Noise Abatement Departure Explained | Real 737 Pilot
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- Опубліковано 24 лип 2024
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Tools and addons used in this video:
Streamlabs Studio
Nvidia Shadowplay
My system specs:
Intel i9-9900k@5,2GHz
RTX3080Ti
32GB RAM
Windows 10 Pro
My hardware:
Thrustmaster Boeing Yoke
Honeycomb Bravo Throttle
Thrustmaster HOTAS Warthog
Thrustmaster Pendular Pedals - Ігри
![Noise Abatement Departures Procedure [NADP 1, NADP 2, ICAO A, ICAO B].](/img/n.gif)
I was reading about noise abatement departures yesterday, and to top it off you release this. My luck is immeasurable. Thank you
Enjoy!
Yeah same, been having so much trouble
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
So many helpfull videos again of superb qualtity! Thanks CAP!
Glad you like them!
Cool to watch a professional pilot stay far ahead of the airplane at all times.
Thank you!
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.
Very Interesting, nice Video👍🏼
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
I just checked BlackBox's briefing for EDDB. It doesn't match NAP on the general chart however.
You are the best !
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.
Oh wow! Thank you for helping crack this da Vinci Code!
Happy to help! :D
What does NADP special mean? That’s what is says for palms de Mallorca.
Great vid! Just a heads up. There's also "Canada" in North America *cough cough* and we have virtually identical rules.
What needs to be entered in FMC for these for acceleration, thrust reduction, cutback etc?
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...
The Jeppesen charts mention nothing about this "hybrid NAP"
How do you set this up in the fmc?
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?
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
Amen
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? :(
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
What about if there are speed restrictions along the SID route and you can’t accelerate to 250Kts until well after 3000ft?
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..
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.
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.
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
Hi Emi 🤔Are there any airports that have either no NADP required or NADP2 during daytime, and then NADP1 overnight?
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.
So is that fot this reason you never use VNAV on the departure.. :)
hi quick question : at what altitude do you engage cmd A ? Did you engage it at any point in the vid ?
Minimum alt is 500 feet AGL. Below that it wont turn on.
Minimum is 1000ft AAL. Technically you can engage it above the MUH, 158ft. However it's not certified to be used that low.
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
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) 🤔
Airbus seems to accelerate slower so there is no need to maintain a flaps up speed. Never seen them do it
Ok but...
What if the pilot does not comply with this procedure?
Do you get fines then or what?
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.
Why did you not use VNAV? I use it and it does the same, just a bit unaccurate
Because we don't use it in my airline. Try to program a correct NADP2 in VNAV, good luck ;-)
Also you loose windshear guidance as soon as VNAV engages which is another point not to use it on takeoff.
@@A330Driver I mean, don't you just enter the thrust reduction, acceleration and the engine out acc? The rest is done by LNAV and VNAV or not? for example, at 1000 feet, my plane starts lowering nose and doing the speed up.
@@boeingvsairbus9372 VNAV will not maintain the flaps up speed to 3000ft. It will just accelerate to 250knots. And as he said you loose wind shear guidance
@@tomstravels520 yes it will. Just program the climb page.
@@Bren39 I wrote that before learning that technique from his 737-600 video and even 737NG Driver didn’t know that at the time
I honestly dont understand why they dont just turn the engines off at 800agl until they get to TOC.
you won't reach toc with engines off
Noise abatement... You know how loud all those sirens from the rescue vehicles and the rescue helicopters are? 😂
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