Well i am learning alot from you guys so i was hoping that someone could give a guide to determine what procedures should be used in normal and other types of situation for instance like LOWW takeoffs where the best NAP should be used (and what is that in the 737?)I have look at NADP1 and 2 and can tell the diff. but not where and whyNow in the FMC we can choose the altitude for reduction from TOGA and again between reduction and Climb/ACC height.We also could use cutback so what should i use in situation likeLOWWEGLLLFPGEKCH for instance (where i live) :-)and more important is BECAUSE...................Thanks for all the help (AOA videos does not cover this?)/Michael

I have look at NADP1 and 2 and can tell the diff. but not where

Well... can you tell the difference then or not? The one is more suited for close in sensitive areas than the other one. Some of the topic has already been discussed a long time ago. Maybe that's a good start.

Generally, this depends on the airport authorities. Most European airports mandate ICAO PROC A, that means-climb out at V2+10 to 20-at 1500ft AGL decrease to climb thrust, keep climbing at the same speed of V2+10 to 20-at 3000ft AGL accelerate to flaps up speed, continue normal climb.

well thats the case i was asking for. Does this information happens to be on the SID charts ?I thought NADP1 and 2 was guidens as you could have many varations of specific NAP but again i am just a sofapilot :-)/Michael

I use this site on NADP when i have forgotten.http://www.b737mrg.net/downloads/b737mrg_noise.pdf

Not on SID charts, but in text part of the AIP (or however FAA calls it).Also you will likely find it in a "Briefing" part of your jepps, if they have such.

I use this site on NADP when i have forgotten.http://www.b737mrg.n...37mrg_noise.pdf

So do i but it does not tells me the actually rules in LOWW for instance. on my SID chart it only says that i should use the best NAP for the type of aircraftSo then what should i do ? Cutback and NOADP1 or something else ?ThanksMichael

I use this site on NADP when i have forgotten.http://www.b737mrg.net/downloads/b737mrg_noise.pdf

Thanks for sharing that link

Well, jepps for Vienna don't say much.

Climb with the optimum noise abatement take-off profile appropriate for the particular type ofaircraft. Adhere to noise abatement procedure as strictly as possible.

That would be ICAO PROC A like departure as much as I can tell. Reduce at 1500, accelerate at 3000. You will also notice that the noise monitoring points are in the vicinity of the airport, at least for southeastward departures.

I think NADP-1 and -2 superseded Proc A and B, respectively.

Having trouble finding the thread, but our tech team member Jack did a video of a NADAP2 departure demonstrating it back when the plane came out.

Having trouble finding the thread, but our tech team member Jack did a video of a NADAP2 departure demonstrating it back when the plane came out.

Did he change the climb restrictions or just use SPD INTV?

Matt, yes and no. ICAO PROC are still widely documented, at least if you consider non-certified, but valid for flightsimming sources such as b737mrg pdf.As far as I can tell, many airlines and/or aiports this side of the pond still mandate procedure adhering to ICAO PROC A standarts (that in fact fits NADP 1 definition).

Thanks, so it is a litle more complicated for simmers as we dont have this information on the SIDS which i found a little strange since it is relativ informativ information :-)If Vienna is NADP1 should you use cutback ?Michael

No, NADP1 is something different from cutback. Now, if the cutback is deemed "the optimum noise abatement take-off profile appropriate for the particular type of aircraft." I do not know. certainly depends on airline as well. Many dont even have cutback option.