Maxime Lambrechts alles kits? Leuke videos man

Hi. Which cables did you use?

good job capt

The videos are amazing anyway...so thank you very much.

I love your videos. I will keep following and watching.

Thank you :)

Very astute. Tenerife being where the biggest air accident ever occured and the Max of course with its recently poor safety record

@@sj460162 Well, the accident happened at another Tenerife airport, up north on the island. This airport is the south airport, Tenerife Sur.

@@sundar999 Yep. It was really just the Tenerife bit I refered to.

Thank you ! I thought "what is the best viewpoint in the cockpit?" and then figured out it was ours, so I try to place my camera as close to my own viewpoint as possible, so you can enjoy the whole cockpit and exterior. There will be more videos, stay tuned.

Thank you for your comment. I definitely plan to keep doing these kinds of videos. Currently I'm waiting for a new cable to fix the interphone audio, I'm testing a new camera support to be able to quickly install my camera on each flight, and I'm also testing a new position for a second camera on the displays to blend in some close up display shots. Last but not least, I'll be using another microphone for the general cockpit sound :)

That’s great! I’ll be waiting then :)

It is actually not that hard (usually). But the reason for that is all the training we get, prepared for almost every scenario.

mathias1dk of course, no doubt like all skills you get to the point of unconscious competence and the procedure becomes relatively natural. Saying that it’s still incredibly impressive and the professionalism of pilots allows me to enjoy flying rather than fear it.

@@thecornedbeefcouncil9792 Agreed, it's a joy to watch.

@@mathias1dk better not be hard when you have hundreds to thousands of hours of experience and continuous retraining every 6 months

Colin & Rachel NBCorkey Today’s planes basically land themselves on their own, pilots only need to set parameters for ILS approach and ensure that general settings on the way down are followed (ex. Speed and Flaps) plus of course stand by in case of trouble. The plane’s computers do all the maneuvering (as you see the controls move on their own)... I’ve been flying as a passenger since 1975 (I was a kid) and in the past 20 years I’ve been flying for business 40-50 flights a year and there has been a dramatical change since 2008-2009 when most of the “oldies” with analogic controls like the DC-9 (late MD Super-80) were scrapped. I started feeling the continuous computer corrections to thrusts and asset during final approach neatly :-) Before che corrections were a lot less and more abrupt, you could actually feel the different style of the pilots (smoothest were the Dutch from KLM probably because of the many landings in heavy conditions in their Caribbean islands like Sankt Marteen, Aruba and so on)....now they all feel the same...computer.

@@ClaudeMagicbox I am working on being a pilot and I will say it’s actually a lot easier in many case to just fly manually than operate all of the computer stuff They deserve the praise whether they are flying using the autopilot or flying manually. Either way, operating thr equipment is complicated and requires a lot of skill. I have to use a simple autopilot in my flight training and getting the autopilot to do what it has to do when it has to do it is more of a pain than flying manually which is why I avoid using it unless my instructor tells me to. These guys have to do more work (more complex autopilot) going roughly 5 times faster than I am. Also this landing (like 99% of landings ) was manual the autopilot is off during the video The reason why the controls are “moving on their own” is because the pilot is holding the yoke on the bottom and the camera angle cuts his hand on the throttle. Also the autopilot command switches are off and FD is on the PFD and not CMD which means the Flight Director is on and not the Autopilot

@@ClaudeMagicbox you dont know what you re talking about. 90% of the time these planes are landed manually. What you call an ILS approach ends up manual most of the time. The only moment when you can expect a plane to land itself is in cat 3 conditions. In other words when the visibility is horrendous and you cant see the runway enough to try a manual landing,which was absolutely not the case in this video,thats why the landing was manual.

@@Hk-uw8my I know and in fact I'm from Milano, Italy and usually land in Malpensa (MXP) and Linate (LIN) airports which are among the foggiest in the world, look it up.

Thanks ! ;)

A bit dark 😂

Thank you !

Thank you ! I'm definitely planning to keep doing these kind of videos ;)

Thank you ;)

Thank you ;)

Mike Smith i

Bedankt ;)

are u in the beta testing thing?

@@jjraga No I'm not. I just found a discord with somebody that has the files. I didn't really want to beta test since I was trying out the flight factor 757 for the first time

Shaan oh wow is it possible if you could send me the files or is it payware.?

Jaehu Lee look up maxteamdesign, they basically used the zibo 737 and added everything for the MAX including the engine and engine sounds :)

@@noahhenshaw4731 nope. the guy who runs it (walter white) was working with ultimate, the team behind the max and he stole it and released in beta as his own. thats why its quite controversial to use it if youre in a virtual airline. compared to the zibo you can tell that its really quite incomplete and thats because he just stole it. i can assure we would have a very good 737 max mod for xp11 if it wasnt for this piece of crap stealing it.

Thank you ;)

The captain reaches for the flaps after my flaps 30 call, you can't see it on the video ;) And the APU was started at 8:15, after landing ;)

That is for the engines to cooldown ;) They need to run 3 minutes at idle before shutdown.

Thank you :) The windshear is not blowing up or down, but rather horizontally. At 1500ft we have no wind and a bit later we expect 25kts headwind. If that wind arrives instantly, that's 25kts extra indicated airspeed ! That extra speed would mean extra lift, so being pushed upwards. I would also increase my pitch so as to regain the correct speed. During that time the glideslope has probably gone under and there is not much time left to regain it. Also diving to the glide at low altitude is not a very good idea. That's why I try to stay a little bit below. If the extra airspeed pushes me up a little bit, it will push me back onto the correct profile, all I have to correct then is my speed, but that shouldn't be a problem. Hope that helps :)

Thank you very much for the good explanation. I thought that Windshear meant a wind suddenly pushing the aircraft down, but now I see. Thanks!

No, the accident happened on the northern airport in Tenerife. They are landing on the southern airport.

Ik ben de laatste weken bezig geweest met het maken van nieuwe supports voor de camera's en ik heb ondertussen de audio kunnen fixen ook. Hopelijk krijg ik schone beelden van mijn volgende vluchten en kan ik snel een nieuwe video publiceren. Even geduld maar het komt wel :)

This was filmed with a Hero5 session on a gimbal. The fact that it is so small means I can put it at exactly the right location without being in the way. Unfortunately in the 737 there are very few places you can attach a camera to. Suction cups only stick to windows, and for the rest you have to be creative. Most of my supports I made myself (like the window handle support you can see on my last video). I'm trying to find new and better views each time I go flying. As said on a previous comment, I don't want my cameras to be in the way if anybody enters/leaves the cockpit, I don't want it to be over any instrument panel or sensitive equipment, should the mount break the camera just falls on the floor. And I don't want to bother the captain with hanging camera's. Thank you for your comment :)

Thank you ! The primary flight controls are still with cables and pulleys on the Max, so no changes on that side and no changes on autopilot respons. Only the spoilers are now fly by wire. This allow for extra functions like the Landing Attitude Modifier, that automatically extends spoilers during flare for better control on pitch. It takes time to get used to, especially the speedbrake handle which is now very light (no cables to pull) and the first time you apply the same pressure you're used to on the NG and get a nice surprise :D

Thanks for your response! I thought the max had gotten rid of pulleys & cables entirely like how the a320 is fbw entirely. So this means the extra 6 tons versus NG at base weight is due to mostly quieter cabin requiring extra materials & heavier engines?

The extra weight is mostly due to reinforcement of the wings and landing gear for the heavier engines. Biggest change on the Max is of course the engines, and this alone is incredible. The fuel figures Max vs NG are really impressive (saving a few tons per flight on longer flights). If you count that for all 737's flying around the world on each day that makes a massive difference. And being able to hold the same type rating and that no further training is required to be able to fly the max is economically very interesting as well.

Please show us a video of speed brake arming... I've always wanted to see how it works & there's no specific Boeing cockpit video on youtube describing it's way of working. I personally love it when it moves upon touchdown... I love boeing cockpits!

Any MCAS scares when you flew the max?

Im not him, but Im pretty sure that the stab trim cutout switches disable the electric motor which is responsible for moving the elevators as a part of the fly-by-wire system that has MCAS software built into it.

Hi. Partly correct. Yes the trim can be disabled by the cutout switches, that includes all trim functions, including the MCAS. The elevators are only mechanical like on the 737NG, there's no fly by wire on the 737 MAX ;)

@@pilotmax Great video by the way . when stab trim disabled by cut out switches I presume buttons on yoke disabled (I'm not a pilot ) so is all trim done manually by trim wheels ? . Would it have been hard to trim level after MCAS had put so much nose down trim in ie lots of aerodynamic loads on trim tabs . Just curious as doomed pilots as far as I know put switches back in I presumed because hoped trim motors would give nose up trim lot faster than manually with trim wheels . Sorry to go on about MCAS problems just interesting to get view from real 737 max pilot