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✴️ B737-Max LEAP-1B 🔸Thrust Reverser Closing Tips on B737 Max Leap-1B Please always refer to the AMM, as current requirements may be different. This video is for training use only. Video by Boeing

Hello aviators, I would like to share some infos about this system because it's very important to know some values to maintain and keep the machine safe , so let's start, each flight must always be performed within the normal operational envelope of the aircraft And Pilots should know by hard hard hard 💪 🤯 the most important limitations which must never be violated with a few exceptions when the situations demands it.and any violation it could led to a catastrophe, in below you Will read the exactly values: 1)Max Positive Differential Pressure: 9 PSI 2)Max Negative Differential Pressure: -1 PSI 3)Safety Relief Valve setting: 8.6 PSI (at this value, safety relief valve will start operating) Hope these values helps you 🛫🛫🛫

Boeing Shakes Up 737 Max Program Leadership Amid Safety Scandals 🔴 BREAKING NEWS: Boeing removes 🚀 737 Max program head Ed Clark 😱👨✈️ after series of safety and quality-related incidents 💔⚠️ #Boeing #737Max #SafetyFirst #QualityMattersEn Español:🔴 NOTICIAS DE ÚLTIMA HORA: Boeing remueve al jefe del programa 🚀 737 Max, Ed Clark 😱👨✈️, tras una serie de incidentes relacionados con la seguridad y la calidad 💔⚠️ #Boeing #737Max #SeguridadPrimero #CalidadImportante This headline news segment is brought to you by Spanglish News and BHIVE Labs. If you appreciate our headline summaries, we invite you to explore our collection below. Your purchase supports our mission and makes a real impact.Try BHIVE Nectar and publish your own news on whatever topic/language you choose. Stay top of mind with your network. Go to Nectar.Social for more info or use QR code to access app. BHIVE is a Canadian owned and operated company.

A320_ATA_22_QUIZ_001 01: The Flight Management part of the FMGC includes the following elements: #A320#ATA_22# AUTOFLIGH #QUIZ#abbasaviatin#FAA#EASA#Pilot#Captin

The temperature of each aircraft zone is optimized by means of: A320_ATA_21_Quiz_20#A320#ATA_21#Air_Conditioning#QUIZ#abbasaviatin#FAA#EASA

I have an open question to B737 operators and Airbus 320 operators. Why do you all seem to kick off the auto brakes so quickly? So many times I feel the plane touchdown, the autobrakes and reversers deploy, then blam, the flying pilot stomps on the brakes to kick them off. This then has a small period of normal decelerations, usually with the reversers mostly it feels to me. Then the last part of the landing is the brakes coming back in hard, maybe with some modulations before you slam them on hard to make the turn. I fly the B747-400 and -8. We almost always use the autobrakes down to 60kts or less. Reversers are used when needed and usually are used fully to 80kts and left at idle to 60kts or below. When we kick off the brakes you usually only know because the flying pilot says so or your hear the click of the knob coming out of its setting. We stay on the autobrakes as long as possible to mitigate heating in the brakes versus our trying to manually brake. Real question: Do your brakes just not work smoothly? Do you not trust the brakes? Are you landing distances just not matching up with your expectations? This all comes to light again for me after reading the reports from the preliminary in IAH with the B737 excursion. They quickly opted to come off the brakes to extend their roll down the runway versus using a lower brake setting. https://lnkd.in/eYXnd5xJ

A320_ATA_21_QUIZ_90 In flight with pressure controller 1 in use, if it fails: #A320#ATA_21#Air_Conditioning#QUIZ#abbasaviatin#FAA#EASA#Pilot#Captin

Boeing 737 check C

A330-200 passenger aircraft available for ACMI lease.