I was told a good rudder trim setting is to look at the fuel flow. If 5.x or so for t/o..5 units is good. For single engine approaches.. Usually the FF is 2.x .. so around 2 would be good. I think most people don't know that on the 73, the autopilot does not control the rudder... The pilot had to do it. Of course the pilot has to make sure there plane is flying efficiently by looking at the slip/skid indicator.
Hello S G Thank you so much for sharing your thoughts and tips. I am going to try the 2 units on approach next time. It makes a lot of sense. Regarding the coordination of the airplane, I believe the objective is to maintain neutral flight control or close to neutral, I guess some slipping will be there. Again I will watch it closely next time. Thanks again I really appreciate your participation and sharing. All the best Abdul
superb info as always Captain Abdul Muati! thank you for sharing infos that rarely covered by others with such details and professionalism Great points and really helpful Take care and fly safe always!
Hello Abdul ! Nice to see you back online (was about to text you..). Your video just come in a nice time of my recurrent...Accurate and Detailed as usual..(good key points). Keep the collection growing ! Kind Regards. Jose
I would also like to add that it is crucial to maintain coordinated flight during single engine operation by applying rudder on the side where the yoke is cocked until the control column is centered using the aileron trim scale as reference. As matter of fact considering that the 737 AFCS is basically a two channel autopilot - aileron and elevator - in the event of an engine failure as the airplane yaws to one side it will also roll towards the same side due to the fact that a portion of the leading edge on the failed side is blocked by the fuselage causing the wing to generate less lift - L=1/2 V2 Cl S rho - to compensate for the rolling moment the autopilot will command a roll into the opposite side as it does not have any authority over the yawing moment, as reflected by the yoke tilting onto the good engine side. Stepping on the rudder on the cocked side will correct the primary cause - the yawing into the failed engine - and thus the need for the autopilot to compensate for the rolling moment, re-establishing coordinated flight and allowing fine trimming of the aircraft. Just my two cents
Hello sir! Thank you for your great videos, you r the best! I have some tips for radar trim, main thing is use trim about 10% of your N1 For instance N1 is 50% trim to 5 That’s from my instructor while my session on type rating. Thank you 🙏
Hello Kairat, Thank you for your kind words, really appreciate it 🙏🏼. Appreciate sharing this technique, I will try to use it in my next recurrent training. Thank you again 🙏🏼🙏🏼
Comandante Asiri, I will not stop bothering you until you make a video on the 767. As always, very helpful videos for those that fly the 737. I hope you are doing good. TJ
Comandanteeee Jonusas 👋🏼 How are you, thanks for taking the time to leave a comment 🙏🏼 My knowledge about the 767 is diminishing 😂😂😂 let me stick with the 37 Looking forward to see you soon All the best Abdul
Hello Sunil, Thanks for the feedback and the suggestion. Regrading stall recovery procedure you might find this video helpful ua-cam.com/video/Rp-IB382Yig/v-deo.html. I will try to talk about common mistakes in the future. WS escape maneuver is a great suggestion. Thanks again Abdul
Hello Captain nice to see another amazing video from you as always. I hope you can help maybe one day with. Video explaining how to get a good mental picture during the landing phase from 50ft - to flare. Found that is a challenge for most guys during Line training.
Hello 👋🏼 Thanks for your kind words. That is a great suggestion regarding that portion of the flight aid flare, I will try to make a video about it. Thanks again for your support. All the best Abdul
Hi, one quick technical question that even though it is not pertinent to the topic of this video has been bugging me and hopefully you will be able to help me out with: at the completion of a successful IRS alignment the ALIGN light should extinguish, however a flashing ALIGN light willl indicate faikure of the crew to enter the PPOS either manually via the alphanumeric keyboard on the ISDU or via the CDU; excessive difference - greater than 1 degree - between the latitude computed by the IRU based on earth rotational velocity and entered latitude accompanied by an ENTER IRS POSITION message on the CDU - replaced by a VERIFY POS CDU message if the same latitude is re-entered accompanied by a steady ALIGN light and a flashing FAULT light; or when the difference between the last stored position and the entered PPOS is greater than 4nm and deemed to be unreasonable, accompanied by a VERIFY POS CDU message. Is that correct? Not sure if the VERIFY POS CDU message will be displayed if the same latitude is entered again. Thanks for sharing Btw when is your livestream?
Hello Diego, What you said is correct entering a wrong position in the IRS will lead to the ALIGN light flashing. Fault light as far as I know will not flash, and it will come only if their is a fault in the IRS but not if the wrong position is entered. So here is the thing, Align light will flash if, if the alignment process was not completed, usually due to excessive airplane movement because of the wind or passenger boarding, or the entered position differ greatly from the last known position, or it is the wrong position after the IRS perform the latitude check. Hope I answered your question. Thanks for the reminder regarding the live stream, I just posted the timing it is going to be at 17:00z tomorrow Wish you all the best Abddul
Thank you for taking the time to leave a comment. Actually I am working corporate so we continued flying not as much as before, but we did not stop. Hope this thing clear soon. All the best Abdul
Hi, first of all I would like to extend my congrats about the live vlog that u had the other day and i am looking forward for the next one! Seconds i would like to ask you a question about the electrical system as i am getting conflicting information. In the FCOM of the 737-800 it states that the TR3 serves as a back up source should either TR1 or TR2 fail, while in the DC section it states that all TR 1 2 and 3 power the DC BUS 1, 2 and the DC STBY bus. Now under normal conditions with the cross bus tie relay closed it is my understanding the TR1 and 2 power the DC BUS 1 and 2 and the DC STBY bus via the DC stby bus normal relay, sharing the load, while the TR3 powers the DC BATTERY BUS via the battery bus normal relay, while in the event of either TR 1 or 2 failure the TR3 will assist the remaining TR to power the DC BUS 1 and 2 and the DC STBY bus while still powering the DC BATTERY bus. Is that correct or is the TR3 supplying the DC BUS 1 and 2 and the DC STBY BUS together with the TR1 and 2 even during normal operations? Thanks
Hello Diego, Thanks for your kind words regarding the live stream, and a bigger thank you for joining🙏🏼 me. Your understanding is right. Under normal conditions, TR3 will power the Battery bus, If either TR1 or TR2 fail then TR3 will assess the operating TR in addition to powering the Battery bus. Provided as you said the cross bus tie remain closed. Hope I answered your question, let me know if you have any other questions. All the best Abdul
Abdulmuati Asiri thanks for the prompt reply. What confused me is that in the FCOM it shows that the DC STBY bus is powered directly from the TR1 and 2 while in other diagrams it shows that the DC stby bus is powered from the DC BUS 1 which is turn is powered by the TR1 and 2, was wondering which one is correct. Also the main battery charger powered from the ac ground service bus 2 serves as a charger for the main battery as its voltage drops below 23vdc while once the charging cycle is over the charger will switch to its TR function powering the hot battery bus and the switched hot battery bus, so that basically the main and if applicable the aux batteries basically do not supply anything. I guess if u set the Dc Selector to the BATT position the DC meter will show something like 24vd and no load - 0 or nearly 0 amps - provided that the charging cycle is over. Am i correct? Thanks
Hello Diego I looked at all the Electric diagrams I have in the FCOM, DC STBY Bus is not connected to DC Bus 1 I don’t think their is a way to connect the two together nor would you want that, you have two independent DC buses so if their is a problem With DC Bus 1 you still have that independent STBY DC BUS. For the second part of your question regarding the Battery Charger you are right, the way you explain it is spot on. Can you send me the diagram that is shown DC BUS 1 connected to the STBY DC BUS. My e-mail: abdulmuati37@gmail.com Hope that help All the best Abdul
Abdulmuati Asiri hi, thanks for the prompt reply. What i meant it was that in a few schematics it showed the DC STBY bus being powered from the DC BUS 1 via the dc stby bus normal relay controlled by the SPCU or Stanby Power Control Unit while in the event of a TR1 failure or should the DC BUS 1 become unpowered the SPCU will open the dc stby bus normal relay and close the dc stby buc alternate relay having the dc stby bus powered from the main battery charger if operating in the Tr mode. I will send you the schematic i am referring to
Abdulmuati Asiri hi, any live show coming up? Also i wanted to ask you one additional question about the electrical system to dissipate a doubt i have reading the manual: it is my understanding that the BPCU or Bus Power Control Unit is the component ensuring that the two basic principles the AC electrical system is based upon - no paralleling and when u select a source it will automatically disconnect the previously selected one - are enforced, so if for instance the APU generator is supplying electrical power, when u set the GEN 1 switch ON the BPCU will force the BTB1 open to prevent parallel operation and the CGU will close the GCB or Generator Control Breaker provided that the IDG is operating within limits - phase, voltage and frequency - connecting the IDG to the AC TRANSFER BUS 1. In addition the BPCU will also provide monitoring for the external power cart illuminating the GRND PWR light once the current is checked to be within limits. On the other hand the SPCU or Standby Power Control Unit is the component that will open the normal relays and close the alternate relays having the ac, dc stby busses and the dc battery bus powered from the batteries and the static inverter should the normal power sources become unavailable. Is this correct? Many thanks
Thanks for Sharing priceless knowledge once again. Audio quality was satisfactory to me. Acceptable visual and audio clarity. Safe Travels.
Appreciate the feedback Osagie,
It’s a constant tweaking to record these videos and your feedback help adjust better.
Thank you 🙏🏼
I was told a good rudder trim setting is to look at the fuel flow. If 5.x or so for t/o..5 units is good. For single engine approaches.. Usually the FF is 2.x .. so around 2 would be good. I think most people don't know that on the 73, the autopilot does not control the rudder... The pilot had to do it. Of course the pilot has to make sure there plane is flying efficiently by looking at the slip/skid indicator.
Hello S G
Thank you so much for sharing your thoughts and tips.
I am going to try the 2 units on approach next time. It makes a lot of sense.
Regarding the coordination of the airplane, I believe the objective is to maintain neutral flight control or close to neutral, I guess some slipping will be there. Again I will watch it closely next time.
Thanks again I really appreciate your participation and sharing.
All the best
Abdul
Nice video! Good to have you back with your videos and inputs!!
Thank you Diego 🙏🏼
superb info as always Captain Abdul Muati!
thank you for sharing infos that rarely covered by others with such details and professionalism
Great points and really helpful
Take care and fly safe always!
Thank you Rukawa for your kind words 🙏🏼
Just found your page. Absolutely love it
Am glad you like it 😊
Hello Abdul ! Nice to see you back online (was about to text you..). Your video just come in a nice time of my recurrent...Accurate and Detailed as usual..(good key points). Keep the collection growing ! Kind Regards. Jose
Hello Jose,
Great to hear from you, let’s connect some time.
Glad you are doing your recurrent.
Thank you so much for your support.
All the best
Abdul
I would also like to add that it is crucial to maintain coordinated flight during single engine operation by applying rudder on the side where the yoke is cocked until the control column is centered using the aileron trim scale as reference. As matter of fact considering that the 737 AFCS is basically a two channel autopilot - aileron and elevator - in the event of an engine failure as the airplane yaws to one side it will also roll towards the same side due to the fact that a portion of the leading edge on the failed side is blocked by the fuselage causing the wing to generate less lift - L=1/2 V2 Cl S rho - to compensate for the rolling moment the autopilot will command a roll into the opposite side as it does not have any authority over the yawing moment, as reflected by the yoke tilting onto the good engine side. Stepping on the rudder on the cocked side will correct the primary cause - the yawing into the failed engine - and thus the need for the autopilot to compensate for the rolling moment, re-establishing coordinated flight and allowing fine trimming of the aircraft.
Just my two cents
Hello Diego,
Thank you for sharing your thoughts, those are excellent points.
You are absolutely right.
All the best
Abdul
Abdulmuati Asiri thanks and as usual it is always a pleasure when you post one of your videos - concise and straight to the point! Thanks for sharing
@@diegobeatrice5257 Thank you so much Diego it's my pleasure.
Hello sir! Thank you for your great videos, you r the best!
I have some tips for radar trim, main thing is use trim about 10% of your N1
For instance N1 is 50% trim to 5
That’s from my instructor while my session on type rating.
Thank you 🙏
Hello Kairat,
Thank you for your kind words, really appreciate it 🙏🏼.
Appreciate sharing this technique, I will try to use it in my next recurrent training.
Thank you again 🙏🏼🙏🏼
Comandante Asiri, I will not stop bothering you until you make a video on the 767. As always, very helpful videos for those that fly the 737.
I hope you are doing good. TJ
Comandanteeee Jonusas 👋🏼
How are you, thanks for taking the time to leave a comment 🙏🏼
My knowledge about the 767 is diminishing 😂😂😂 let me stick with the 37
Looking forward to see you soon
All the best
Abdul
Hello Capt.. thanks the video.. helpful..
Please make video on WS escape manouver and stall recovery with common mistakes as well..
Hello Sunil,
Thanks for the feedback and the suggestion.
Regrading stall recovery procedure you might find this video helpful ua-cam.com/video/Rp-IB382Yig/v-deo.html. I will try to talk about common mistakes in the future.
WS escape maneuver is a great suggestion.
Thanks again
Abdul
Amazing job and informative
Thank you 🙏🏼 Keith Howard
Hello Captain nice to see another amazing video from you as always. I hope you can help maybe one day with. Video explaining how to get a good mental picture during the landing phase from 50ft - to flare. Found that is a challenge for most guys during Line training.
Hello 👋🏼
Thanks for your kind words.
That is a great suggestion regarding that portion of the flight aid flare, I will try to make a video about it.
Thanks again for your support.
All the best
Abdul
can you make a video of alternet Rudder trim technique?
I will do a video about the trim,
Thank you so much for the suggestion 🙏🏼
Hi, one quick technical question that even though it is not pertinent to the topic of this video has been bugging me and hopefully you will be able to help me out with: at the completion of a successful IRS alignment the ALIGN light should extinguish, however a flashing ALIGN light willl indicate faikure of the crew to enter the PPOS either manually via the alphanumeric keyboard on the ISDU or via the CDU; excessive difference - greater than 1 degree - between the latitude computed by the IRU based on earth rotational velocity and entered latitude accompanied by an ENTER IRS POSITION message on the CDU - replaced by a VERIFY POS CDU message if the same latitude is re-entered accompanied by a steady ALIGN light and a flashing FAULT light; or when the difference between the last stored position and the entered PPOS is greater than 4nm and deemed to be unreasonable, accompanied by a VERIFY POS CDU message.
Is that correct? Not sure if the VERIFY POS CDU message will be displayed if the same latitude is entered again.
Thanks for sharing
Btw when is your livestream?
Hello Diego,
What you said is correct entering a wrong position in the IRS will lead to the ALIGN light flashing.
Fault light as far as I know will not flash, and it will come only if their is a fault in the IRS but not if the wrong position is entered.
So here is the thing,
Align light will flash if, if the alignment process was not completed, usually due to excessive airplane movement because of the wind or passenger boarding, or the entered position differ greatly from the last known position, or it is the wrong position after the IRS perform the latitude check.
Hope I answered your question.
Thanks for the reminder regarding the live stream, I just posted the timing it is going to be at 17:00z tomorrow
Wish you all the best
Abddul
Abdulmuati Asiri hi thanks for your prompt reply, looking forward to the live stream
Thank you for the video, captain. Are you flying now? Or because of the coronovirus there are no flights?
Thank you for taking the time to leave a comment.
Actually I am working corporate so we continued flying not as much as before, but we did not stop.
Hope this thing clear soon.
All the best
Abdul
Hi, first of all I would like to extend my congrats about the live vlog that u had the other day and i am looking forward for the next one! Seconds i would like to ask you a question about the electrical system as i am getting conflicting information. In the FCOM of the 737-800 it states that the TR3 serves as a back up source should either TR1 or TR2 fail, while in the DC section it states that all TR 1 2 and 3 power the DC BUS 1, 2 and the DC STBY bus. Now under normal conditions with the cross bus tie relay closed it is my understanding the TR1 and 2 power the DC BUS 1 and 2 and the DC STBY bus via the DC stby bus normal relay, sharing the load, while the TR3 powers the DC BATTERY BUS via the battery bus normal relay, while in the event of either TR 1 or 2 failure the TR3 will assist the remaining TR to power the DC BUS 1 and 2 and the DC STBY bus while still powering the DC BATTERY bus. Is that correct or is the TR3 supplying the DC BUS 1 and 2 and the DC STBY BUS together with the TR1 and 2 even during normal operations? Thanks
Hello Diego,
Thanks for your kind words regarding the live stream, and a bigger thank you for joining🙏🏼 me.
Your understanding is right. Under normal conditions, TR3 will power the Battery bus,
If either TR1 or TR2 fail then TR3 will assess the operating TR in addition to powering the Battery bus. Provided as you said the cross bus tie remain closed.
Hope I answered your question, let me know if you have any other questions.
All the best
Abdul
Abdulmuati Asiri thanks for the prompt reply. What confused me is that in the FCOM it shows that the DC STBY bus is powered directly from the TR1 and 2 while in other diagrams it shows that the DC stby bus is powered from the DC BUS 1 which is turn is powered by the TR1 and 2, was wondering which one is correct. Also the main battery charger powered from the ac ground service bus 2 serves as a charger for the main battery as its voltage drops below 23vdc while once the charging cycle is over the charger will switch to its TR function powering the hot battery bus and the switched hot battery bus, so that basically the main and if applicable the aux batteries basically do not supply anything. I guess if u set the Dc Selector to the BATT position the DC meter will show something like 24vd and no load - 0 or nearly 0 amps - provided that the charging cycle is over. Am i correct? Thanks
Hello Diego
I looked at all the Electric diagrams I have in the FCOM, DC STBY Bus is not connected to DC Bus 1 I don’t think their is a way to connect the two together nor would you want that, you have two independent DC buses so if their is a problem With DC Bus 1 you still have that independent STBY DC BUS.
For the second part of your question regarding the Battery Charger you are right, the way you explain it is spot on.
Can you send me the diagram that is shown DC BUS 1 connected to the STBY DC BUS.
My e-mail: abdulmuati37@gmail.com
Hope that help
All the best
Abdul
Abdulmuati Asiri hi, thanks for the prompt reply. What i meant it was that in a few schematics it showed the DC STBY bus being powered from the DC BUS 1 via the dc stby bus normal relay controlled by the SPCU or Stanby Power Control Unit while in the event of a TR1 failure or should the DC BUS 1 become unpowered the SPCU will open the dc stby bus normal relay and close the dc stby buc alternate relay having the dc stby bus powered from the main battery charger if operating in the Tr mode. I will send you the schematic i am referring to
Abdulmuati Asiri hi, any live show coming up? Also i wanted to ask you one additional question about the electrical system to dissipate a doubt i have reading the manual: it is my understanding that the BPCU or Bus Power Control Unit is the component ensuring that the two basic principles the AC electrical system is based upon - no paralleling and when u select a source it will automatically disconnect the previously selected one - are enforced, so if for instance the APU generator is supplying electrical power, when u set the GEN 1 switch ON the BPCU will force the BTB1 open to prevent parallel operation and the CGU will close the GCB or Generator Control Breaker provided that the IDG is operating within limits - phase, voltage and frequency - connecting the IDG to the AC TRANSFER BUS 1. In addition the BPCU will also provide monitoring for the external power cart illuminating the GRND PWR light once the current is checked to be within limits. On the other hand the SPCU or Standby Power Control Unit is the component that will open the normal relays and close the alternate relays having the ac, dc stby busses and the dc battery bus powered from the batteries and the static inverter should the normal power sources become unavailable. Is this correct? Many thanks
Been a while.
True 😅