I think that because both pressure from elec pump on and eng 2 may overcharge the hyd system. And if you turn off the elec pump the ptu will work to pressurise the remaining hyd system

Thank you, and you're quite right. Not quite sure why that is, but I've added another addendum in the comments section.

My assumption is; if there is a strong headwind and you decide to do flight control checks, and if the IAS exceeds 72 knots, autobrake might arm itself during taxi due to spoiler extension. Im not sure if auto brake takes speed from GS or IAS. Im just having a silly guess, might have go try in the sim

Correct, auto brake logic depends on spoilers, that’s why after flight control checks, I wait for spoilers to retract and that is my trigger to arm the auto brakes and test takeoff config

Thank you, Heber. I didn’t give the mouse pointer the first thought, to be honest. Good idea! Will do that for the next video.

The PTU runs a 5 second self test during second engine start.

@@germantobon5498 but in the video I linked it runs without the 2nd engine being started. Is this to give hydraulic press to the brakes, steering ect?

I could perfectly hear how the yellow hydraulic system electric pump was turned off in order to test the PTU giving way to the star of engine number 2

A very good question and the answer really is no. In the single engine taxi procedure, the crossbleed is only used to supply the packs during the taxi for passenger comfort. If you are operating for one of the numerous companies that taxi out with pack 2 off, you could just leave the crossbleed in auto. You always want to try and use the APU bleed for engine start if possible because it's powerful and supplies plenty of pressure at the start valve to get the engine rotating; bleed pressure from a running engine is not as powerful and sometimes requires you to increase the EPR/N1 on the running engine to supply sufficient pressure, which is not ideal.

@@flightsimguides8533 that now makes perfect sence and thank you for fast reply

Thank you for those kind words, although I must hasten to add I’m not an an airline pilot; I hope to start training as one shortly. I just wanted to create a channel that would help people make their sim experience as realistic as possible, and also just to share this stuff as an enthusiast, as I find it all very interesting. I’m not a good enough editor to make eye candy on the channel unfortunately, so I shall always lose out in that regard 😄 I hope some people get enjoyment out of the videos though.

@@flightsimguides8533 then I applaude your nice job, it shows a very serious approach to flying and I'm sure you'll do very well when you'll go ahead with your training. I wish you a lot of success.

@@JustMe00257 Thank you so much for that, much appreciated.

should be the buttons where your thumb would be on the throttles

Hi brilliant glad you enjoyed them. Yes I’m always promising to add videos and then my time is taken by RW stuff, but I have every intention of adding more and more, and that includes abnormals in the Q400.

Brilliant glad it was of use. Yes the Q400 FMC will automatically calculate and fly the correct hold entry, but it’s worth verifying the one generated is the correct one just in case.

Hi Tom if I have understood your question correctly there should be separate minima for performing the approach in LNAV/VNAV and LNAV only (with the vertical trajectory flown in V/S mode or FPA in the Airbus). The IAN feature, off the top of my head, would only be for LNAV/VNAV approaches (haven’t used the 737 for a long time). BTW even LNAV/VNAV approaches are technically non-precision, the only precision approach, in practice, is the ILS. As for RNP approaches, I don’t think many European operators are certified to perform them, so a little outside my knowledge. Hope that helps.

Thank you so much, glad you enjoy them - plenty more to come. All well here thank you and stay safe yourself. Yes an interesting time for flight sim I shall be curious to see how the Microsoft sim ends up anyway.

You could technically do that in those circumstances, although if you rejected the takeoff the aircraft likely to be quite heavy and it may be that the captain were not happy to taxi single engine anyway, and may ask to be towed back to stand. In normal circumstances Engine 1 is used in conjunction with the Yellow Elec pump to avoid use of the PTU.

Thank you very much, glad you enjoyed it.

I agree with you, but where did I say it was from yellow system? I can’t find it.

Deepshyt London Ah, got it now, thank you!

Flight Sim Guides , No you state that NWS is from the Green System which is incorrect. It is from the Yellow System. We Start Eng 1 only for Normal Braking.

@@NG-lc5jw Thanks yes i've put a correction in the comments.

With all respect, he didn't say that.