In addition to start procedures mentioned there's also another way to do it with the NGX called a cross bleed start. Usually the APU is used to build pressure in the start valves, but sometimes airlines leave the APU off to save money. They pull electricity from ground power at the gates and then when it comes time to start (you can do this on the PMDG with ground connections) they wheel a little starting unit out. That starting units builds pressure inside the pack without the need of an APU so one engine may be started (usually at the gate) without burning any fuel via the APU. Once the right engine is on the right generator is started up and the plane can become independent of ground. The plane is then pushed back, and some airlines even allow the plane to taxi to the active before starting engine 2. When engine 2 is finally started, engine 1's throttles are pushed a bit above idle to create more pressure in the pack so that engine #2 will have the necessary pressure to start. It's all a very interesting process, and one used in real life to save fuel. I usually do the vanilla APU method but it's really cool that the NGX can handle the occasional cross-bleed start. 

I work air traffic and once in a while the pilots ask for that procedure... We usually don't care about it or know what it is but that explains it well.

 

I think I need to read up on systems - I don't really know why I flip the switches I do on airliners.

The op said he doesn't have time for long flights so I'm sure he doesn't have time to read PMDG manuals.

 

Honestly, I don't understand the notion that users must read the manual in order to understand basic operation. In reality, the average joe can probably spend 20-30min on Youtube and figure out how to operate a 737.

 

 

He doesn't have to read every word, but I cannot imagine how anyone could get into airline simming without atleast looking up a few things in the FCOM or QRH... and enjoying the process of doing so.  

 

 

 

Like I said, Youtube! I don't wanna ruin this guys' ambition by flooding him with manuals...

 

 

ut it's really cool that the NGX can handle the occasional cross-bleed start. 

 

IIRC, most RL NG flights I've been on follow this procedure...

Ok good I basically just googled where the airlines are at airports.  Currently doing AAL from LAX to LAS on Pilot Edge.

 

Which brings me to another question.  What are the procedures for gate operations?  I'm at the departure airport, is my APU running while pushing back?  And do I start engines at that point or after PB?  What lighting do I need on at what stages?  These are all complex to me because in a GA like the Legacy or Duke I just turn on the beacon if the engine is on, and turn on strobes and LL when on active runway and that's about it.

It varies a lot from airline to airline and also from airport to airport, but I know that a lot of airlines prohibit their pilots from using the APU if the airport / stand has access to an air cart. The airlines unsurprisingly prefer to use the airports equipment rather than wearing down their own equipment. As for push and start, some stands do not require pushback, and on those the engines are started on-stand. For most stands you'll start your engines during pushback. Normally engine 2 first, as they are located on the right side of the airplane while the exits are located at the left.

I work air traffic and once in a while the pilots ask for that procedure... We usually don't care about it or know what it is but that explains it well.

 

I think I need to read up on systems - I don't really know why I flip the switches I do on airliners.

 Stressful, but oh so important of a job. I think you'll probably get an extra level of enjoyment out of airline simming then because you have that experience. Also, once you get the flow down, airline simming on vatsim should feel like home to you.  

If you don't want tospend more time prepping on the ground than flying, try Ideal Flight, which will choose airports depending on time and distance specified by you or between airports you specify. It will set you up at the gate with the FMC already programmed and a detailed flight plan including frequencies, TOC, TOD, weather, approach waypoints  etc indicated on a map. Once I reach TOC, I usually speed up the simulation to 4X until TOD and the whole flight can take maybe 20-30 minutes for a 300 nm flight.  I use it a lot with the Majestic Dash 8 Q400, and although I do not follow check lists  etc, I enjoy the short  times. Although the plane starts off cold and dark, if one is not fussy about check lists, the engines can be started and the Q400 can be taxiing in a couple of minutes.

 

Ideal flight is less complex than FS Captain, which has more interactions with the crew (for example meals), and more factor of flight evaluation after the flight. I have both and prefer Ideal Flight for quick and dirty flights.

 

Henri

Thanks again for your suggestions....

 

So far I've been keeping the flights below 1.5 hours including parking at the gate and arriving at the gate.

I'm not airline pilot, so someone please correct me if I'm wrong:

Generally speaking from my own observation:

 

1) I think it depends on the traffic around you and any special events as to when you are cleared to cruise altitude. Generally you get "expect FLXXX  10 minutes after departure" or some thing similar.

 

 

The 10 minute thing is said in case you lose communication after departure. After 10 minutes, you can climb to XXX altitude. 

To chime in on APU use: At the airline I work at, the APU is turned on right before passengers begin boarding, mainly to provide heating/air conditioning, and also to make sure the thing works (so that if it doesn't, it's caught before boarding, so passengers don't end up sitting on the plane for 30+ minutes while maintenance comes to look at it/MEL it). Air/crossbleed starts are just used when the APU doesn't work. 

 

This is just one airline though. Obviously it differs quite a bit.

Also kinda cool, on the planes with tail-mounted engines, I know of one regional where they tend to just leave the no. 2 running (exits and cargo doors are on the no. 1 side) until ground power is hooked up, so that they don't have to use the APU at all upon gate arrival. And honestly I can see the difference; the airlines we handle that DO use it upon arrival tend to have more APU issues and require air starts more often.