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I am looking to study materials for the DME and VOR part. I find the explanations on RUclips very useful and I want to thank you for your effort. Good luck in your continued work!@@PILOTCLIMB
I have just completed my performance exam two days ago, your video have been very helpful. Now they will be helpful to keep my knowlegde's engine always at high RPM too.
Another great one...I guess for turboprop this also applies....difference is terminology: TOGA on 737NG v/s NTOP (normal take off power) on the dash 8....please correct me...kindly provide direct link to the interview material....be blessed for sharing knowledge
Many thanks for watching!! TOGA is the max power, usually we use an assumed temperature. The interview preparation link: pilotclimb-s-school.teachable.com/ I wish you a great day
1) What is after Segment 4, do I still have to keep MCT? 2) Can I maintain a certain selected speed with MCT? Or does it accelerate until VMO? How is it in 737 and A320? 3) What if the SID requires 5 or 7% climb gradient and the aircraft has an engine failure and is unable to keep this gradient? 4) Is there any situation where it makes sence to use Thrust reduction and Acceleration height at 400ft AGL? Can you give an example, please? 5) What is the minimum height for Engine Out Acceleration Altitude? 6) Is the Engine Out Acceleration Altitude the same like MFRA? Thank you Gabriele!
Great questions, After the 4th seg you just level off at a safe altitude, in case of an eng fail you don't follow the Sid, the acceleration depends on the operator (Min 400feet), MFRA is exactly that. Have a great day.
@@PILOTCLIMB Thanks Gabriele, What is after I level off with the thrust mode? Do I have to change MCT to another mode at a certain time? Can you answer question 2 and 5, when you have time, please? Greetings!
Hello Gabrielle! As allways very helpfull and clear explenation so thank you for that:) I just don't understand one thing. You said, that we have engine failure at vef, after which we arrive to v1 and decide to continue. Shouldn't we abort take off if we suffer engine failure before v1?
Vref by default is always 1 second before V1. Meaning that if by chance you have an engine failure at Vref you have one second to react and initiate an RTO. After which you would hit V1 and need to continue the engine out takeoff procedure. In order to negate this very small window, some airlines call out V1 at Vref
![What Does An Airline Pilot Check During Flap Retraction? - [Boeing 737 Take-off]](http://i.ytimg.com/vi/26jxvEX44CI/mqdefault.jpg)
Does flex temp take off need to follow the 5-10 mins limitation too? We’re not on toga
Can you make a video for approach climb and landing climb limitations and how different minimums have different climb gradients
Hi, I'll take your request into consideration for future content!
Hi, I hope you're reading this.Why do we start engine no 2 first ?
I just finished the " Performance " book of the EASA ATPL...So this was a good refresher. Thank you Cpt Gabrielle
You are very welcome!
Should second segment climb be 2.1% ?
Perfect topic captain.thx for it
You are very welcome!
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If you are the webmaster for this site, please contact your hosting provider's support team for assistance.""
Many thanks for letting me know! I'm in contact with them. Were you looking for something specifically?
I am looking to study materials for the DME and VOR part. I find the explanations on RUclips very useful and I want to thank you for your effort. Good luck in your continued work!@@PILOTCLIMB
I have just completed my performance exam two days ago, your video have been very helpful. Now they will be helpful to keep my knowlegde's engine always at high RPM too.
I'm glad to read that!! Thanks for watching!
Another great one...I guess for turboprop this also applies....difference is terminology: TOGA on 737NG v/s NTOP (normal take off power) on the dash 8....please correct me...kindly provide direct link to the interview material....be blessed for sharing knowledge
Many thanks for watching!! TOGA is the max power, usually we use an assumed temperature.
The interview preparation link:
pilotclimb-s-school.teachable.com/
I wish you a great day
@@PILOTCLIMB many thanks....
1)
What is after Segment 4, do I still have to keep MCT?
2)
Can I maintain a certain selected speed with MCT? Or does it accelerate until VMO?
How is it in 737 and A320?
3)
What if the SID requires 5 or 7% climb gradient and the aircraft has an engine failure and is unable to keep this gradient?
4)
Is there any situation where it makes sence to use Thrust reduction and Acceleration height at 400ft AGL?
Can you give an example, please?
5)
What is the minimum height for Engine Out Acceleration Altitude?
6)
Is the Engine Out Acceleration Altitude the same like MFRA?
Thank you Gabriele!
Great questions, After the 4th seg you just level off at a safe altitude, in case of an eng fail you don't follow the Sid, the acceleration depends on the operator (Min 400feet), MFRA is exactly that. Have a great day.
@@PILOTCLIMB
Thanks Gabriele,
What is after I level off with the thrust mode?
Do I have to change MCT to another mode at a certain time?
Can you answer question 2 and 5, when you have time, please?
Greetings!
Hello Gabrielle! As allways very helpfull and clear explenation so thank you for that:) I just don't understand one thing. You said, that we have engine failure at vef, after which we arrive to v1 and decide to continue. Shouldn't we abort take off if we suffer engine failure before v1?
Check the video about vef and v1 I made.
@@PILOTCLIMB Thank you! now I get it :)
Vref by default is always 1 second before V1. Meaning that if by chance you have an engine failure at Vref you have one second to react and initiate an RTO. After which you would hit V1 and need to continue the engine out takeoff procedure.
In order to negate this very small window, some airlines call out V1 at Vref
Subscribed. Helped me a lot with performance atpl, thanks!
Welcome on board!! That's great!
Very helpful as usual. 👏🏽
Many thanks for watching!
Very good explanation
Thank you 👍🏻
You are very welcome
Wow thank you, subscribed
Start-speed-gradient-end Follow each segment
hi captian.. what is flex tempr?
It's a way to use a lower takeoff power during your take-off run
when do we use flex tempr?
@@PILOTCLIMB
Flex temp:Airbus
Assumed temp: Boeing
Reduce Take off power
Big thanks for that video Gabriele...! I'm in a middle of a Performace, prepering for my ATPL Exam so that is just perfect help for me :D Greetings
Great! You are very welcome!
Thanks man
You are very welcome