MIDWEEK SHOW ALERT 🚨 Early start! ON-AIR APPROX 06:00!

Nice view of the reversers on the A380. Did you know that they didn’t need reversers because the brakes are so good. They relented and fitted them to the inboards to keep the crews happy 😂🤣

😲😲😲😲😲😲💤😴✈️✈️✈️

Jerry, I fly out at 2pm local time tomm. Hopefully you will still be live.

This is the ‘six pack’ that every trainee pilot learns about on day one and has been used as the core set of instruments for aircraft since the 1930’s. There is cool info here on every instrument. Then along came aircraft with their glass cockpits. First seen in the early eighties. More on this 👇🏻👇🏻👇🏻

2,600 foot per minute descent you say? Sounds pretty normal to me…

the SUNDAY SHOW 🚨 We’ll be live tomorrow morning for arrivals into @HeathrowAirport runway 27R. A decent mix of Super Twins, some old classics as well as A380 Jets from @British_Airways, @emirates and @qatarairways. Get involved: aviation factoids, tech talk and chat with real pilots LIVE. On-Air 10:00 BST.

Let the First Officer land at Maui. There is no restriction on it & I like to get them experience, but the runway is 6,998’ & anything under 7,500’ is considered a “Short Field”. It would be his first time (which is kinda BS, other Captains should have been giving this guy a chance). This drives a “Short Field Procedure”….special rules the airline requires for landing. To begin, you have to use maximum flaps, unless the winds are gusty (which may cause a flap “blow-up” where they retract due to an overspeed, and suddenly you don’t have as much lift as you thought). For the 737, max flaps are 40, but today we had gusty winds (040° @ 21 gusting to 33, landing on runway 02), so we used flaps 30. Flaps 40 lowers your approach speed by maybe 5-10 knots, but that’s a LOT of energy when you do the math with mass. The airline also requires either auto-brakes 3 or Max, depending on whether the runway is wet or not. The 737 MAX has different auto brake deceleration rates than the 737 NG; Max braking on the MAX is *very* aggressive & you’ll feel it. The NG max brakes are also aggressive, but not like the MAX…and we’re in a MAX. Anyway, normally you want to touch down in the first 3,000’. On a short field, you want to touch down at 1,000’, and must go around if you don’t touch down by 1,500’. The runway has big white stripes painted to show distance measurements in 500’ increments; you normally aim the nose at the bigger stripes that indicate 1,000’ & then flare to touch down softly around 1,800’, but on a short field, you have to adjust that & aim shorter. But, you don’t want to do that too high, as you might get a “Glideslope” warning from the jet, as you get too far below the Glideslope, and that may require a Go Around. Around 200’, though, the jet silences those alarms & you can start “ducking under” the Glideslope to touch down earlier than the Glideslope is set up for. You also discard the idea of a “smooth” landing. Get down firmly & get the brakes working. My man did well. At about 250’, we got a third red light in the PAPIs (Precision Approach Path Indicators…4 lights that use lenses to indicate whether you are above or below the Glideslope. All red & you’re too low; all white & you’re too high. The optimum is 2 white, 2 red. “All red & you’re dead, all white is out of sight”). Touched down about 1,100’. A bit too much pitch movement to try & make it smooth (yeah, we know in this situation it shouldn’t be smooth, but we kinda can’t help ourselves), but not bad. If I had a critique, he kicked off the auto-brakes almost immediately, and I think that’s not smart; the auto brakes are probably a better, more aggressive option & you want that on a short field. We talked about it after. In any event, he got to land & I supervised, so he got a new experience under a watchful eye & is now a slightly better pilot. That’s how it works, long after you’ve earned your license. You never stop learning.