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Really great video captain🎉🎉

Very useful thank you :)

Please cover all VNAV/LNAV as I understood it’s main navigation aids

Thanks captain please keep it up specially what can help us moving forward general aviation to airlines

What height is selected for VNAV? And at which point/fix exactly?

Hello. I am studying and preparing for my command with an airline in the UK. I am aware of what a CDL is, but I am not 100% confident on how to apply the performance penalties, especially the enroute climb decrement. I am looking around for the information I need on how to apply it. More detail on the next step would be very useful. Please can you help?

what if the temp is 5degrees celsius what would be the altitude correction because the table that you showed had only altitude correction for every 10 degree celsius plus or minus let me know please thanks

why does the air stop rising on 11deg stable air? As u said if it reaches dewpoint the lapse rate will be now SLR. 9.5 deg is still warmer than the surrounding air of 9 degrees. Your answer will be much appreciated, thank you!

AN EXPLANATION ON THE LIZFW, LITOW AND LILAW IN CONJUNCTION WITH THE DOI AND MAC FROM YOUR PERSPECTIVE WOULD REALLY BE APPRECIATED...THESE APPEAR ON COMPUTERISED LOADSHEETS.

Thank you for your explanation!

Very helpful video! How do you do all of this while also flying the aircraft? Autopilot?

cool video! its nice to see youre back at posting :) thanks for sharing the challenging story! i have one question, regarding the "minimum diversion fuel", is that your alternate fuel + final reserve?

well done mate very nice explanation👌👌

What was the malfunction?

What a day! I felt like I was right there in the cockpit with you as you shared your toughest adventure. I'm really impressed by how you handled the situation and your dedication to safety and professionalism. Thank you for sharing your story with us - it was truly engaging and inspiring. 💪👍👍👍

This is a great instructional video overall, really appreciate it especially since i’m going through my command training. In these tricky situations really pays off familiarity with the destination and local weather patterns. Happened to me once that a huge cold front was passing over the destination and they move reaaallyy fast, in a matter of minutes airport closed and we decides to do an early diversion before the front hit our main alternate. We landed at our alternate and about 20 mins later both our alternate and destination were closed and a lot of aircraft were on fuel trouble. Recognizing early diversion is key!

Sembra quella barzelletta " .. ci sono tre aerei, uno italiano uno francese e uno tedesco!....." 😂😂😆😆Good job buddy !!👍🏼😆😆

Thank you Captain for this great channel. I hope that you keep it up

Single-pilot operations don't just depend on legislators...they also depend on the flying public....different question: you would undergo a surgical procedure ( with general aesthesia ) performed by just one doctor ( no one else in the OP ) and a fancy computer?

Captain Gabrielle, we didn't see you for a long time on YT...now we see you've been busy... One question to legislators- After all this stress on a flight like this how are you even considering single pilot operations??.... Under stress you could make mistakes and you need your colleague to check your work.. In pilot interviews they're often asking this question to pilots..." Describe a situation wherein you had to face either/and weather, delay,technical issue and how you solve it" Of Course you have 20 years flying behind you and with this extraordinary flight now you're in a super position to answer that question ! Do you have a special pnemonic like "WANNTRAMS" to help you during briefings? W- Weather A- Aircraft N- Notice to Airmen N- Noise abatement procedure T- Taxi routing R- Routing A- Automation M- Miscellaneous ruclips.net/video/4KFu8POU94M/видео.htmlfeature=shared

Happy to see you back! 💪🏼

Thanks for explaining about the clear function. I was stuck on message from FMC that read nav out of date and could not input anything. After clearing the scratch pad I was able to enter info.

Help me explain how to apply this when there a change in pressure during flght

When you apply the corrected altitude on your approach platform, do you also adjust your descent angle? I believe that it should be the same, since your descent angle for that particular approach (i.e. 3 deg glidslope or FPA) is referenced to your airccraft's true altitude. Please correct me if I'm wrong. I just wanna know exactly the answer as I have seen many people adjust their descent to a steeper angle cos they think they're flying higher because of the altitude correction

Thanks alot for great video.. Concerning the quadarant ? Is it help me to know to/ from indicator?

I only found NADP A or B and NADP 1 or 2, where does this ICAO A or B popped out from? Haha

Thanks for your video, question, so the CMV is done form de visibility given by ATC and not from METAR or ATIS ?

Great one...

Great video and straight to the point, Thank you!

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Fantabulous shot 👏🏼👏🏼👏🏼 kudos to a350, a380 and the camera 🙌🏼

Captain I know you haven’t posted in a while, I just wanted to let you know that thanks to your videos, I was able to pass my simulator assessment. I really appreciate all the effort you put into making them. They were incredibly helpful.

....on the other hand I heard a good explanation of TOGA in plain English with a slight Italian accent: Very well done...I've been looking for an explanation of TOGA and now it has clicked...everything else I can find in the FCOM. Thanks You!

Difficult to understand with your accent

One of the most useful and informative videos explaining this 👌

Ok very clear explanation but for a simulator how would you find the course? Would ATC give you the wind direction at clearance for takeoff and you enter that wind direction into course?

What would happen if the dew point is 10 degree in the given example for stable atmosphere

If you are operating under FAR Part 91, you can fly the Cat 1 ILS even if the RVR is below minimums. Not true for Part 135 or 121. Also, pilots cannot arbitarily choose to fly say, a Cat ll or Cat lll ILS approach. You must be specialy trained to fly a Cat ll and your minimums are determined by a radar altimeter, and they are usually 100-150 feet AGL. If you do not have a radar altimeter, and have not been professionally trained, you cannot fly a Cat ll ILS. A Cat llla or lllb ILS requires an autoland and special training plus the technology required. I have flown many Cat lllb ILS approaches in a 757 and 767 and know what is required to fly one. You must have the following as a minimum; 3 autopilots, 3 radar altimeters, auto throttles, auto brakes, 3 flight control computers, 3 ILS receivers, and 3 independent electrical systems, plus more. You cannot arbitrarily choose to fly an Category lllb ILS approach. So, the premise of this video, which is how do you know which ILS category to choose, is totally wrong.

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I got more than 8000 hours 737. And I would love to had a video like this at my beginings... really nice explained.

Calculations of them

thank you so much I thought it was so hard but not at all, you're the man!

Wow thank you, subscribed

Huge thank you for making it that easy!

10:55 Could you please provide more detail where you say "Without positive trend speed vector, we cannot recract speed to Flaps 15". I have been trying to find where it is actually written. Thanks

Fantastic, Gabriel!!! Outstanding explanation of a critical concept. I've been flying mostly hot places for over 15 years, and just took a job in the Rocky Mountains where I'll be flying over cold bumpy places. I needed this refresher and it was perfect. On behalf of my crew, my pax and myself -thanks so much!

03:15 explanation incorrect. Correct is “X feet gained to Y Nautical miles distance traveled. “

Great explanation, thanks captain!

need to add(w)/subtract(e) the variation to get magnetic wind like on atis