Noise Abatement Departure Explained | Real 737 Pilot

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  • Опубликовано: 22 дек 2024

Комментарии • 50

  • @Jonswanson1
    @Jonswanson1 Год назад +15

    I’m grateful for this one, there’s a slew of “ReAl WoRlD PiLoTs” out there making content, but it’s the context and depth in your product that’s a testament to your professionalism and experience so thank you for taking the time to create content like this

  • @toxxie9462
    @toxxie9462 Год назад +24

    I was reading about noise abatement departures yesterday, and to top it off you release this. My luck is immeasurable. Thank you

  • @matness8879
    @matness8879 Год назад +8

    So many helpfull videos again of superb qualtity! Thanks CAP!

  • @Ficon
    @Ficon Год назад +3

    Cool to watch a professional pilot stay far ahead of the airplane at all times.

  • @flighterer
    @flighterer Год назад +1

    I just checked BlackBox's briefing for EDDB. It doesn't match NAP on the general chart however.

  • @Brendanmccreight
    @Brendanmccreight Год назад +1

    What does NADP special mean? That’s what is says for palms de Mallorca.

  • @SandroSalgueiro
    @SandroSalgueiro Год назад +1

    Fantastic video, thanks for this. A question on the use of Up speed until 3000’ above airport elevation: is this done by your operator for noise reasons, or to preserve windshear guidance? What are the pros and cons of doing this vs. accelerating straight to 250 kt? Thanks again.

  • @jvu2ilj26
    @jvu2ilj26 Год назад +1

    If the airplane is in the auto-throttle mode and your are not in VNAV, how does the airplane know when to reduce thrust? Or if you do it manually, how can you do it if the AT is enganged? I don't understand that part...

  • @이종혁-d8t
    @이종혁-d8t 3 месяца назад

    I love you Captain!

  • @Further-South
    @Further-South 4 месяца назад

    It is very explanary. Thank You.

  • @flighterer
    @flighterer Год назад +1

    The Jeppesen charts mention nothing about this "hybrid NAP"

  • @ericweynands
    @ericweynands Год назад

    Great vid! Just a heads up. There's also "Canada" in North America *cough cough* and we have virtually identical rules.

  • @andrewbennett4638
    @andrewbennett4638 Год назад +1

    What needs to be entered in FMC for these for acceleration, thrust reduction, cutback etc?

  • @Patrick_AV
    @Patrick_AV 11 месяцев назад +1

    How do you set this up in the fmc?

  • @bradcfi2
    @bradcfi2 Год назад

    Great video as always. Now I now why we don't use VNAV on departures. Always wondered. I would have loved the see the noise abatement procedure at Santa Ana California.

  • @757Spy
    @757Spy Год назад +1

    Oh wow! Thank you for helping crack this da Vinci Code!

  • @AppleUK2000
    @AppleUK2000 Год назад

    Thank you!

  • @jincyayrattu6606
    @jincyayrattu6606 2 месяца назад

    Tnx Capt❤

  • @BobBob-cu7ne
    @BobBob-cu7ne 4 месяца назад

    Look at the Santa departure for Manchester, it looks like they’re dodging the tiniest town 😂

  • @yanchenye
    @yanchenye Год назад

    Thank you. You mentioned it's possible to use VNAV to fly NADP. How does VNAV differentiate NADP 1 or 2 if we put in acceleration AGL 3000? Anything else I need to set up?

    • @tomstravels520
      @tomstravels520 Год назад

      NADP 1 you have 1000 for THR RED and 3000 for ACC ALT. NADP just have 1000 for both. If you want to maintain the flaps up speed until 3000 for NADP 2 then you can enter the flaps up speed and 3000ft AGL as a restriction in the FMC CLB page with 250knots as the target speed. When you pass 10,000ft just press ECOn to go back to normal CLB speed

  • @simoxmino
    @simoxmino Год назад

    You are the best !

  • @StudyMaterial-nw8ze
    @StudyMaterial-nw8ze Год назад

    Great video as always ,I just love u man…..kindly make one video on B737 Manual Load & Trim sheet as well ….my humble request 🤗 thanks

  • @xhNdRk
    @xhNdRk Год назад

    Very Interesting, nice Video👍🏼

  • @blackhorse8427
    @blackhorse8427 Год назад +1

    Ok but...
    What if the pilot does not comply with this procedure?
    Do you get fines then or what?

    • @A330Driver
      @A330Driver  Год назад +1

      Yep and they can be pretty hefty at times. I've seen a crew getting a 30.000€ fine for using NADP2 instead of 1.

  • @flyboy747uk
    @flyboy747uk Год назад

    What about if there are speed restrictions along the SID route and you can’t accelerate to 250Kts until well after 3000ft?

    • @A330Driver
      @A330Driver  Год назад

      Then you fly the speed restrictions. The same of course goes for flap retraction, if you're speed limited of course you can't retract the..

  • @Quotenwagnerianer
    @Quotenwagnerianer Год назад +1

    How do I reliably find out which of the two an airport uses? In the Jepessen Charts that Navigraph offers you can find it in the Airport Briefing Charts Sometimes in the General Section, sometimes in the Departure Section but not always. And for U.S. Airports no such briefings are published.
    By the way, as someone who lives in Bonn, I can attest that the Noise Abatement Procedures at EDDK do diddly squat when the wind is from the South in the Aircraft start on 14L flying towards the west afterwards. I don't know how often I hear the freight planes at night roar above me, and think: "Why is this so loud?"
    It seems a conflation of issues: The 767 many of these operators use is too loud, the NADP is ineffective and ATC seems to allow deviation from the SID too often. I know the routes, I know how they should fly. If they would stick to the route they would not overfly my appartment. But they often do. Which only can happen when ATC allows shortcuts.

    • @ezi__
      @ezi__ Год назад

      I'm a LIDO baby and been forever since I used Jeppensen but I'm pretty sure theres aerodrome charts with general information including Take-off Minimas and such.
      Another way of looking up further proceedures and such is thru AIP of said country.

    • @doltBmB
      @doltBmB Год назад

      yeah it seems to me the spirit of these procedures is to allow the engines to throttle down for a while, but here the autopilot/FD simply takes the reduced acceleration and commands more climb, and even though he's flying by hand he still follows the FD, so the engines never throttle down making it totally useless, for the autothrottle to reduce both acceleration and climb rate have to be lowered at the same time

  • @Richard_McDonald_Woods
    @Richard_McDonald_Woods Год назад

    Hi Emi 🤔Are there any airports that have either no NADP required or NADP2 during daytime, and then NADP1 overnight?

    • @A330Driver
      @A330Driver  Год назад

      There are no airports without NADP requirements. But if none are stated you're expected to fly NADP2 in Europe and the US and NADP1 in most other parts of the world.

  • @homasas4837
    @homasas4837 Год назад

    hi quick question : at what altitude do you engage cmd A ? Did you engage it at any point in the vid ?

    • @A330Driver
      @A330Driver  Год назад +1

      Minimum is 1000ft AAL. Technically you can engage it above the MUH, 158ft. However it's not certified to be used that low.

    • @homasas4837
      @homasas4837 Год назад +2

      Did you engage the autopilot at any point in the video ? Is the auto throttle armed enough to trigger the speed command at 1500 ft ? Thanks

  • @FernandoLXIX
    @FernandoLXIX Год назад

    Amen

  • @simoxmino
    @simoxmino Год назад

    So is that fot this reason you never use VNAV on the departure.. :)

  • @doltBmB
    @doltBmB Год назад +1

    talking about both procedures before demonstrating it creates a lot of confusion about which procedure is being demonstrated, you should talk about one and then demonstrate it, then talk about the other and then demonstrate it, keeping them separate

  • @crosswind6486
    @crosswind6486 Год назад +1

    I'm having issues for pmdg nose wheel steering like it is sliding on an ice? and turning from corners during taxi is so hard. i even need to reduce speed 1-3 knots to safely turn and sometime I stop. do you know how to solve that issue? :(

    • @Groveish
      @Groveish Год назад

      Yes. Link your steering to rudder only(if you don't actually have a tiller in real life) and don't move the rudder all the way left or right if you're going above 5 knots. Move it to 70-80% left/right instead, then it will steer normally. Only use all the way if you're starting from standstill, or very low radius turns below 5 knots

  • @a.nelprober4971
    @a.nelprober4971 Год назад

    I honestly dont understand why they dont just turn the engines off at 800agl until they get to TOC.

    • @joelbatolucas
      @joelbatolucas Год назад +1

      you won't reach toc with engines off

    • @A330Driver
      @A330Driver  Год назад +10

      Noise abatement... You know how loud all those sirens from the rescue vehicles and the rescue helicopters are? 😂

  • @ironlemon666
    @ironlemon666 Год назад

    Thanks for the informative video, as usual!
    I wonder how Airbus pilots handle this, though (eg. how reliable is the managed speed if you correctly program the thrust reduction altitudes) 🤔

    • @tomstravels520
      @tomstravels520 Год назад +3

      Airbus seems to accelerate slower so there is no need to maintain a flaps up speed. Never seen them do it