Wow, that's a challenge! When I stop screwing up my usual approaches, I'll definitely try this one! :) Thanks for a new bit of knowledge, I'm still using your Energy management guide to improve my descents.
I will settle for half as good an approach in clear weather, no cross wind, dry runway with no slope and very pleased with myself. Many thanks for all your excellent videos and I might just might get a landing like that before I cick my clogs.
Wow! Thanks for getting me back into flightsim. I left it 10 years ago when my computer couldn't run FSX. I return to find real pilots helping us out...what a blessing. I've got PDMG on order. Bit scared - looks a bit complicated. One question please. You say you train people twice your age - is that new pilots, or old ones new to 737? Can we really become commercial pilots in our 40's?
Hi Michael and welcome! I use to use flight sim religiously too! I was very fortunate to get the opportunity to do what I love, I'm just sharing some of the things I now teach and learnt on the way! The PMDG NGX really is a fantastic training tool and very similar to the real aircraft. It's certainly realistic enough to show you how to operate using my companies operating procedures! Usually the people I'm instructing twice my age are pilots joining from other companies, either rated on the 737 or perhaps they have experience on another commercial jet and are completing a transitional type rating. Newer pilots fresh from flight training tend to be in their early 20's, I've had some in their late 30's (Late career change) but not much older but it's not impossible, there is technically no age limit! FD2S.
Well That's that my case. Career change on my late 30's, and finished all my training with 40. Sadly not been called for any assesment. All my younger school mates are hired and working. It's a shame as I had the same training and can perform the same way.
Had my refresh yesterday, instructor turned off MAP mode and switched on APP on EFIS... Man, it's much harder without position trend vector and track guidances. Almost failed my approach 😆
Great video! I have a question: What is that green trapezoidal looking rectangle right above the pink localizer diamond on the artificial horizon display ? As you approach the runway threshold, it slowly moves up toward the horizon. Thanks!
Do you actually fly manual ILS approaches in real-world flying, or is it something pilots do just for the skills test and conduct real-world ILS approaches with autopilot?
hey capt. i know this is an old video but ive just checked it out now because i am just about to finish my ATPL and i will be applying for a company that operates 737's aswell so my question is: wouldn't it be easier to maintain the localizer using the nav display in approach mode so that it shows you a CDI? is it pilot discretion to use it or is it company SOP dependant? thanks in advance!
Hi I have just qualified as a commercial pilot but I am struggling to carry out a raw data ils in zibo, it seems really sensitive. Any advice would be appreciated.
what are the green bugs on the speed tape: REF, 5, 1, UP? No one, anywhere has ever explained what those are and how I'm supposed to use them when landing.
Yet another very informative video, well done!! I like the fact you comment on how difficult it is to fly the aircraft in the sim alone, trying to juggle both sides of the flightdeck at the same time. It certainly adds to the excitement!! Keep doing what you're doing!!
Hi Nigel! I'll have to admit I don't usually practice my videos before filming but with this one I did! Having to juggle PF/PM responsibilities/configure and do the tasks of both crew members adds a degree of difficulty but I want to show you exactly what crew would be doing in real life! I'm essentially making the same inputs I would with the control column/thrust levers with the joystick, I can do a far better job in real life you'd be pleased to hear! All the best and thanks again, FD2S.
Hi FD2S, You're most welcome :-) I'm so pleased I came across your channel! You have a pleasant pilot voice, clear and concise which adds to the reality!!
Thank you for your fantastic work and the time taken to explain things so well ! I would love to learn/see , if you so have the inclination and the time , a raw data DME approach to a VOR / ILS please .
may I ask why most of the airlines, especially in the 737, select Autobrakes 3 for every landing? from basic thinking, you could assume that the harder you brake, the greater is the wear on the brakes but it's quite the opposite, isn't it?
Well braking harder will make the brakes wear down quicker! It’s purely for performance. If you want to make a particular exit you calculate your A/B accordingly. Using reverse thrust also ensures less brake wear. FD2S
You're welcome nitruks! When you fly Raw Data you essentially "capture" the locasliser completely manually by just maintaining a present HDG and making small changes in roll to stay on the localiser. The whole approach and landing is completely manual, as the F/D's are off you won't get the FMA's change to VOR/LOC - G/S etc. All the best! FD2S.
Last nigh I went to a 737NG sim and failed miserably at a crosswind landing... One thing I noticed: is the yoke always that stiff to move in the real world? I find it extremely difficult to make small corrections with it (I need two hands with the auto throttle).
Hi Henry, Planning a tutorial on Crosswind Landings which might help! The Yoke isn't too stiff, a little stiffer compared to a light aircraft but there is some feedback which you won't get with a desktop joystick. You do need to make constant small inputs to fly accurately, especially in gusty wind conditions. It's VERY stiff if you lose all Both Hydraulic Systems and will typically require two pilots to manipulate the controls! FD2S
One year later, I'll give your question a go. I don't use a phrase like check close hold, personally. A good starting point/visual: I close the thrust levers at the same time and rate I pull the control wheel back for flare. Picture both hands moving backwards at the same time. I start a slight movement toward flare after the 40 feet call and definitely by the 30 feet call. The PERFECT landing is the thrust levers closing at the exact moment your main gear touch the runway. -737 pilot
Hi Arans 17 The G/S becomes very sensitive approaching the threshold and at certain airports the glideslope and PAPI’s can be aligned slightly differently, a 747 for example will see something different to the pilots on a 737. FD2S
It's not quite fair to bother you as an official instructor for my lack of knowledge. It must be a privilege with you in the real Boeing 737 simulator to learn the tricks of the subject I envy the aspirant pilots. I must not think about the priviledge in a real plane, it sounds to me as being in the heaven already. The study will be an exciting discovery ride as I notice in my Prepar3d. Perhaps as a suggestion, something you can not easily find now and that's N1 Limit settings. Also the CLM-1 and CLM-2. Maybe start a short circuit with the various possibilities, so that it might all become clearer. It's just an idea so please do not feel obligated. Finally, I was surprised that there are no setup options such as reaching 6000 (transition) and 10000 feet Landing Lights. Or to adjust the altitude after a change of course, for example certain angle, has taken place by the Autopilot. I forget to adjust them each time (on time). A short sound (ping or pong :)) would alert you to this. Or am'I just lazy?
Hi Dutch Challenge, Well that's kind! I'm just very passionate about what I do and I was once an aspirating sim pilot, I'm just returning the favour to my previous self! The N1 Limit is the N1 thrust setting calculated by the FMC for various stages of flight and is used by the A/T to set thrust. When we calculate take off performance we use the OPT App to initially work out Fixed Derate (26k, 24k or 22k) and then Assumed Temperature Thrust (Selecting a assumed temperature that is higher than the actual temperature) Depending on what thrust setting we use for takeoff decides our derated climb thrust, the FMC will decide CLB-1 or CLB-2 based on what derate we select or/if we decided to use assumed temperature reduction. We don't change it as crew. The reduced climb thrust gradually increases to full rated thrust during the climb and full rated climb thrust is achieved at 15,000ft. The use of derated climb thrust actually burns more fuel but it increases the service life of the engine, reduces costs and decreases noise. Regarding remembering things it's our responsibility to do so, that is why there are two crew members! On each sector Pilot Flying and Pilot Monitoring has there respective jobs to complete! Hope this helped answer your query. FD2S.
Another awesome tutorial!! Are there some "standardized" attitude / power settings for different type of scenarios? For example, i noticed you were always around 60-62 %N1, is this the usual power setting for a stabilized approach? Looking forward to the holdings and crosswind landings tutorial!
Hi Manuel Z. There are! Some rough and ready ones we use... 5 degrees/55% N1 = Up Speed + LVL Flight for a 60T aircraft. This works nicely for Flap 1 and Flap 5 level flight as well. ILS Approach Flap 30 = 1 Degrees/57% N1 ILS Approach Flap 40 = 0 Degrees/63% N1 There are approximate settings and will vary slightly on a given day due to gross weight, c of g and external conditions. If you have the PMDG NGX take a look in the QRH Performance Inflight for Airspeed Unreliable. That will give you various thrust and pitch settings for several phases of flight! These Tutorials are coming soon! FD2S.
Yeah it is a challenge using a desktop simulator and especially using a joystick! It wasn't too bad but I can do a far better job in the Level D! FD2S.
Great video :) but I have one question: why do you hve to approach with vref +5? I always thought vref was the approach speed. So what use has the vref speed?
Hi EDXT. VREF is your minimum approach speed. You fly between VREF+5 and VREF+15 (MAX VREF+20) based on the HW component. You might like this tutorial! ua-cam.com/video/WsqkKCvS4Yc/v-deo.html FD2S
Thank you for yet another super educational video! Maybe you could do a tutorial on how to read approach charts? I am having a hard time finding the minima of 402 for ILS28 into Dublin, that you set. I am sure I am doing something wrong, but I simply can't find it any of the charts for EIDW. Thanks and keep up the good work!
Hi Jonas, Already planned, there will be a setup and approach briefing on an ILS very soon. Do you have the most up to date charts? 402ft is still the minima for the CAT I ILS into EIDW! FD2S.
Hi FDS2, Finally got it - there's so much info in those charts! :) Thank you! Now I can get back to trying your energy management and raw data - all quite a challenge, and a fantastic refreshingly new and more realistic way of simming :)
Thanks Peter! It's more a rule of thumb for a 3 degree glide path, steeper approaches and it won't work! Thankfully most approach charts have a little ground speed/ROD conversion table so you know exactly what ROD you need to maintain your vertical profile. FD2S
In your company, are all your flight plans and notams printed as 2 pages per sheet of paper or 1 page per sheet of paper? Thanks. I'm trying to make myself as real as possible and save paper for my sim
Drop me a PM, I might be able to help answer your question if you're interested. Edit: misunderstood your question, i'm not F2S but its 2 pages per sheet normally.
Hi Ryanair Rules, Yes typically on 2 pages to save paper and it's the format preferred by most crew, I use it but it's not mandatory, some people print 1 sheet per page! FD2S.
flightdeck2sim ok thank you for the reply. I really appreciate it. I love your videos and really want to be a pilot for Ryanair one day. Idk why Ryanair but I just do lol. Anyway, have you ever had any sort of flying fear/worry before you were a pilot and did you ever get motion sickness and how did you cope with this? Thank you!
Yes I did, I use to be a little nervous about flying which I thought would make it very difficult to become a pilot. That was until I flew with a family friend in a Tiger Moth when I was about 14. he showed me that even in a 80 year old aircraft you can throw it around the sky and it's completely safe which significantly increased my confidence. (I was flying a lot of FS2004 back then!) Generally in control in the flightdeck I have no problems but I don't like being a passenger which I think most people will probably agree with me, they don't like not being in control either! I also know flight crew who have suffered from motion sickness, especially in the simulator and occasionally in the aircraft in very severe turbulence! It's a normal human reaction and I've been there and seen it all so you have nothing to worry about. Good luck, feel free to PM me on FB at anytime for some career advice. FD2S.
Hi, great vid by the way, I've got a question, after I finish sixth form id like to go to a flight school and then hopefully get a job as a first officer, but some airlines like ryanair expect you to have minimum 800hours on the 737- 300-900, how would you get these hours?
Hi jakub. I'm not sure where you heard that, that is not true! I finished my A-Levels, finished my PPL and went to Oxford Aviation Academy. When I graduated I had around 300 hours total time on just piston engine aircraft (some of my colleagues had less than 200) and most of us went straight onto the right hand seat of an Airbus or Boeing Operator within the first 6 months with 0 hours experience on a jet aircraft! Look at several flight training schools, you will find all the information you need there! Good Luck! FD2S.
![ARC DME and Raw Data ILS - [Pilot Job Simulator Interview Preparation Part 2]](http://i.ytimg.com/vi/biQFIGsqvA8/mqdefault.jpg)
Just another day of Capt. Gordon Ramsay teaching you how to season a perfect Michelin 3-star ILS approach!
I see what you did there! FD2S
Could you make the next tutorial on holding, ie. entering, exiting, getting information from them please
Holding Tutorial will be coming up!
FD2S.
As requested!
ua-cam.com/video/yEHJzrF-dKI/v-deo.html
Good day!
FD2S
flightdeck2sim thank you
Wow, that's a challenge! When I stop screwing up my usual approaches, I'll definitely try this one! :) Thanks for a new bit of knowledge, I'm still using your Energy management guide to improve my descents.
Hi FakirCB!
It's challenging but sure rewarding!
FD2S.
No doubt about that!
Would love to see you shoot some of the more complicated approaches into LOWI and show us how it really should be done
Hi,
Do you know how to extract ND and PFD screens in the VR version? So that they can be enlarged like in your video? XP11, ZIBO 737.
Hello.
Could you please share with us the pitch and thrust setting of the different phases please?
Thanks a lot for sharing your knowledge !
I will settle for half as good an approach in clear weather, no cross wind, dry runway with no slope and very pleased with myself. Many thanks for all your excellent videos and I might just might get a landing like that before I cick my clogs.
Wow! Thanks for getting me back into flightsim. I left it 10 years ago when my computer couldn't run FSX. I return to find real pilots helping us out...what a blessing. I've got PDMG on order. Bit scared - looks a bit complicated. One question please. You say you train people twice your age - is that new pilots, or old ones new to 737? Can we really become commercial pilots in our 40's?
Hi Michael and welcome! I use to use flight sim religiously too! I was very fortunate to get the opportunity to do what I love, I'm just sharing some of the things I now teach and learnt on the way!
The PMDG NGX really is a fantastic training tool and very similar to the real aircraft. It's certainly realistic enough to show you how to operate using my companies operating procedures!
Usually the people I'm instructing twice my age are pilots joining from other companies, either rated on the 737 or perhaps they have experience on another commercial jet and are completing a transitional type rating.
Newer pilots fresh from flight training tend to be in their early 20's, I've had some in their late 30's (Late career change) but not much older but it's not impossible, there is technically no age limit!
FD2S.
Well That's that my case. Career change on my late 30's, and finished all my training with 40. Sadly not been called for any assesment. All my younger school mates are hired and working. It's a shame as I had the same training and can perform the same way.
What exactly you do to make the “check” part! I been trying to figure this one for a long time! 73!
Awesome video ! Can u pls make a video on setting up a ILS on Auto pilot pls ??
In China we normally fly Engine out ILS raw data for currency training, how about ur country
Can you please give some pointers on a home sim set up from scratch if you could?
Use your FPV. You're working too hard for your 3 degree glide path
That's cheating!
FD2S
Had my refresh yesterday, instructor turned off MAP mode and switched on APP on EFIS... Man, it's much harder without position trend vector and track guidances. Almost failed my approach 😆
Well that was nice of him haha! Never used the FPV, it's useful to fly level but TRK up is a life saver! Well done anyway!
FD2S
Great video! I have a question: What is that green trapezoidal looking rectangle right above the pink localizer diamond on the artificial horizon display ? As you approach the runway threshold, it slowly moves up toward the horizon. Thanks!
Do you actually fly manual ILS approaches in real-world flying, or is it something pilots do just for the skills test and conduct real-world ILS approaches with autopilot?
It’s out SOP’s to leave F/D’s on but approaches are frequently flown manually, Autoland pretty much only when needed.
FD2S
hey capt. i know this is an old video but ive just checked it out now because i am just about to finish my ATPL and i will be applying for a company that operates 737's aswell so my question is: wouldn't it be easier to maintain the localizer using the nav display in approach mode so that it shows you a CDI? is it pilot discretion to use it or is it company SOP dependant? thanks in advance!
This is brilliant training video for new pilots. Thank you very mcuh
Hi I have just qualified as a commercial pilot but I am struggling to carry out a raw data ils in zibo, it seems really sensitive. Any advice would be appreciated.
Why didn't you use the flight path vector? Or under which circumstances does a pilot use it?
what are the green bugs on the speed tape: REF, 5, 1, UP? No one, anywhere has ever explained what those are and how I'm supposed to use them when landing.
Sorry, 'bout being late, but REF means VREF speed (approach), 5 means flaps 5 deg after t/o, 1 is flaps 1, UP is flaps UP.
Hope that helps!
Yet another very informative video, well done!! I like the fact you comment on how difficult it is to fly the aircraft in the sim alone, trying to juggle both sides of the flightdeck at the same time. It certainly adds to the excitement!! Keep doing what you're doing!!
Hi Nigel!
I'll have to admit I don't usually practice my videos before filming but with this one I did!
Having to juggle PF/PM responsibilities/configure and do the tasks of both crew members adds a degree of difficulty but I want to show you exactly what crew would be doing in real life!
I'm essentially making the same inputs I would with the control column/thrust levers with the joystick, I can do a far better job in real life you'd be pleased to hear!
All the best and thanks again,
FD2S.
Hi FD2S,
You're most welcome :-) I'm so pleased I came across your channel! You have a pleasant pilot voice, clear and concise which adds to the reality!!
Went for my type rating test yesterday and this raw data ILS is one of the reasons I have to redo my test again. :-(
how did it go?
@@CraZy291 it was 2.5 years ago but the re-test went well haha. Thanks for asking
@@malaysiachina Excellent. Always nice to hear a follow up!
I can't do without watching this every time am going for SIM. You are the best.
Excellent 👍
Excellent.
Glad to know am not the only one with fsx se
hI BIKEPARK,
For now it's perfect for me to run these tutorials. I'll see how P3d develops but for now will be sticking with FSX Steam
FD2S
flightdeck2sim Yeah nice, your tutorials are really helpfull
You flew into a formation of aircraft! (J/k, it's the ground vehicles in FS that give that erroneous TCAS display; therefore I turned mine off)
I noticed that and wondered what the hell it was! Haha!
FD2S.
Thank you for your fantastic work and the time taken to explain things so well ! I would love to learn/see , if you so have the inclination and the time , a raw data DME approach to a VOR / ILS please .
Nice video. I'm commencing my instrument rating on friday, so excited :D
Excellent! I might provide some content one day on the IR using the Seneca (The aircraft I used all those years ago)
Good Luck!
FD2S.
may I ask why most of the airlines, especially in the 737, select Autobrakes 3 for every landing?
from basic thinking, you could assume that the harder you brake, the greater is the wear on the brakes but it's quite the opposite, isn't it?
Well braking harder will make the brakes wear down quicker! It’s purely for performance. If you want to make a particular exit you calculate your A/B accordingly. Using reverse thrust also ensures less brake wear.
FD2S
Great !!
Thanks for another great video. How come this is raw data "ILS"? You have never captured localizer, it seemed almost like a full manual landing!
You're welcome nitruks!
When you fly Raw Data you essentially "capture" the locasliser completely manually by just maintaining a present HDG and making small changes in roll to stay on the localiser. The whole approach and landing is completely manual, as the F/D's are off you won't get the FMA's change to VOR/LOC - G/S etc.
All the best!
FD2S.
Last nigh I went to a 737NG sim and failed miserably at a crosswind landing...
One thing I noticed: is the yoke always that stiff to move in the real world? I find it extremely difficult to make small corrections with it (I need two hands with the auto throttle).
Hi Henry,
Planning a tutorial on Crosswind Landings which might help!
The Yoke isn't too stiff, a little stiffer compared to a light aircraft but there is some feedback which you won't get with a desktop joystick. You do need to make constant small inputs to fly accurately, especially in gusty wind conditions.
It's VERY stiff if you lose all Both Hydraulic Systems and will typically require two pilots to manipulate the controls!
FD2S
Can You make video about approach brefing ? Thanks
Hi Piotr,
Sure can! I'm planning on a tutorial on how to setup and brief an approach in time! I'll try and remember to post the link here!
FD2S
Fantastic tutorial I love practicing that in the cessna 172 in low visibility. After 3 circuits I feel exhausted
Thanks Ian! IMC is sure hardwork!
FD2S.
For the check close hold, does check and close happen at exactly the same time (20feet) or do you close the thrust levers just after you say check.
One year later, I'll give your question a go. I don't use a phrase like check close hold, personally. A good starting point/visual: I close the thrust levers at the same time and rate I pull the control wheel back for flare. Picture both hands moving backwards at the same time. I start a slight movement toward flare after the 40 feet call and definitely by the 30 feet call. The PERFECT landing is the thrust levers closing at the exact moment your main gear touch the runway. -737 pilot
Just wondering why in the short final, the G/S was showing you were too high if actually you were slightly low.
Hi Arans 17
The G/S becomes very sensitive approaching the threshold and at certain airports the glideslope and PAPI’s can be aligned slightly differently, a 747 for example will see something different to the pilots on a 737.
FD2S
5:17
More tutorials please.... 😃
It's not quite fair to bother you as an official instructor for my lack of knowledge. It must be a privilege with you in the real Boeing 737 simulator to learn the tricks of the subject I envy the aspirant pilots. I must not think about the priviledge in a real plane, it sounds to me as being in the heaven already. The study will be an exciting discovery ride as I notice in my Prepar3d. Perhaps as a suggestion, something you can not easily find now and that's N1 Limit settings. Also the CLM-1 and CLM-2. Maybe start a short circuit with the various possibilities, so that it might all become clearer. It's just an idea so please do not feel obligated.
Finally, I was surprised that there are no setup options such as reaching 6000 (transition) and 10000 feet Landing Lights. Or to adjust the altitude after a change of course, for example certain angle, has taken place by the Autopilot. I forget to adjust them each time (on time). A short sound (ping or pong :)) would alert you to this. Or am'I just lazy?
Hi Dutch Challenge, Well that's kind! I'm just very passionate about what I do and I was once an aspirating sim pilot, I'm just returning the favour to my previous self!
The N1 Limit is the N1 thrust setting calculated by the FMC for various stages of flight and is used by the A/T to set thrust.
When we calculate take off performance we use the OPT App to initially work out Fixed Derate (26k, 24k or 22k) and then Assumed Temperature Thrust (Selecting a assumed temperature that is higher than the actual temperature)
Depending on what thrust setting we use for takeoff decides our derated climb thrust, the FMC will decide CLB-1 or CLB-2 based on what derate we select or/if we decided to use assumed temperature reduction. We don't change it as crew.
The reduced climb thrust gradually increases to full rated thrust during the climb and full rated climb thrust is achieved at 15,000ft. The use of derated climb thrust actually burns more fuel but it increases the service life of the engine, reduces costs and decreases noise.
Regarding remembering things it's our responsibility to do so, that is why there are two crew members! On each sector Pilot Flying and Pilot Monitoring has there respective jobs to complete!
Hope this helped answer your query.
FD2S.
Thanks ..
Another awesome tutorial!! Are there some "standardized" attitude / power settings for different type of scenarios? For example, i noticed you were always around 60-62 %N1, is this the usual power setting for a stabilized approach? Looking forward to the holdings and crosswind landings tutorial!
Hi Manuel Z.
There are! Some rough and ready ones we use...
5 degrees/55% N1 = Up Speed + LVL Flight for a 60T aircraft. This works nicely for Flap 1 and Flap 5 level flight as well.
ILS Approach Flap 30 = 1 Degrees/57% N1
ILS Approach Flap 40 = 0 Degrees/63% N1
There are approximate settings and will vary slightly on a given day due to gross weight, c of g and external conditions.
If you have the PMDG NGX take a look in the QRH Performance Inflight for Airspeed Unreliable. That will give you various thrust and pitch settings for several phases of flight!
These Tutorials are coming soon!
FD2S.
flightdeck2sim awesome, will check it out and thank you as always for taking the time to reply!
I use X-Plane now. I find the raw data ILS approaches harder on the sim at home than the actual sim check 😳😳
Yeah it is a challenge using a desktop simulator and especially using a joystick! It wasn't too bad but I can do a far better job in the Level D!
FD2S.
Indeed, I find it easier to fly irl.
Do shift your view fully to outside at 200 or 300 feet
In my opinion on visual approaches, I look outside at below 1K feet radio altimeter
Mate you are great! Thank you for your great videos 😎👍
You’re most welcome Onur!
FD2S
Hi does your company allow you to do raw data approaches?
Hi TOM's Flying Diary
Raw Data is not approved for line flying but practiced during recurrency training (ILS/Visual and NPA Raw Data)
FD2S
Yey another upload! Thanks :) I feel like the intro song has to be changed to a rock style haha
Hahah, yes, the introduction is a little soft but I kind of like it!
FD2S.
Great video :) but I have one question: why do you hve to approach with vref +5? I always thought vref was the approach speed. So what use has the vref speed?
Hi EDXT. VREF is your minimum approach speed. You fly between VREF+5 and VREF+15 (MAX VREF+20) based on the HW component.
You might like this tutorial!
ua-cam.com/video/WsqkKCvS4Yc/v-deo.html
FD2S
flightdeck2sim thank you very much :)
Thank you for yet another super educational video!
Maybe you could do a tutorial on how to read approach charts? I am having a hard time finding the minima of 402 for ILS28 into Dublin, that you set. I am sure I am doing something wrong, but I simply can't find it any of the charts for EIDW. Thanks and keep up the good work!
Hi Jonas,
Already planned, there will be a setup and approach briefing on an ILS very soon.
Do you have the most up to date charts? 402ft is still the minima for the CAT I ILS into EIDW!
FD2S.
Hi FDS2,
Finally got it - there's so much info in those charts! :) Thank you! Now I can get back to trying your energy management and raw data - all quite a challenge, and a fantastic refreshingly new and more realistic way of simming :)
Keep em coming man good show...
Thanks G. Skouras!
FD2S.
Great video as usual! Entertaining and educational at the same time :)
Cheers HotDog12ist!
FD2S
Very good, thank you very much
Cheers!
FD2S.
Great tutorial. So how do you get the number that you need to descent 5 times your GS? Does the 5 times always hold?
Thanks Peter! It's more a rule of thumb for a 3 degree glide path, steeper approaches and it won't work! Thankfully most approach charts have a little ground speed/ROD conversion table so you know exactly what ROD you need to maintain your vertical profile.
FD2S
Ah cheers, makes sense!
full on ils - Thank you!
That's the old school way! You're welcome!
FD2S.
Superb!
The most underrated flight sim channel, great quality content.
Thanks a lot bartu ciftci!
FD2S
You should consider using a newer sim :)
Hi Kronic!
I know! On my month off I'm looking into upgrading to a PC and simulator to P3d! We shall see!
FD2S.
flightdeck2sim Love
Jetline customized PCs. They provide hardware for 'big' sims
Very interesting ! I will try !
Good Luck, let me know how you get on!
FD2S.
niiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiice!!!!!!
THANKKKKKKKKKKKKKKKKKS!
FD2S
In your company, are all your flight plans and notams printed as 2 pages per sheet of paper or 1 page per sheet of paper? Thanks. I'm trying to make myself as real as possible and save paper for my sim
Drop me a PM, I might be able to help answer your question if you're interested.
Edit: misunderstood your question, i'm not F2S but its 2 pages per sheet normally.
Hi Ryanair Rules,
Yes typically on 2 pages to save paper and it's the format preferred by most crew, I use it but it's not mandatory, some people print 1 sheet per page!
FD2S.
flightdeck2sim ok thank you for the reply. I really appreciate it. I love your videos and really want to be a pilot for Ryanair one day. Idk why Ryanair but I just do lol. Anyway, have you ever had any sort of flying fear/worry before you were a pilot and did you ever get motion sickness and how did you cope with this? Thank you!
HotDog12ist no problem thank you for the reply. Really appreciate it! Thanks.
Yes I did, I use to be a little nervous about flying which I thought would make it very difficult to become a pilot. That was until I flew with a family friend in a Tiger Moth when I was about 14. he showed me that even in a 80 year old aircraft you can throw it around the sky and it's completely safe which significantly increased my confidence. (I was flying a lot of FS2004 back then!)
Generally in control in the flightdeck I have no problems but I don't like being a passenger which I think most people will probably agree with me, they don't like not being in control either! I also know flight crew who have suffered from motion sickness, especially in the simulator and occasionally in the aircraft in very severe turbulence!
It's a normal human reaction and I've been there and seen it all so you have nothing to worry about.
Good luck, feel free to PM me on FB at anytime for some career advice.
FD2S.
Fantastic information. Thank you!
You're welcome Gavin, thanks!
FD2S.
Hi, great vid by the way, I've got a question, after I finish sixth form id like to go to a flight school and then hopefully get a job as a first officer, but some airlines like ryanair expect you to have minimum 800hours on the 737- 300-900, how would you get these hours?
Hi jakub.
I'm not sure where you heard that, that is not true!
I finished my A-Levels, finished my PPL and went to Oxford Aviation Academy. When I graduated I had around 300 hours total time on just piston engine aircraft (some of my colleagues had less than 200) and most of us went straight onto the right hand seat of an Airbus or Boeing Operator within the first 6 months with 0 hours experience on a jet aircraft!
Look at several flight training schools, you will find all the information you need there! Good Luck!
FD2S.
flightdeck2sim Thank you, that's a relief!