Hi GuysI am learning the normal procedures in readiness for the release of the NG!!!I have a question about when is the APU normally started? In the boeing procedures, it is part of the preflight prep but says it can be delayed until just before start. It then goes on to state APU bleeds ON, should this item be skipped if you are delaying apu start?Also can anyone explain what is meant by the call out "bug up" in the climbout?Regards

Some airlines/airports use ground power and preconditioned air for the airplanes and will delay the use of the APU.You might get on to the plane 30 minutes before the plane is ready to push, but you wouldn't start the APU until close to push-back and/or engine start.The APU takes about 50 seconds to 1 minute to start. After that, it should run for 1 more minute before you turn on the APU bleed. So, don't turn on the APU bleed unless the APU has been running for 1 minute."Bug UP" means set the speed BUG (MCP panel speed window) to the FLAPS UP SPEED.Have fun!

Some airlines/airports use ground power and preconditioned air for the airplanes and will delay the use of the APU.You might get on to the plane 30 minutes before the plane is ready to push, but you wouldn't start the APU until close to push-back and/or engine start.The APU takes about 50 seconds to 1 minute to start. After that, it should run for 1 more minute before you turn on the APU bleed. So, don't turn on the APU bleed unless the APU has been running for 1 minute."Bug UP" means set the speed BUG (MCP panel speed window) to the FLAPS UP SPEED.Have fun!

I never heard about warm up times for APU but indeed it is so, so thank you for that.My linkshows slightly different (warmup/cooldown) times, just to let you know. Off course, it's perfectly possible that operators have their own procedures.Best Regards,Bert Van Bulck

I never heard about warm up times for APU but indeed it is so, so thank you for that.My linkshows slightly different (warmup/cooldown) times, just to let you know. Off course, it's perfectly possible that operators have their own procedures.Best Regards,Bert Van Bulck

At American we used to just leave the APU bleed open but a bunch of years ago we changed to procedure to letting the APU warm up for a minute. Instead of calling Bug UP we just say "set speed". If the 10.8A FMC software ever gets installed in all the planes we will just take off with VNAV selected and the speeds will be set automatically by the computer.

At American we used to just leave the APU bleed open but a bunch of years ago we changed to procedure to letting the APU warm up for a minute. Instead of calling Bug UP we just say "set speed". If the 10.8A FMC software ever gets installed in all the planes we will just take off with VNAV selected and the speeds will be set automatically by the computer.

On believe on the NG, the bleed valve is actually computer controlled. I'm trying to find the reference but I thought it won't open for one minute (in theory).I've been doing the VNAV on takeoff for a while now. It works great for NADP-1, but for NAPD-2 - which is what I've pretty much always done in the States - it isn't any better. You still have to open the window and set speed until 3000agl. That's how my company is doing it, anyway. Luckily most departures are NADP-1 over here.

Thanks for the replies!! Let me check if my understanding is correct...So at the thrust reduction altitude, press N1 to reduce to climb power (or does it engage automatically?)At the acceleration height, call for "Bug Up" and reposition the magenta triangle to the 1 speed. FD will command pitch down and the aircraft accelerates.If flaps were 5 or higher for takeoff, retract one stage and then retract on schedule (5, 1 as displayed on PFD).Questions - Are the accel height and thrust reduction generally the same?Also are there any prompts displayed e.g. on A320 LVR CLB flashes? If no prompts, would you set on the minimums selector?

SJ,

So at the thrust reduction altitude, press N1 to reduce to climb power.

Pressing N1 will give you climb power. If you use VNAV on takeoff, the thrust reduction will occur automatically at whatever ALT you set on the Takeoff 2/2 page.

At the acceleration height, call for "Bug Up" and reposition the magenta triangle to the 1 speed. FD will command pitch down and the aircraft accelerates

.At Accel Ht, set the flaps up speed and the plane will accelerate. The MCP/speed bug should be on the "UP" (Bug "UP"), not Flaps 1.

If flaps were 5 or higher for takeoff, retract one stage and then retract on schedule (5, 1 as displayed on PFD).

Retraction schedule is 25-15-5-1-up. Eg. If you did a F10 T/O, you'd go to 5 next.

Questions - Are the accel height and thrust reduction generally the same?

In the US, I think it's usually what the rest of the world calls NADP-2. In Asia, I've been doing mostly NADP-1. NADP-2, you go to climb thrust at the first flap retraction. With NAPD-1, it's 1500AGL.

Also are there any prompts displayed e.g. on A320 LVR CLB flashes? If no prompts, would you set on the minimums selector?

I'm not a Airbus guy, so I'm not familiar with LVR CLB.

Questions - Are the accel height and thrust reduction generally the same?

Acceleration height is often defined with the noise abatement procedures.Thrust reduction is done automatically and if I recall well it is defined (or displayed) in the FMC at 1500' AGL.Best Regards,Bert Van Bulck

Thanks, I understand now. So you set flaps to up at the 1 speed.

Thanks, I understand now. So you set flaps to up at the 1 speed.

Yes. Accelerating past 1, you select Flaps UP.

Acceleration height is often defined with the noise abatement procedures.Thrust reduction is done automatically and if I recall well it is defined (or displayed) in the FMC at 1500' AGL.

I believe the thrust reduction height is a user-defined option. Airline ABC may have it set to 1500' default and Airline XYZ may have 1000'. If you're doing an NADP-2, you might not wait for 1500' since thrust reduction is "with the initiation of the first flaps/slats retraction or reduce thrust after flaps/slats retraction." With NADP-1, it would happen, as you said, where the T/O 2/2 is set.

To add from the FMS manual:The Takeoff Ref Page in the FMS provides information pertaining to takeoff performance and settings. This information includes such settings as flap acceleration height, engine out acceleration height, thrust reduction height, runway slope and wind condition information, runway condition, takeoff speeds, trim and runway position shift information.

On believe on the NG, the bleed valve is actually computer controlled. I'm trying to find the reference but I thought it won't open for one minute (in theory).I've been doing the VNAV on takeoff for a while now. It works great for NADP-1, but for NAPD-2 - which is what I've pretty much always done in the States - it isn't any better. You still have to open the window and set speed until 3000agl. That's how my company is doing it, anyway. Luckily most departures are NADP-1 over here.

If the APU bleed switch is left on, as soon as there is bleed pressure the valve will open. That's how we configured the system for years but now we leave the switch off for the first minute.

I found a reference that on the NG the APU will run for one minute before shutting down to meet a cool-down if the bleed air was on. Maybe that's what I was thinking of. I wonder why the APU is protected on the shutdown and not the startup. . . oh, well.

To add from the FMS manual:The Takeoff Ref Page in the FMS provides information pertaining to takeoff performance and settings. This information includes such settings as flap acceleration height, engine out acceleration height, thrust reduction height, runway slope and wind condition information, runway condition, takeoff speeds, trim and runway position shift information.

My takeoff ref page does not show all this info. Is it only available in the -800/-900 version?