Flying a VOR approach on B747-8

Hello! Today I completed a check ride on two pilots, Captain and First Officer, transferring to the B747 from the B777. With about 20 mins left to spare, We flew a VOR approach to runway 25R at Hong Kong. It is normal to fly these approaches in IAN (Instrument Approach Navigation.) This approach however was flown with the basic LNAV and VNAV. The B747-400 ERF is not capable of flying the IAN( Not fitted), nor is the B777. LNAV/VNAV is used as shown here. I got Tom to set his instrument as it would appear in a Cessna 150 with an HSI presentation. If all the automatics etc failed, we would fly the VOR approach with the ADI and the HSI tracking inbound on the radial as shown😀. Hope you like it...Later!
‘Chi Di gin! ✈️✈️✈️✈️

[@seadeer923]

Underrated UA-cam channel

[@elenacolon3880]

thank you captain, happy flying LATER

[@elenacolon3880]

hi there captain , just repeated the video and perfect landing, happy flying

[@pilot_obet]

Thanks 🙂

[@robtebay1]

Captain, you are an excellent teacher. I just wish I could get in that sim!

[@spintheglobestudio9413]

Thank you, this tutorial is vary useful for X-plane 11

[@dmk9278]

Learning so much, from kenya. I appreciate the effort n will you put in making the videos .

[@fsxvideosa320]

Love these videos! Thank you for sharing!

[@ac5937]

Great vids..
Keep them coming..

[@chrisngara1687]

Awesome 😊👌

[@citationau]

Lots to monitor there on the final approach. So basically a VOR approach you track inbound on a particular radial that sets you up on the final approach course then use dme information to determine your altitude steps? Once again Captain your a big inspiration. Michael.

[@pilot_obet]

citationau that’s correct

[@citationau]

@@pilot_obet And the pies?

[@caribav8r]

Very nice, love the videos.
How come they are so many 777 “deserters”???

[@perak2006]

thanks for the information!

[@LMays-cu2hp]

Really nice.. Thank you.

[@LMays-cu2hp]

You are welcome. Please fly safe.

[@seadeer923]

Nice obetmaz

[@chrissteer001]

Is there any operational difference using the IAN interface to fly the approach, vs LNAV/VNAV? It seems to me it does a similar thing.

[@pilot_obet]

Christopher Steer not that much except that with IAN, you set it up as though you are flying an ILS approach with the FMA also giving the appropriate indications. It flies a more accurate Glide Path and easier to monitor too

[@chrissteer001]

@@pilot_obet makes sense! Thanks.

[@ahmedsmart1120]

Why did the preselected speed show 255knts after flaps up?
Because of speed restriction or speed constraint for a waypoint.

[@pilot_obet]

Aircraft will accelerate to at least V2 plus 100 to allow for full manoeuvring

[@69odor]

Next time under imc captain!!

[@pfsantos007]

Having some VOR trouble on the 747. How do I get the AP to track a VOR, the old school way? Not a VOR approach, but just track it like in a Cessna? I set the frequency on the RAD/NAV page, it tunes, I set the track and see it on the compass rose. But I don't know how to tell the AP to track it. :(

[@pilot_obet]

You generally fly the VOR track in LNAV anyway. You type on sratchpad on the LEGS page the VOR Ident and bearing you intend to fly. You can then arm LNAV and the autopilot will engage and track the VOR radial you typed in. (It is called PBD- As in Place (VOR ident), Bearing. So lets say the ident of a VOR is HKG and your intended bearing is 250. Type in stratchpad on LEGS page: HKG250
Then insert this on the Line select key L1. after takeoff, the aircraft will capture VOR radial 250 from HKG in LNAV.

[@pfsantos007]

@@pilot_obet Thank you.

[@FI2006007]

I love it. I am not fying the -8 anymore only the 400. Why did he push twice the altitude selector switch? I guess he was getting rid of some constrains not previouly flown to get the vnav path right?

[@FI2006007]

@Mostafa Sherif Hi my friend. Well in the airline I am now the first officer does not taxi the airplane but in my previous one the FO taxi the airplane too. Taxi the 747 is the most dificult part of the flight, the -8 in particular since the wing tips are not visible from the cockpit. More than tricks it is mater of references and technics. Do not use more than 10 knots on 90 degrees turns and you have to think the nose wheel is well behind you so you have to overshoot the yellow line before to turn, in my case, on the 400, I overshoot the line and when it is approaching to my shoulder I start the turn. Use caution on wet or contaminated taxiways and runways, in that case use 5 knots max and sometimes we use diferential power. On the -8 we have to overshoot the line further than the shoulder you start the turn when the line already pass your shoulder and always in both cases follow the yellow line accuarately and in the case of the -8 make sure you are not going into a taxiway not suitable for the -8, the airport charts marks the taxyways to be use by the -8 and 380. I hope that answer your question, sure Mr. Obetmaz has something to add. Cheers

[@ffllcchh]

yes pushing the altitude selector will delete the constraints on the sid.

[@elenacolon3880]

hi captain: can one actually spot the runway at 4000 ft or 2500 ft

[@pilot_obet]

Yes you can

[@casey5711]

Never seen you in the right seat before , you checking other Captain?

[@pilot_obet]

Training a new captain