PMDG 737 | NO ENGINE BLEED Takeoff | Tutorial | Real Airline Pilot
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- Опубліковано 8 січ 2023
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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 and Throttle
Thrustmaster HOTAS Warthog
Thrustmaster Pendular Pedals - Ігри
Very informative video!
A small trick to remember the correct bleed off/bleed on sequence is: 'C' shape and counter 'C' shape.
Note: Pack switch is auto all the time and make sure cabin climb rate is stabilized, also, use the checklist.
'C' shape: Right pack -> isolation valve -> left pack -> left bleed -> apu bleed -> right bleed
counter 'C' shape: right bleed -> apu bleed -> left bleed -> left pack -> isolation valve -> right pack
Great to know Emi! Thanks! 🛫
Thank you for these videos. Very useful supplement to the FCOM reading while in LT. Gives it a bit more perspective. Thanks!
I appreciate this video Emi! I had screwed this up in the past last summer. I believe I turned the #1 pack back on before the #2 and it blew out the isolation valve. Now I know..
Very informative. Thank you 👍🏻
My pleasure!
Your videos are the best for summing up people’s knowledge, especially if you ride a car or sit in the plane😁😉
I appreciate that!
Informative as usual
Thanks again!
I really love your videos, keep up the amazing work. Did you do one for airbus? Would love to see one from you if you didn't already make one
Very interesting topic thank you for this detailed explanation.
Do you have any knowledge about how to use the N1 bugs with the FMC inop ?
The detail that in the 737 the apu is protected by a pilot procedure is clearly the limit of an old design that has not evolved to retain the commonalities with older 737 versions
Yep, it is.
Thank you for sharing your knowledge! Is it posible to do a tutorial for cross bleed engine start?
Interesting to see the 737 will keep the ventilation going using the APU, while the 320 stops it completely (at least as far as I know). But interesting video!
Awesome Vid as always! You have made me love flying the 737 so much and I think the community appreciates your work. So I tend to fly into and out of KSNA a lot, very short runway, has a noise abatement proceedure and you also have to use the cutout feature during takeoff. Is it possible for you to do a departure out of this airport to see if im using the feature of the cutout correctly on takeoff? Thanks.
I never saw cutout being used where I fly here in Europe and in my airline it is not used at all. Thus I need to read up on that myself. Eventually I might do it, but we'll have to see. Just like the HUD, I don't really like to talk about something that I am not using in real life in terms of the 737.
@@A330Driver I understand, I thought that may be the case after hearing about the hud, just thought it would be worth a shot. Thank you for the reply.
@@A330DriverHi mate, maybe it would be helpful to show the difference in programming and flying an NADP1 vs 2?
Informative video, thanks. Question: Is there a way in the PMDG 737 to save your configurations? I want to fly in different scenarios (weather), but don't want to enter all the configurations every time I do each flight scenario. Thanks,
Another great mini-lesson. Thank you. By the way, what is the performance software you are using here to calculate TOW?
Hi, I used Boeings Onboard Performance Tool (OPT) for this.
A very good virtual representation is available at virtualperformancetool.com.
@@A330Driveris there an alternative that does not cost?
How do you ensure you have sufficient accelerate-stop and accelerate-go distances for such a takeoff? I would expect your V1 to be way lower.
Do you know if this is the same procedure for the -300?
Always wondered about this. Great video. On a different topic, what is the purpose of activating the timer before takeoff. Elapsed time makes sense, but why the timer?
To measure the time till cruise
Can you share the checklists you use ?
Amano, what is that adjustable number "176" on the right yoke handle? It can be adjusted. What is the function of that?
to remind you of your flight number when talking to ATC. Sometimes pilots use a sticky note in the cockpit as a reminder too.
Can you actually damage APU in PMDG by having dual bleed situation ? Actually can you brake anything in PMDG by misuse of the systems, I've tried many thing and was disappointed to find out that PMDG does not take into account the way how you fly the aircraft or use the systems in general ... (btw, thank you for the video :) )
How do you not get the "Verify takeoff speeds" message in the CDU after changing the flap position, I get it all the time
If you change the flaps setting in the FMC or insert runway wind on the second page or change the GW of the plane, the FMC will tell you to verify the takeoff speeds as the speeds have changed because you changed the weight/gave the FMC a different weight to work with or gave it a runway wind to recalculate the speeds. Hope it makes sense.
Do you mean physically changing the flap position or changing the planned setting in the FMC?
U won’t get verify to spd unless u change n1 limit, departure procedure or rwy condition data
@@chuimershark Also the flap setting and weight.
Because he didn't program it at all, so the fmc has nothing to reference
What is the difference between a packs off take off and bleed take off? Ever since the first time the PMDG 737 came out back in FSX I always switched packs off for takeoff, that is how I was taught. Thanks for the informative videos
Packs OFF, aka unpressurized takeoff, is forbidden in passenger operation on the 737.
@@A330Driver Thank you for clearing that up then, so I guess my bad, I was always under the impression "bleeds off" take off was packs off, thank you for the correction and explanation in the video as well how this works. As they say never too old to learn something new :)
What take-off calculator do you use?
These screenshots are actually of the real deal. virtualperformancetool.com however provides a very close simulation!
Total Noob here.. Ok, I was wondering as to why one would be instructed by the company to perform a No Engine Bleed takeoff. So here is what I gather from this video :
- No Engine Bleed takeoff is used when you need a little extra engine power at takeoff level because the runway is a bit short or the load a bit higher.
- The APU Bleed is used so as to relieve the engines from having to provide Bleed Air to the system during takeoff.
- The APU engine is not designed to be used above a certain altitude (probably because it has no ram air intake or no pre-compressor)
- This is probably used in borderline cases when it is economically advantageous to do so.. I believe that running the APU in such conditions is going to significantly reduce the APU lifespan or at least remove a lot of runtime between maintenance cycles.
- Because it is a non standard procedure (in the sense that flight crews know how to do it, but do not do it regularly) this may increase the insurance premium for the flight. I'm pretty sure the bean counters have some charts and procedures to determine when it becomes advantageous to perform that type of stunt !
Come on, a simple one-way flow valve after the APU will be a simple solution to solve this problem with ar coming on wrong way to damage the APU bleed, aint that a flaw in B373 project?
There is a check valve. But if it sticks/fails, that back pressure situation can still damage the APU.
@@IcthioVelocipede Thats still a stupid flaw, even in buildings there are one-way valves to prevent the flow to return, and no redundancy at all.
@@juniorpasini9137 in airlines it’s less about the technology and more about minimising damage and the cost. Also Boeing still doesn’t use an ECAM so yes they are very backward in terms of systems compared to airbus but I still love Boeing because it’s not a complete flying computer unlike the Airbus.
@Sean Matherson I do agree with you about the airlines, its not they job and the must stick with the protocol, no problem, and I do like Boeing as wel and even though they have a stain in the reputation with MAX the NG is not a new plane, and this valve is to way simple to design as I told others, and so simple to be in a project even without the ECAM. This kind a simple fault terrifys me and of course the time this plane is on a market without problems disperse this fear.