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Some people should be in jail for this

nice video for me, however its better to teach us about operation of fuel pumps and low pressure light illumination at also many thanks for your nice information captain

Amazing content through those videos. It really allows us to develop ourselves as professionals. Thank you for your dedication Chris.

Hi,thank you for sharing your content; your videos are very helpful. Could you please clarify emergency descent point number 5, specifically regarding the mention of "as required for anti-ice"? From what I understand, the autothrottle automatically adjusts for anti-ice conditions. How can we determine the required N1 for anti-ice in this scenario? Thanks in advance Captain 🙏🏻

Very interesting, thanks!

Have you done a tech guide on ATA22 auto flight?

Really enjoyed this. My background is aerospace system safety. In aircraft design we are looking to comprehend the safety risks and manage them so they are acceptably low. Reversed function (one of a number of erroneous function failure conditions) is an important functional failure to be managed as well as loss, partial loss and inadvertent function.

I HAD ATTENDED THREE DAYS INTERVIEW AT DEHERADOON FOR PILOT AFTER MY BE ELECTRICAL ENGG DEGREE FROM MBM ENGG COLLEGE JODHPUR, SO IS MY SOMUCH INTEREST

Brilliant work Chris. Love these presentations...better than Netflix!

Hi Chris, thanks for your amazingly detailed videos. I spent a lot of time in the wheel well trying to identify each piece of equipment... not respecting my company turnaround 😅 You mentioned a video where you will give more details regarding speed and mach trim systems. I am wondering if you did it yet. Also, do you have any schematic of the feel and centering unit to see what is inside ? Thxs

oh man on clouds.. it's so pleasure! thank you for info! 🐈🐈🐈🙀🛫✈🛩✈🛬😻😻😻

oooh. this is very educational: the US427 is like the F-35 failure upon approach last year 2023 google ", the MA banked sharply with the left-wing down (Tab J-1.22). The MP re-applied full roll stick at approximately 18:08:35L to counter the aggressive MA bank to the left"

Thanks so very much for this presentation Chris, its very meticulous and articulate, you have covered so many imperative points in this short presentation, it helps me to understand things much better on my job and as well explaining to others how the system works.

Hi great videos, i am a big fan of your book, app and videos. Question: on a 400 I was taking out of MX and each time we went to start the L engine - we would get light off but then the EGT gauge kept flashing at us around 628. It didn't hit the hot start numbers and it didn't hung start. We went through this several times before we took off. Somehow the indication was reset by mx but I never understood the cause. Mystery. However, we didn't know to do this BITE Test on the EIS, I assume its normally a MX Function.

Rewatching this video again. Last flight I had the FO window come open below 80kts. So I rejected the takeoff which was no big deal at low speed. Minor event, but I can certainly say that it got our attention like Ray Craig…. there should be a bigger focus on teaching how to close the window properly at the gate. Not just TAP it,

👍

LED lights produce a lot of RF interference noise. Filament lights do not.

Hello Chris, I'd like to know why the IFE was turned off at 41:43. Very good video! You're the best source of 737 system guides, how they work etc. keep it going!

Very noise

Fantastic video! I'm working on interfacing an actual MCDU (CRT version). I have got the actual old FMC with me if you still interested on a picture :) You video did help me out to understand the different version of equipment and then realize how much I can do with it. At the moment I'm trying to realize if the 737 classic had other subsystems shown in the MCDU or it was only able to show FMC. Have you ever seen more option aside from FMC on a classic? This is the MCDU in question: ruclips.net/user/shortsUyO2eRELq98?si=3l9h1BGdN3uGZ6VK

very interesting... seems a bit silly since it doesnt work on the ground or with the wings, but hey..

Excellent work,captain! Congrats!

A clarification required please. On the graph - the speed increases from left to right? The stall is on the extreme right. A bit confused here. Please, if possible, clarify.

God willing, should start operating the type in a few days’ time. My 11th type. Using your videos and Capt Asiri’s RUclips presentations as my foundation. Really really informative and well presented. Thank you Capt.

Hello Chris, if you ever have a chance, could you explain what it means for an anti ice valve to "electrically controlled and pneumatically operated". It's written as such in the FCOM and it is a common question during type rating courses but I actually never had the slightest clue what it meant. (and once again many thanks for your very informative videos!)

Hey Chris! Got a question - Will the takeoff config warning horn sound if I enter flaps 5 as my take-off flaps in the CDU but set flap 10 for takeoff and advance thrust during takeoff? Thank you

Dear Chris, I ask you the following question: does placing the switch in the ON position start the APU start-up process or does it start it directly when we momentarily place the switch in start? If so, what part of the process starts when you turn the switch on? I have noticed that this way, first on (lets say while we are taxiing) and then start (entering the gate), the start process takes "less time". Thanks in advance.😢

Hey! I didn't catch it in here, but do you know what voltage is needed to run the APB blended winglet (for 737 Classic) aft and forward lights? Working on a project and I can't find specifics. Thanks!

Thanks a lot chris

Out of curiosity, do you know if the slide contained in this door is detachable?

Good Day Capt Brady, Do you step on brake or just move thrust lever to idle N1 @ around 20% when queue on runway to takeoff before get permission to takeoff from ATC?

Hello captain I've a question about engine start . “ Operation in a Sandy or Dusty Environment” when it is the case ,the SP Procedure tell to motor the engine for 2 min to help remove contaminations .then engine start lever IDLE . SO how could we coordinate that with the limitation of the starter usage (2min maximum ) . Thanks 🙏

Thanks for the quality work. I just started as a software engineer at Teledyne Controls two months ago so it's nice to have a video I can forward to friends to show where all of our parts go in the airplane, and to see how it all fits together. I'm a little surprised that the 3.5" floppy disks were twice as slow as the portable data loader. ARINC 615 is pretty slow, but I can see how the 3.5" disk would make it even slower. Newer planes have ARINC 615A over Ethernet which is much faster. The selling point for the newer models of ADL and PDL is support for verifying digital signatures on the LSPs (Boeing or Airbus) before the software can be installed.

As an aircraft mechanic new to Boeing these videos are very helpful

Thak you Capt. Brady for your brillant contribution to our safety as airline pilots. Greetings.

Thank You!

Great explanation and analysis of the PSEU, quite a few times Fcom isn't enough and this system is one of them, Thanks to your effort and your altruism, now I'm more aware of all the consequences of an orange light at the back of the AFT overhead panel. In my short experience in B737 I´ve had a couple of times this PSEU light illuminated while disembarking only though the from door and most of the pax remaining on the plane still in the back. I´ve heard that fault is because the sensor of the Nose Gear does not agree with the Main gears so the fault is triggered. I´ve seen people even stopping the pax at the front to evenly distribute the weigh on the plane to avoid the plane from pitching up. I haven't found anything about this nor any limitation for pax disembark. Did you hear about this or ever happened to you? Thanks again, looking forward to watch your next master class.

Is there a video about 737 doors? I mean passengers might need to watch now.

Thanks for the detailed presention, I liked it very much. May I ask how the lavatory ventilation works (if it exists)? Does it get any direct supply or exhaust? Are these ducted to anywhere? Is it actively exhausted by a fan? Or does it just utilise positive pressure in the cabin with some path to the exhaust valves? I know its not crucial but having gone down the rabbit hole of airplane HVAC I could not for the life of me find any information on the seemingly unimportant toilet ventilation

Greetings from Iran I really enjoyed your perfect presentation. A question: As you said pack trip off LT showes an overheat condition in pack itself NOT supply temperature But in Lufthansa AFM i read that a cause of this fault is supply temperature more than 120 degrees. Could you please clarify it for me?

Super like for one of the greatest video I´ve seen on RUclips. Thanks for the photos. Just one note, in my Fcom says that UCM works with 2 o more LES. Cheers

Chris, why so many Alternating Heating and Cooling until the Air finally goes to the MIX Manifold? Is it to manage the Energy of the Air (as a Gas)?

Excellent presentation Chris👨🏻‍✈️I flew all models of the B737, with the exception of the MAX. My question, would normal, QRH “runaway stab trim” abnormal, have saved the two MAX crashes? My instincts, say yes, but I can’t seem to get a straight answer since I have retired. I always took this abnormal very seriously, and always checked the stab cutout switches, as part of my preflight. Once again, great work👨🏻‍✈️

Very clear explanation, wll done Chris

Great video sir but i cant find your water&waste video

pilots with this level of knowledge on aircrafts are an engineers best friend, been a while since i left B737 for airbus this refreshed me well

Hi Chris - Location of O2 bottles on BCFs - I see from the video at 1:09:38, that the bottles are stated to be "just aft of door 1L on the 9G bulkhead", which would make them inside the cargo compartment...? If I cross-reference this with the Freighters video at 1:00:00, the decompression door is just aft of the 1L door on the BCF... I think the O2 bottles on the BCF must then be on the supernumary vestibule side of the 9G bulkhead, which would make the bottles just aft of the *1R* door on the forward side on the 9G buklhead, not the 1L? Or perhaps just *forward* of the 1L door? I also think placing the bottles in the cargo compartment would make them susceptible to damage in the case that the cargo moved and impacted the 9G barrier, rendering them unusable or may breach them in an accident, which might ruin ones' day...

Thanks Chris - I learn so much from these! 🙏

A key aspect of dual failures is that the first failure mode is often a "latent failure" that exists for several flying hours prior to the incident, and then the second failure mode occurs acutely at the time of the accident itself. This means that the two failures don't need to begin at the same time, and the probability of the double failure increases dramatically. The way to correct this is for engineers to design the control system to intentionally lose some (but not a dangerous amount) of functionality when the first failure occurs, so that the pilots will become aware of the first failure before the second failure has a chance to occur. This is hard to understand, so let me provide an example, when the new RSEP servo valve was rolled out, both of the two linkages connected to the main PCU had jam override couplings where the torque tube meets each rod. This means that, if one valve jams, the rudder pedals immediately require 18lb of extra pressure to move the rudder the same amount. This creates an immediate indication to the pilots that something is wrong, but does not place the aircraft in any immediate danger. In this way, the airline is forced to perform an immediate inspection of the PCU servo valve, which will inevitably catch the single failure before there is any significant chance of a double failure developing.

The water repellant coating is supposed to be refreshed periodically by the airline, which my airline has never done. I apply RainX repellant as a fix.