Just after take off your FD command bars were indicating 20° because you were still in TAK OFF mode which is trying to maintain V2+10 (up to 20° max pitch). If you remember the Litany, at 1000' it was Half Rate, Climb Power, Flaps Up (on schedule). Any pitch mode selection gets you out of TAK OFF mode.
So glad I discovered your channel captain and subscribed. As a huge MD80 lover I have enjoyed logging about 200 hrs in the Leonardo. Thru reading almost an entire FCOM and watching countless real flight cockpit videos I have been able to fly the aircraft as correctly as I know how and by the book. The VNAV on descent seems to stop at 10,,000' to slow down and as a result the plane gets high on profile. Unfortunately we can't manipulate the throttles like they do in the actual plane to force the A/T to come to idle (when not in CLMP mode) unless of course we switch to IAS. Still tons to learn. Looking foreward to watching all your Maddog sereis. - Many thanks captain - Kam (on a side note - FS2CREW is a lifesaver in this very busy cockpit)
You're always saying you welcome corrections, so here goes... At 29:30 you brief the escape maneuver. The PLI, Pitch Limit Indicator, doesn't come into view automatically for GPWS warnings but it will appear anytime above 60 KIAS at or below 1500 radio altitude or, as Father Time noted, whenever slats are extended at any altitude. The PLI is in view for TO above 60 kts and when slats were extended in this video. For GPWS escapes, you increase pitch as necessary to avoid ground contact up to stick shaker. (Edited for clarity) Speaking of GPWS warnings at 45:50, unless you want the FO reaching between your legs on short final, don't have them go for the override switch. It's only on the CA's lower forward panel.
Hahahaha! I definitely welcome your corrections and comments. I'm having a lot of fun learning the MD-82 once again, and it's people like you that get me to where I want to be. Thank you so much for the correction. I was reviewing the terrain escape procedures out-loud, and I think that I said AP and AT off, FD off, throttles full forward and 20 degrees pitch. I should have also mentioned to check the speed brakes retracted, as that is one of the factors that doomed our Cali 757. I was under the impression that the PLI appears if you have slats and are approaching the stall/stick shaker, stick pusher range, but I guess I was wrong. I know that it appears during windshear, but I thought that it was only if you had slats out of the up detent. I guess I've been flying the TFDi MD-11 too much! Please, please keep the comments coming. As you can tell, I don't redo videos to make them perfect, I consider it to be a training event and I emphasize learning via my "stream of consciousness" type presentation. I think that it is important to be willing to humble yourself as an ATP who is learning to fly a simulator in his basement and is less than qualified to be considered an expert. Your input is obviously coming from a deeper and more qualified place on this airplane. Thanks again. Jeff
I edited my original comment for clarity about when the PLI appears. It will appear at any altitude if you have slats extended and not just as you approach stick shaker. Like you, I never flew the MD-80 until I checked out as CA at the turn of the last century. Unlike you, through the vagaries of airline consolidation and unionism, I then spent the next 19 years on the airplane domiciled in STL before eventually going to the Dark Side in DFW.
@@CaptainCAVU thank you my brother. Lets take a moment to review the perilous and often very unfair world of airline seniority. I have often referenced this very topic on my Discord channel as well as in several of my videos and live streams. Where do we start? Well, how about this? It is entirely possible that the best hands-on pilot in the world has the worst airline career and the worst hands-on pilot has the best career. NO pilot should take pride in their seniority, as we all know that it is a game of chance. I was hired by American Airlines out of the Air Force when we had the worst and most repressive B-Scale pay rates, retirement package , work rules and vacation weeks in the industry. Our union had essentially sold the next generation of pilots down the river out of greed and selfishness, and the rest of the industry suffered for twenty years as a result. After the merger with your airline we then treated the TWA as second-class citizens with the "integration", and those very same pilots were once again merged into the list unfairly when the Seniority List Integration was completed after US Airways merged with AAL. Any native AAL pilot that argues with these facts is being incredibly unfair. I had an uninterrupted seniority career where I progressed without furlough and never had to relocate my family. That was due to lucky timing. I pride myself in getting myself qualified for the airlines via the Air Force Academy and Air Force, as those were not easy paths. However, after that it was all luck and timing. Thank you for taking the time to help me. I sincerely appreciate it. I am here to mentor and entertain. Heck, I don't golf and I just retired. Respectfully, Jeff
It’s the approaching minimums warble. I had set 100 feet. The DA was 2,300 MSL (1140 AFL) so I decided to execute the final VFR and FD off. If you set zero in the DA you’ll get warbles and warnings all the way to the gate until you put it up higher. Mystery is solved!
@@FatherTime1958 when I use left/right brake for tight turn (with keyboard) the plane just stopped, like usual brake. Did you fully push the left/right brake or just intermittently (sorry I dont know the official term for this hehe)
Just after take off your FD command bars were indicating 20° because you were still in TAK OFF mode which is trying to maintain V2+10 (up to 20° max pitch). If you remember the Litany, at 1000' it was Half Rate, Climb Power, Flaps Up (on schedule). Any pitch mode selection gets you out of TAK OFF mode.
Thank you very much!
So glad I discovered your channel captain and subscribed. As a huge MD80 lover I have enjoyed logging about 200 hrs in the Leonardo. Thru reading almost an entire FCOM and watching countless real flight cockpit videos I have been able to fly the aircraft as correctly as I know how and by the book. The VNAV on descent seems to stop at 10,,000' to slow down and as a result the plane gets high on profile. Unfortunately we can't manipulate the throttles like they do in the actual plane to force the A/T to come to idle (when not in CLMP mode) unless of course we switch to IAS. Still tons to learn.
Looking foreward to watching all your Maddog sereis. - Many thanks captain - Kam (on a side note - FS2CREW is a lifesaver in this very busy cockpit)
FS2CREW? I didn’t know about that program. I’m going to research it when I get home in a few days. Thanks for the awesome tip.
You're always saying you welcome corrections, so here goes...
At 29:30 you brief the escape maneuver. The PLI, Pitch Limit Indicator, doesn't come into view automatically for GPWS warnings but it will appear anytime above 60 KIAS at or below 1500 radio altitude or, as Father Time noted, whenever slats are extended at any altitude. The PLI is in view for TO above 60 kts and when slats were extended in this video. For GPWS escapes, you increase pitch as necessary to avoid ground contact up to stick shaker. (Edited for clarity)
Speaking of GPWS warnings at 45:50, unless you want the FO reaching between your legs on short final, don't have them go for the override switch. It's only on the CA's lower forward panel.
Hahahaha! I definitely welcome your corrections and comments. I'm having a lot of fun learning the MD-82 once again, and it's people like you that get me to where I want to be. Thank you so much for the correction. I was reviewing the terrain escape procedures out-loud, and I think that I said AP and AT off, FD off, throttles full forward and 20 degrees pitch. I should have also mentioned to check the speed brakes retracted, as that is one of the factors that doomed our Cali 757. I was under the impression that the PLI appears if you have slats and are approaching the stall/stick shaker, stick pusher range, but I guess I was wrong. I know that it appears during windshear, but I thought that it was only if you had slats out of the up detent. I guess I've been flying the TFDi MD-11 too much! Please, please keep the comments coming. As you can tell, I don't redo videos to make them perfect, I consider it to be a training event and I emphasize learning via my "stream of consciousness" type presentation. I think that it is important to be willing to humble yourself as an ATP who is learning to fly a simulator in his basement and is less than qualified to be considered an expert. Your input is obviously coming from a deeper and more qualified place on this airplane. Thanks again. Jeff
I edited my original comment for clarity about when the PLI appears. It will appear at any altitude if you have slats extended and not just as you approach stick shaker.
Like you, I never flew the MD-80 until I checked out as CA at the turn of the last century. Unlike you, through the vagaries of airline consolidation and unionism, I then spent the next 19 years on the airplane domiciled in STL before eventually going to the Dark Side in DFW.
@@CaptainCAVU thank you my brother. Lets take a moment to review the perilous and often very unfair world of airline seniority. I have often referenced this very topic on my Discord channel as well as in several of my videos and live streams. Where do we start? Well, how about this? It is entirely possible that the best hands-on pilot in the world has the worst airline career and the worst hands-on pilot has the best career. NO pilot should take pride in their seniority, as we all know that it is a game of chance. I was hired by American Airlines out of the Air Force when we had the worst and most repressive B-Scale pay rates, retirement package , work rules and vacation weeks in the industry. Our union had essentially sold the next generation of pilots down the river out of greed and selfishness, and the rest of the industry suffered for twenty years as a result. After the merger with your airline we then treated the TWA as second-class citizens with the "integration", and those very same pilots were once again merged into the list unfairly when the Seniority List Integration was completed after US Airways merged with AAL. Any native AAL pilot that argues with these facts is being incredibly unfair. I had an uninterrupted seniority career where I progressed without furlough and never had to relocate my family. That was due to lucky timing. I pride myself in getting myself qualified for the airlines via the Air Force Academy and Air Force, as those were not easy paths. However, after that it was all luck and timing. Thank you for taking the time to help me. I sincerely appreciate it. I am here to mentor and entertain. Heck, I don't golf and I just retired. Respectfully, Jeff
And again at 46:06 the misterius warble
It’s the approaching minimums warble. I had set 100 feet. The DA was 2,300 MSL (1140 AFL) so I decided to execute the final VFR and FD off. If you set zero in the DA you’ll get warbles and warnings all the way to the gate until you put it up higher. Mystery is solved!
Hi, did you use left brake when turning at 47:10 ?
Do you know how to configure this if I'm just using joystick without rudder pedal ?
@@muhammadandiputra5469 I have pendulum rudder pedals with a left and right brake.
@@FatherTime1958 when I use left/right brake for tight turn (with keyboard) the plane just stopped, like usual brake.
Did you fully push the left/right brake or just intermittently (sorry I dont know the official term for this hehe)
@ good question. I did not push full “inside turn” brake. It’s almost a metered braking on the inside of the turn.
@@FatherTime1958 thank you for the answer Capt :)