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1StepPrepAcademy
Добавлен 27 июн 2017
This is the official you tube channel of 1StepPrep Professional Aviation Training! For more information please visit www.1stepprep.com
(142) Type Ratings and Professional Training Videos
(142) Type Ratings and Professional Training Videos
Видео
Left or Right Easier? Crosswinds and Engine Failures
Просмотров 3812 дня назад
Joe describes how it likely feels more natural to apply rudder inputs on your dominant side. True for single engines ops and crosswinds! 1StepPrep.com
ATP CTP & Improving Flight Training Industry Wide
Просмотров 27714 дней назад
Joe Munoz gives a keynote talk with John and Martha King at the annual Envision Flight Education Conference! www.1StepPrep.com
Flight School MISTAKE
Просмотров 22921 день назад
One of our students describes his experience going to a cheap academy and the massive contrast he experienced coming to us! You always get what you pay for and Jose is one of MANY students that have come to us after going through horror stories at others schools! Listen in now! Understand something..before starting 1StepPrep I worked for 4 other academies and grew frustrated with the horrible t...
Windshear & AutoThrottles
Просмотров 763Месяц назад
Joe Munoz describes how having autot hrottles can be very helpful but also NOT helpful during a windshear event! This is because auto throttles maintain an INDICATED airspeed. When you encounter a shear, the increase in indicated airspeed may cause the thrust to reduce at a moment when you actually need TOGA power! www.1StepPrep.com Joe Munoz & Juan Dominguez 786-536-2002
B737 Oral Prep en Español
Просмотров 185Месяц назад
Juan Dominguez reviews the B737 Classic in Spanish! This course is great for all B737 Pilots undergoing initial, recurrent, upgrade or just want to enhance their knowledge! Tenemos curso en video del B737 entero en nuestra pajina! www.1StepPrep.com Joe Munoz & Juan Dominguez Miami, FL 786-536-2002
Why use the FPV
Просмотров 1,6 тыс.2 месяца назад
Joe describes how the FPV or FPA provides meaningful information to assist in visual approaches, stall recovery, and unusual attitudes. Join us at www.1StepPrep.com
Approach Visibility & Holding Speeds
Просмотров 4162 месяца назад
Joe Munoz describes some of the legalities relating to "initiating" an approach vs. "continuing" an approach with less than the required visibility reported. He further reminds pilots of the U.S. holding speeds should you have to make a missed approach and enter a holding pattern! For more content just like this enroll in our online courses available at: www.1StepPrep.com Miami, FL Joe Munoz & ...
Strong Foundation In Pilot Training
Просмотров 4152 месяца назад
You don't run before you walk and you don't land before you takeoff, you with me? Some things MUST be done in sequence to arrive successfully at the next event. This is true in pilot training and when you're tasked with something as challenging as acquiring a new type rating, you simply can't afford to take any other path apart from laying a strong foundation brick by brick. This is what we exc...
Type Rating Academies
Просмотров 3733 месяца назад
How do I select a type rating academy? Joe describes 8 points to consider when selecting your school of choice. 1. Reviews - Ensure their real and reflect the experience you desire 2. Curriculum - Ensure you are enrolled into the proper curriculum given your qualifications. Ensure the school staff is vetting your quals properly to ensure you don't waste any time or money. 3. Courseware - We off...
Abnormals B737 vs. A320
Просмотров 8624 месяца назад
Joe Munoz describes how handling an abmormal on the B737NG varies from the A320. 1StepPrep.com
Do engines fail at V1?
Просмотров 9994 месяца назад
Joe explains why we train the V1 cut and when it would be more likely to experience engine issues. 1StepPrep.com
B737NG VS. A320 Hydraulics
Просмотров 8494 месяца назад
Joe Munoz describes how the B737NG has a beneficial hydraulic feature that the A320 doesn’t He goes on to explain that the Landing Gear Transfer Unit “LGTU” works by sensing the gear retraction command from the gear handle together with either main gear not being up and locked and the #1 engine N2 going below a limit value as described in the FCOM Vol 2 Ch 13. Watch now to see how Boeing ensure...
Getting Your Airline Job
Просмотров 2184 месяца назад
Joe describes the art of following up enthusiastically to land the job of your dreams. Of course there's circumstances out of your control that will dictate whether you attain the position. But wouldn't it be best to control all the variables you can and ensure you give yourself the best opportunity of securing the position of your dreams? Book an interview prep or coaching call with Joe using ...
New Hire Help! (Joe calls a student)
Просмотров 4395 месяцев назад
New Hire Help! (Joe calls a student)
How do I know when I'm ready to be a Captain?
Просмотров 1,1 тыс.6 месяцев назад
How do I know when I'm ready to be a Captain?
Great explanation!! :)
Once again, my good friend Joe has knocked it out of the ballpark. I am a recently retired airline captain and had the privilege of learning the B-737 under the tutelage of Joe (and Juan) they taught usually challenging concepts to grasp and did it with precision, patience and grace. Anyone who is contemplating a B-737 (or Airbus) training program will have a significant advantage if you first attend 1 StepPrep. I don’t care what airline or BBJ Operator your about to train with. If you want to live to be 100, Learning under Joe (or Juan) is the only choice to actually understand the Systems of an Airliner. I don’t work for these guys. I simply respect them as the incredibly dedicated professional educator's they are. Emphasis on Professional. Yes, after many years, I have learned from them and now love them both as I do my own Sons. You’ll always keep the blue side up with 1 Step Prep. All the best. Larry Woronoff. Retired B-737 Captain, now flying a Part 91 Hawker and BBJ.
What a well articulated explanation, was a bit confused about this switch, but you explained it brilliantly!
Thank you
Thank You Capt
Good info thank you
Thank you
Makes sense. Thank you
been hitting the gym Joe huh! lol massive guns. Great lesson as usual on the engines!
He gets stopped by TSA every flight with those guns!
Awesome content, helping me a lot as I am doing my type rating on 320
Excellent! All the best check us out here for more ways that we can help you in your training! www.1StepPrep.com
What about x-winds? Does GSmini use only the Headwind (or TW) component OR the full wind value?
Great explanation thanks
Thank you!
I’m in the Sims for the second time ever and struggling with V1 cuts this round. This video is helping me. Let’s see what happens to tonight’s V1 cuts? Thanks.
All the best hope it went great! 1StepPrep.com
does it give the actual angle of attack value..even in updraft and downdraft ,i mean in microbust
great video. Love this. He seems to be going very fast, but if you replay and pause, it's easier to take in, and everything is logical.
Does takeoff alternate requires to have the two separate runways such as destination alternate?
You forgot to mention the power setting , After starting the turn you have to add about 5% N1 to maintain the speed.
Outstanding video, great work to Joe and 1StepPrep
SO what you're telling me is, Airbus is WAYYYY smarter. lol
As usual 😂
That’s the reason Airbus is better because of the minimum ground speed function for the auto thrust
Joey spent some time in the hood!
LOL! Your teaching style is amazing!
Thank you! 😃
Thanks Joe! Appreciate you sharing your expertise on B737 V-1 CUTS…SPOT ON!
I appreciate you!
Probably the worst video in regards to the title I’ve ever seen Is this a comedy show or flight instruction ?
Spot on!
Thank you ❤
One of the best videos
With all of the changes in approaches, what is the preferred approach on sunny day? Marginal vr, Ifr, etc……..
Airbus fcom definition of damaged engige: 1. Successive engine stalls 2. N1 n2 no rotation or misbehaviour 3. Egt overlimit 4. High vibrations 5. Loss of hydraulic liquid Only 2 or more of these items should appear together, to suspect an engine as damaged
Howsit Joe, What are your ball park N1 thrust settings?
Have you made such videos for all memo items ??
I have landed various Airbus for over ten years… And after watching this Sesame Street Pirate I have cancer. :/
Where does the crosstown bus go to?
You are a great teacher. I am going to start referring my mentees to this website and video library
Hey Joe, so the exrra fuel or 1 hr 8 minutes is added on top to the 8300 or is that already factored in with efob or the bar equation?
The minimums also depend upon what your airplane is certified for.
Cat lllc minimumd are zero zero!
I've noticed that Airbus aircraft have a higher angle of attack during approach. I guess it's because they have a more forward CG loading and need more tail-down force or something.
It’s the wings ! And the lift ratio Airbus needs more flaps to reduce AOA in approach. Nobody does wings like Boeing.
Great!
You are my Togo Website for excellent instruction. You are truly a great teacher(former Elite subscriber) excellent course.
Detection powered by AC transfer bus 2 and the battery bus.
Hello Joe, Can you make some videos in the sim about FPVs, please? For example non precision approaches and steep turn by using FPV (bird). It would help understanding this topic much better. Thanks.
during Xwind landing fpv locates somewhere in Africa compare to the main bird and centre of pfd at all. I use it only when I fly without fd and I need level off.
Yes of course! Thank you thats awesome info i did not know. It was a bit of a mystery
During certification tests of a CFM56-7 engine EEC software upgrade, a remote condition was identified in which rapid thrust reverser deployment after operating at high forward thrust could exceed thrust reverser design load limits. The 737NG reverser blocker door design is such that the design load of the thrust reverser inner wall is highest when the translating sleeve is 60% deployed. To prevent exceeding the design load, the engine must be spooled down before reverse thrust is selected. Tests determined that a minimum of 3.1 seconds between high forward thrust and thrust reverser deployment was needed to ensure the thrust reverser design load limits are not exceeded. Flight tests have shown that this 3.1 second delay can be achieved by sequentially retarding the thrust levers to idle, manually raising the SPEED BRAKE lever, and then deploying the thrust reversers. Flight tests have also shown that a two-step maneuver, i.e., retarding the thrust levers to idle and deploying the thrust reversers, thus automatically raising the speed brakes, does not provide the needed time delay. This condition is not unique to this EEC software upgrade; the same condition exists in all previous EEC software versions. The condition is, therefore, possible on all 737NG airplanes. After discussions with the FAA, it was decided that all 737NG airplanes must use the three-step RTO maneuver as published in the FCOM/QRH and in AFM Section 2, Page 14. For commonality between the 737NG, 737-300/400/500 and 737-100/200, Boeing will not approve a different maneuver for the earlier 737 models.
Very good explained
Thx man
Ì believe, it is with the failure of #2 engine (B Hydraulic Pump) not A
Is there an ATP-CTP course for helicopter pilots?
It’s a roll and rudder co ordination together