix: What does the number 20 mean? Does FD always mean Final Decent? As always, thank you for your help Captain!
Many thanks for the watching and the very detailed comment!! Awesome!! Yes, I knew the chart was out of date, my goal was to show you how you can fly and set a Boeing 737 cockpit for a VOR approach. If the chart is updated then you should respect the chart minimum altitudes. I didn't spot that BANOL was also an IAF so WELL DONE!! You are 100% right!! Since I didn't check the Landing Performances I used the MAX just to make sure we stopped before the end of the runway. Autobrake 3 most probably would have been enough, however, it is important to check the performance before landing. I will do a separate video about that. Have a great day!
Thank you for your very kind words. They are very motivating! And i have to say i learned more about cockpit preperation. I forgot to mention that the Final Approach Course also changed. It is 195 deg now. Can you please answer me the question about [FD20]?
@@ahmedsmart1120 Sure, FD20 means Final Descend and the 20 is the runway...so FD20 final descend runway 20. The Final descend on a non-precision approach starts at the FAF.
@@PILOTCLIMB So, can I understand like this? The key point of touch down G-force is not the vertical SPD, but the time duration from touchdown FPM to zero?
Our company ask us to take gear down followed by flaps 15 at 2 miles prior to FAF, the callout we use is APPROACHING GLIDEPATH. Once we are visual we recycle FD (for go around guidance) and we set missed approach altitude 300’ below missed approach altitude on the final descent crossing FAF. Nice video otherwise.!
Same 2 nm before faf set DA alt verify vnav armed vnav pth on fma gear Down flap15 speed 15 speed brake armed and on faf when vnav alt on fma set go around alt landing checklist 🎉
![How to Brief a Jeppesen Vor Approach Chart - [Practical Advice From A Boeing Captain].](http://i.ytimg.com/vi/4_h-Nh_iJDQ/mqdefault.jpg)
Comment below with your questions and thoughts! Have a great day!!
You're a natural teacher! thanks for this!
You are very welcome! Thanks for your support
Very informative thank you ❤
You are very welcome!!
Great job on explaining all three VOR Approach videos. Thank you I really enjoyed them and learned a lot.
You are welcome!! I'm glad the videos are helping you!!
Failed to set Go Around altitude.... :-(
Thank you for this video but I have a question. As you explained at 08:00, If I come from the north, which altitude should I cross the VOR? 9600 feet, according to the MSA or I should descend before to cross it at 5000th?
You are very welcome! If you approach from the north and you are outside a specific procedure, you should stay at 9600feet untill the VOR, and than descend inside the holding.
Amazing explanation. Thank you so much!
You are very welcome
Great video. Thank you.
You are very welcome
love your video’s, and your explanation are damn good.
Thanks 🙏🏻
Glad you like it!! You are very welcome!
Nice Job.Thanks from the USA.
Nice to read you watched it from the USA!! I'm glad you enjoyed the video!! Have a great day!
On MCP, what is the reason for the VOR/LOC button. Not much different than an RNAV approach . Thanks Capt.
You are very welcome! You use it in order to intercept a LOCALIZER or VOR radials.
Thanks for this amazing explanation CAP. I don’t have a flight sim , so could you please explain how we fly VOR approach (NOT FULL PROCEDURE) for example: if ATC clear us to intercept VOR radial with HDG SEL?
Many Thanks
Hey, I hope you are doing great, if you get radar vectors, once you are on the last heading instruction before intercepting the radial inbound, you can extend the centre line (using the FMC) from the FAF for example, and then, arm LNAV. This will make you arircraft to fly on the assigned hdg and than intercept the radial inbound.
Maybe you forget to set the GA altitude. As our company policy we also recycle FD’s once manual takeover. Thanks for your video I’m revising my NPA for CMD upgrade sim. ✌🏻
Nice to read your feedback!! You are very welcome!
How would this approach work with vs instead of vnav since the boeing doesnt have fpa decent?
It would be similar, the difference is that you need to initiate the descent at the descent point using a Vs that gives you the required descent angle
@@PILOTCLIMB thank you so much for the brilliant videos captain! Just to confirm, i saw a post on a forum where they said after setting mda height in the mcp i could set the green arc on the nd on top of the MDA point when approaching the FAF point to get a rough estimate. Is that something that could be done to get a estimate vs speed?
This is such a wonderful explanation. Thank you capt. If you don't mind I want to ask about how to approach and the mode used by CMD when approaching, in some videos I've watched, when doing an approach there are some people who press the VOR/LOC button when doing a VOR DME approach, is that normal and a standard procedure? Or is just LNAV enough? Many thanks for your help capt!
Many thanks for watching!! on a VIR approach you can use both LNAV or VOR/LOC...
@@PILOTCLIMB Does "App" work too? :)
Back after a year and now I'm ready to ask whether not setting the CRS to runway heading really messes up with the VOR/LOC because I've been having an issue with the ZIBO where it will not be aligned with the runway. It will either zig zag as if trying to align with the VOR or else it will align off the runway center, with an offset to the right, aiming just half the runway
On the 73 you should always set the courses with the inbound radial or Loc..
@@PILOTCLIMB Hey. Does your Zibo land off the centerline during approach, c while capturing the VOR LOC? Mine does. ILS approach is flawless, but VOR makes the Zibo fly straight towards the DME equipment rather than the center of the runway. VOR in aircraft using the Garmin G1000 has no issues at all. It's a Boeing 737 (standard and the Zibo mod) issue in X-Plane 11.
Very nice tutorial & indepth information. Thankyou. Could you kindly share part 1 & 2 for this series link.
You are welcome!! Glad to see you liked it!
Part 2: ua-cam.com/video/4_h-Nh_iJDQ/v-deo.html
Part 1: ua-cam.com/video/4prAi2CYZPQ/v-deo.html
@@PILOTCLIMB Thank you so much
Speaking of LNAV, whenever I set just enter origin and destination in the FMC, then set departure and arrival runways, I am given a list of waypoints in the STARS list, I remove the DISCONTINUITY entries when they exist and it seems the flight will be successful. However, as the aircraft is flying in LNAV mode, at some point about 3NM from the destination, it tends to simply fly away from the arrival airport. I have Xplane 11 using its standard Boeing 737-800. I have no idea why it seems the autopilot simply "abandons" the course and flies the opposite direction from the destination.
I'd really like to understand how to navigate, it's amazingly difficult to grasp.
Been trying to successfully depart from RW31L at JFK airport (KJFK) to ILS 13 at La Guardia airport (KLGA) but LNAV never keeps on course. I rely on the waypoints given by the FMC list, I don't manually correct them, maybe that's my mistake...
Hey, it seems that the points you are loading on the fmc are not correct, the fmc constantly monitor the router to see if the plane is capable to follow it (due to performance for example). Send me the point you load on the FMC and I will have a look into it.
@@PILOTCLIMB I'll do ASAP, I'll list here which waypoints are shown in the FMC, from KJFK to KLGA there aren't many, I think two in between origin and destination.
Funny coming back here and reading something that I now fully understand. First off, the distance between those airports is ridiculously short for a Boeing 737. Been practicing longer distances and gathering better waypoint info for each flight. Still struggling with why and when using VOR/LOC when VNAV and LNAV alone seem to perform wonders all by themselves.
Are parts one and two still on your channel? I can't see them.
Yes they are
Hi Gabriele! Your videos are fantastic! Could you perhaps make a video about the super stall? Grazie!
Hey, many thanks for watching and the comment!! I will take your request into consideration!! It's a topic that deserves a video, that's for sure!
Have a great day
During real flight, if you are PF and preparing for approach do you have to set up nav, course for pm also?
This could vary depending on the company sop, usually yes!
@@PILOTCLIMB thanks very much, I was wondering a lot about that!
maybe out of way but I have i question....why I m fillling in DES FORECAST page isa deviation when FMS doesnt calculate altitude correction especially in cold temperatures below 0 in which you have to adjust altitude temperature corection manualy? Maybe it important for deccent not for final app segment
Hey, thanks for watching, Yes, the ISA DEV is entered during your descend briefing in order to allow the VNAV to calculate a more accurate descend.
During cold weather, the FMC ISA dev doesn't take care of the altitude corrections, and you should use the appropriate tables.
Have a great day!
@Gabriele
If you could add this topic on your list it would be very nice.
Thanks
@@ahmedsmart1120 I will do more videos about VNAV!
Great job,
Could you please do a video about DME arc
Many thanks for watching!! I made a separate video about the Arc DME, Have you watched it?
What would you like to know exactly about the DME arc?
Have a great day
@@PILOTCLIMB just saw it now.well explained thanks a lot captain,
if you could do a flying video like this one
thanks again
have a nice day
Hello Captain may U give aplication advices for helping cokpit crew 737 series for example learning system infos, or the weather analiser before flight some basic but nice things 😇thank u from now
You are more than welcome!! Many thanks for watching and the comment!!
Hello Gabriele,
According to the chart 13-2 from 22nd Sep 2017, you have to fly over the VOR at 5600ft.
The outbound radial is 033 deg not 034 deg now.
Also you have only three radials depending on speed.
160knots 024
185 knots 028
220 knots 033
Concerning the waypoint BANOL it is also in the newer chart but you have to fly over it at 4500ft not 3600ft.
However in the newer chart BANOL is also an IAF which means that you dont need to fly over it if you use GIR as IAF.
BANOL has a distance from the GIR VOR of 12.2 NM and must be passed at 4500ft.
While you have to be at 3600ft at 12NM distance from GIR if you use GIR as IAF.
So the entries in the FMC were correct i guess.
Did i read the chart correctly?
I saw the whole video and hope you will do much more on the sim.
Especially the way how you changed the altitudes from 5000 ft to 3600ft to 2500ft to 1000ft was important to know.
And you were right, it gets really busy when you have to check the distances and altitudes.
But why did you use Autobrake max?
Would it not be sufficient to use 2 or 3?
Concerning the [FD20] fix:
What does the number 20 mean?
Does FD always mean Final Decent?
As always, thank you for your help Captain!
Many thanks for the watching and the very detailed comment!! Awesome!!
Yes, I knew the chart was out of date, my goal was to show you how you can fly and set a Boeing 737 cockpit for a VOR approach.
If the chart is updated then you should respect the chart minimum altitudes.
I didn't spot that BANOL was also an IAF so WELL DONE!! You are 100% right!!
Since I didn't check the Landing Performances I used the MAX just to make sure we stopped before the end of the runway.
Autobrake 3 most probably would have been enough, however, it is important to check the performance before landing. I will do a separate video about that.
Have a great day!
Thank you for your very kind words.
They are very motivating!
And i have to say i learned more about cockpit preperation.
I forgot to mention that the Final Approach Course also changed. It is 195 deg now.
Can you please answer me the question about [FD20]?
@@ahmedsmart1120 Sure, FD20 means Final Descend and the 20 is the runway...so FD20 final descend runway 20.
The Final descend on a non-precision approach starts at the FAF.
Tnx Capt❤
Is 450 fpm too high for touch down？
No, it is not too high... It depends on your pitch attitude also..
@@PILOTCLIMB So, can I understand like this? The key point of touch down G-force is not the vertical SPD, but the time duration from touchdown FPM to zero?
Our company ask us to take gear down followed by flaps 15 at 2 miles prior to FAF, the callout we use is APPROACHING GLIDEPATH.
Once we are visual we recycle FD (for go around guidance) and we set missed approach altitude 300’ below missed approach altitude on the final descent crossing FAF.
Nice video otherwise.!
Hey, Many thanks for sharing your NPA Sop!! Don't hesitate to share your thoughts and ask any question! Have a great day!👍
Same 2 nm before faf set DA alt verify vnav armed vnav pth on fma gear Down flap15 speed 15 speed brake armed and on faf when vnav alt on fma set go around alt landing checklist 🎉
Great video by the way thanks 😊
Why do you recycle your FD's..?What's happening if not...?
Why didn’t you set the Missed app altitude on the MCP panel , 300 feet below missed app alt ,you are supposed to set that on a LNAV/ VNAV APP
Hey thanks for watching!! On a LNAV/VNAV approach you can do set it ar MAA minus 300, the goal is to set the MAA without levelling off.
Have you tried out the Microsoft Flight simulator?
Thanks for watching!!I have... many years ago...I think it was the Microsoft flight simulator x.. the video was made on the prepar 3d
👏🏽
Thanks for watching
Dude, you're all over the place...You've confused me even more than I was..can you just do one thing at a time.