I am wondering how to comply with the noise abattement procedure applicable at LFPG.The procedure reads as follows :Pilots of turboengines are besides to comply with the initial climb proce- dures as following: 1- to maintain speed V2 + 10 (or the speed that allows to maintain flight alti- tude according to the type of aircraft) until a height of 3000 ft proceeding a wing flap deflection in accordance with the takeoff configuration; 2- to maintain takeoff power until 1500 ft then maximum climb power rating up to 3000 ft; 3- at 3000 ft proceed normal climbing power and flap retraction then adopt climb attitude. For step 1, I understand that in TAKE OFF REF page of the FMC I have to chose in LSK L1 FLAPS / ACCEL HT : 20/3000 (+field elevation)For step 2, am I correct to set THR REDUCTION (LSK L3) to 1500 (+field elevation) / CLBBut what for step 3 ?Thanks for your help. Etienne

I am wondering how to comply with the noise abattement procedure applicable at LFPG.The procedure reads as follows :Pilots of turboengines are besides to comply with the initial climb proce- dures as following: 1- to maintain speed V2 + 10 (or the speed that allows to maintain flight alti- tude according to the type of aircraft) until a height of 3000 ft proceeding a wing flap deflection in accordance with the takeoff configuration; 2- to maintain takeoff power until 1500 ft then maximum climb power rating up to 3000 ft; 3- at 3000 ft proceed normal climbing power and flap retraction then adopt climb attitude. For step 1, I understand that in TAKE OFF REF page of the FMC I have to chose in LSK L1 FLAPS / ACCEL HT : 20/3000 (+field elevation)For step 2, am I correct to set THR REDUCTION (LSK L3) to 1500 (+field elevation) / CLBBut what for step 3 ?Thanks for your help. Etienne

Nothing to do in the FMC I'm afraid.You can program one climb thrust (CLB, CLB-1 or CLB-2) for initial climb (from 1500 or 800 as per new ICAO procedures to 15000 ft where it will revert to CLB thrust)After passing 3000 is all a question of playing with the MCP buttons (VNAV, FLCH or VS for pitch) and SPEED or N1.Always referring to PMDG Boeings of course.

Nothing to do in the FMC I'm afraid.You can program one climb thrust (CLB, CLB-1 or CLB-2) for initial climb (from 1500 or 800 as per new ICAO procedures to 15000 ft where it will revert to CLB thrust)After passing 3000 is all a question of playing with the MCP buttons (VNAV, FLCH or VS for pitch) and SPEED or N1.Always referring to PMDG Boeings of course.

Everything can be done through the FMC! This is a standard ICAO A (or B, I've forgotten) profile.In the thrust reduction box on the takeoff page, enter 1500ft. In the acceleration altitude you enter your flap setting/3000ft. Eg. 20/3000. That way you can stay in VNAV and all you have to do is retract the flaps on cue. At least for the 744.In the 737, I believe you will have to engage either VNAV or FLCH and adjust your speed in order to begin acceleration at acceleration altitude.

Everything can be done through the FMC! This is a standard ICAO A (or B, I've forgotten) profile.In the THRUST LIM page, you will set CLB as your climb thrust. In the thrust reduction box on the takeoff page, enter 1500ft. In the acceleration altitude you enter your flap setting/3000ft. Eg. 20/3000. This is all before takeoff. That way you can stay in VNAV and all you have to do is retract the flaps on cue. At least for the 744. In the 737, I believe you will have to engage either VNAV or FLCH and adjust your speed in order to begin acceleration at acceleration altitude.For step 3, you may leave it CLB mode, or go to the FMC THRUST LIM page and select ither CLB-1 or CLB-2, whichever your airline's SOP requires. I think a Qantas captain told me they use CLB most of the time with no reduced climb thrust. At least on heavy loads with the 744.

I agree with what VHOJT said. It looks like the ICAO-A profile, and can be programmed in the FMS.Set thrust reduction altitude to 1500ft, and set acceleration altitude to 3000ft.Paul