PMDG 737 Rejected Take Off | Real 737 Captain Tutorial | PMDG 737 NGX
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- Опубліковано 5 вер 2024
- Welcome to this quick course on the RTO maneuverer.
In this tutorial, I’ll explain the reasons why a line crew would initiate a Rejected Take off and also explain how the manoeuver is completed by both crew members.
All tutorials used are based on Boeing Recommendations and Real-World Procedures, some operators might do something differently so you can use a mixture of what you know and the procedure I show you!
THIS TUTORIAL IS NOT TO BE USED FOR REAL WORLD FLIGHT TRAINING.
Any questions feel free to ask!
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All guidance in my tutorials are based on operating procedures from a real operator, I have almost 4000 hours on the 737-800 (The real one) and I'm also a full-time Type Rating Instructor for my operator working in a full motion Level D simulator.
The aim of this channel is to provide realistic, informative and useful information to help you enhance your flight simulation experience by following me apply real world operating procedures in the PMDG NGX.
Be sure to Like, Comment, and Subscribe and Thanks for watching!
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NB - I am in no position to share/copy company material. All guidance is purely to enhance your home flight simulator experience and not to be applied in any real world aircraft. All information provided is based on SOP’s and Boeing manuals but purely for entertainment/flight simulation purposes only.
#PMDG #737 #Boeing
Addons Used:
FSX Steam Edition
PMDG 737 NGX
FSX Active Sky Next
REX 4 Texture Direct
EZdok Version 2
Navigrpah Charts
FSDG Online - Heraklion Airport (LGIR)
Learned a lot as always!
HugGaming you're most welcome!
FD2S
Your videos are greatly improving my experience using the simulator, thank you!
Hi Davi,
Great to hear! That's all I want to achieve 👍🏼
FD2S
love how clean and thorough your tutorials and videos are! keep them coming. PS earned a sub :)
Thanks a lot Dene and Welcome!
FD2S.
Thanks for the tutorial, getting ready for my 737 type training!!
Wow man you take the time to answer to everyone, very impressive mate, not a common occurrence.
Haha!
I am extremely busy but try and find a few minutes to answer any questions. Sometimes you might have to wait a few days but I will endavour to answer all queries!
Have a great weekend!
FD2S.
You too mate!
Ver y well explained, great job mate! In my company captain would also stow the speed brakes to down detent immediately after the parking brakes is set, same reason like the FO to set the F40 in case of an emergency evacuation that will be needed. :)
Hi Chang,
Although not part of our memory items most Capt's would stow the speedbrake after setting the parking brake/coming to a stop. In the event of an Evacuation the checklist will inform the crew to stow the speedbrake anyway!
FD2S
Really enjoyed the rejected take video. It's so much better coming from a real pilot using real world procedures.
I imagine you could fly a whole career without having one . As modern day engines are so reliable.
I have been a passenger on an Easy jet attempting to land at Tenerife south . Pilot at minimums aborted twice before diverting to Tenerife north , refuelling and taking us back. He aborted again and managed to land . High gusts over 35kts were given as the reason .
Hi Jonathan, glad you enjoyed it!
I've had 1 low speed RTO in 6 years for a spurious master caution, they are rare which is why we brief the maneuver for the first flight every single day!
Well it seems to be a massive coincidence but my Diversion Tutorial is exactly that!! TFS to TFN! I don't know if you've seen it but you can find it here!
ua-cam.com/video/AXIreP5Kj0o/v-deo.html
FD2S
Best flight sim tutorials on youtube. Thank you!
Quick question, how many times in the real 737 do you have to press the A/T & A/P disconnect buttons to disconnect these modes?
Hi 702Wolfi, thanks a lot buddy.
The A/T and A/P disconnect switch respectively only needs to be pushed once to disconnect the system.
A/P Disconnect - 1 push disengages A/P and sounds the A/P Disconnect Warning Horn and A/P P/RST red light to flash
2nd Push cancels horn and flashing red light.
A/T Disconnect - 1 push disengages A/T and A/T P/RST light will flash red. 2nd Push cancel flashing red light.
FD2S
Ahh I see now. Thank you sir!
Every time I'am impressed of your skills. Not only the practical of flying the 737 but also how you look around in the cockpit from the Sim. It seems so easy but I have so many difficulties to search for the correct way to look around. I'am using the arrow keys but I assume you does it at a other way. Maybe you find the time so teach how to simply look around. Nevertheless thank you very much for your education. Have a nice day.
Hi Dutch Challenge, thanks for your kind words!
I use a utility called EZDOK which allows me to pan around the flightdeck using my mouse!
FD2S.
Perfect tutorial Thank you very Much!
Love your videos, just wanted to ask if you plan on doing videos about heavy starts and step climbing?
Hi fimas, thanks a lot buddy!
Could you elaborate on "heavy starts"? Is this with regard to aborted engine starts? (Hot, Hung, Wet Start etc....)
Step Climbs generally happen in busy airspace, we briefly have to maintain a lower FL prior to getting climbed higher. If the OFP gives us step altitudes ATC can still clear us earlier to our final cruise level so long as traffic is not a factor.
Good Luck!
FD2S.
Hi Captain!I've just found your channel and I'm so happy that I did.Thank you so much for the time and effort you put into this amazing videos!I'm planning to do a type rating on 737 and this will help me a lot to prepare myself for it.I know that you are busy and I can only hope that you will make more videos about non normal procedures.Best regards!
Hi cristico14, thanks!
I'm planning a whole series on Non Normal situations so people can practice using FSX! Good look with your type rating! Despite the fact I'm showing you exactly as it's taught remember it's for entertainment purposes only and not to be applied in the sim and/or real aircraft! Consult your approved material, you can use my tutorials to supplement your knowledge.
Good Luck and let me know if you have any Q's!
FD2S.
Thanks,I really appreciate it!Have a nice Sunday!
Hey FD2S, Love the videos and your recent stream of the Zibo mod 737. Ive seen videos of rejected takeoffs where the jet vacates the runway and returns to the gate. I'm just wondering if you vacate the runway or if you remain on the runway and set the park brake. I'm sure it might depend on the severity of the situation and company SOPs. Thanks a lot man!
Hi Baxter Cat,
Yes you answered your own question!! 😂. We train to reject and stop on the runway, other airlines may vary....
FD2S
What cues told you the engine had failed? When you announced an engine failure in the video, the only visual cues in the video were the "LOW OIL PRESSURE" light and the "ELEC" warning. The "ENG FAIL" flag did not appear until after you aurally reported an engine failure.
The engine instruments are just one thing to monitor that will help identify a failure but during the TO roll the main thing you'll notice in reality is a yawing moment, especially at lower speeds.
There also might be a bang or surge and abnormal vibration/sound or like here with a flame out you might hear an engine spooling down. Pilot Monitoring will also be monitoring the instruments and if he notices an unusual indication (reduction in N1 or things you pointed about above) this will be bought to the PF's attention.
Hi FD2S,
Would you still select reverse thrust in the event of a fire or would you cut fuel and activate extinguishers and use friction brakes to slow the aircraft ?
I tried your circle landing at Pisa. Was great fun :-D
Hi Cynical Cole,
We Reject the Takeoff the same way every single time no matter what the issue. We only deal with the issue after the aircraft has come to a stop and the parking brake has been set.
The RTO is very dynamic, especially approaching V1. If an abort condition is met it can come as a surprise to the flight crew which is why we brief the maneuver every single day.
In the event of an engine fire we would complete the RTO, Set Parking Brake, Select F40, contact ATC then complete the Engine Fire/Severe Damage/Separation Memory Items, they all have the same steps except additionally for a fire you discharge the fire bottles into the engine.
Glad you enjoyed my circling tutorial!
FD2S
Great content, nicely explained as always. What's up next? As I am always kept wanting more.
Thanks Terence!
It's my aim to try and upload one tutorial a week but extremely busy! Next video I'll introduce the QRH and how we use it when dealing with non-normal situations, I'll try and film and edit for the next week!
All the best!
FD2S.
A very informative and interesting video as always! Two quick questions though. Firstly, how do you know how much of the runway is remaning (in ft/m), because as far as I'm aware there only seems to be a few airports in Europe that actually have those black square signs with a number on them indicating for example 3, for 3,000 ft remaining. So what if there are no such signs along the runway (assuming not all airports have them)? And secondly, does V1 take into consideration that there might be no reversers available during the RTO (if you have a dual engine failure), so that there's still sufficent stopping distance, or is V1 calculated assuming that both reversers will be operative during the RTO?
Hi LevelMind, thanks for your kind words!
Very few airports have the Runway Distance remaining boards, I don't think I've ever flown into one! You can tell your runway distance remaining by the centreline lights, alternating red/white = 900 meters remaining and continuous red lights = 300 meters remaining. Our fleet are also fitted with RAAS which informs us what distance we have remaining as well.
You should be able to stop on the runway prior to V1 so long as you expeditiously and correctly apply the RTO manoeuvre. Reverse Thrust does not have any impact on stopping distance on a dry runway, it simply reduces the braking force to achieve the preset deceleration rate but itdoes have an impact on a WET or contaminated runway which is why you'd have a lower V1 selected.
There is no reverse credit on a dry runway but on a contaminated/slippery runway, we make adjustment to V1 if the thrust reversers are not available but the scenario of a double engine failure
you should have enough stopping force on a non-contaminated runway without reverse thrust.
Hoped this help answer your query!
FD2S
Hello flightdeck2sim, what is the purpose of selecting flaps 40 after the stop?
Quick question about the setting of flaps 40, I assume that would make it easier for the middle of the plane escapees to slide down them or is it to block flames etc?
Hi MATTY,
Just to slide down, that's the sole purpose of selecting F40!
FD2S
Amazing video!
I've got one question for you... Which modification(s) do you use for the shaking cockpit effect?
Thanks!
Hi Renzo.
It's called EZDOK, it allows me to also pan around the virtual cockpit using my mouse. Very useful!
FD2S.
flightdeck2sim allright, thanks!
Great video, if you hand an engine failure during flight and you had to do an emergency landing, I thought you wouldn't use the thrust reverser's, if I'm right, how come you use them during a rejected takeoff. Is it because on a rejected takeoff you have less distance of the runway to stop safely?
Hi Matthewb4375, thanks a lot!
In both cases, RTO or landing single engine, we still select reverse thrust on the operative engine.
There isn't as much thrust asymmetry as you'd expect, we want to maximise the stopping force in both cases.
Reverse thrust will decrease your stopping distance on a wet or contaminated runway. On a dry runway when calculating performance it will make no difference but we still select it anyway!
Fly safe!
FD2S.
Once I push to/ga and the aircraft starts rolling i cannot get the thrust levers back to idle using f1 key in fsx.. the autothrottle continues to push the throttles back to the takeoff thrust position.. the a/t does not automatically disengage..
That is completely normal and true to the real aircraft, you need to disconnect the Autothrottle otherwise it will command take off thrust until 84kts!
FD2S
Great video
Thanks David!
FD2S
Thank you so much for all these wonderful tutorials. While not directly related, I'm currently facing an intermittent issue where after I've set everything for takeoff, stabilized the engines at 40% N1, I hit TOGA which works normally until I reach about ~80kts (around the time N1 switches to THR HLD), the engine power just drops, N1 starts decreasing quickly towards idle, and I'm forced to control the thrust manually until I engage VNAV. Do you have any idea what might be causing this? It happens about 50% of the time, and I just can't figure out any differentiating factors between the takeoffs where it happens and the ones where it doesn't.
Thanks in advance.
Hi NeutralGenericUser.
It’s to do with the position of your thrust lever on your peripheral device (joystick/control column). At 84kts THR HLD engages and the servos disconnect from the A/T. If you left it closed on your joystick it can sometimes read that and reduce thrust.
Good luck!
FD2S
Thank you so so much for that explanation! It was driving me absolutely crazy. I guess I'll try to set a higher dead point for the throttle axis, and if that fails, I'm satisfied in knowing that I'm not really doing anything incorrectly to cause this. Thank you so much for the explanation! I really really appreciate your videos, your comments, everything. Keep up the excellent work, and I look forward to seeing more of your videos! Take care, and fly safe :)
NeutralGenericUser no problem, it happens to me sometimes.
I just move the thrust lever up after pushing TO/GA so if the position is detected N1 hardly moves 👍🏼
FD2S
thanks alot for the video!
are you a commercial pilot or private pilot?
Hi Job,
Commercial pilot and sim instructor for a 737 operator 👍🏼
FD2S
If we have a tire blown on or shortly after V1 how do we land? There are any special landing procedure?
Hi ARI,
Nothing too extraordinary but you would plan for a precautionary landing. You could possibly continue the flight which gives crew time to burn fuel and to plan ahead (unless there is more damage!)
You would want a long runway and the 737 is designed to land with one flat main gear wheel, you would fly the approach and land normally, there might be a requirement for differential braking to maintain directional control after landing.
Good Luck!
FD2S
5:00 is it safe to use reverse thrust on engine failure?
Hi Melvin, absolutely!
In both cases, RTO or landing single engine, we still select reverse thrust on the operative engine.
There isn't as much thrust asymmetry as you'd expect, we want to maximise the stopping force in both cases.
Reverse thrust will decrease your stopping distance on a wet or contaminated runway. On a dry runway when calculating performance it will make no difference but we still select it anyway!
FD2S
flightdeck2sim thank you I learn something new everyday. This was just something I was curious about.
I thought that you're not allowed to reverse thrust during takeoff because it could ruin the engines since they suddenly go from max forwad thrust back to reverse.
Hi Green Light Zone,
No issue with this. The only consideration is that reverse thrust at low speed can increase the likelihood of FOD but MAX reverse thrust is used for all RTO's.
FD2S
Real Boeing pilot and he can't pronounce Heraklion?
Sorry if I offended your language, I'm happy I got the message across though, pilots don't get trained in every single language in the world unfortunately!
FD2S