www.balticaa.com This week Pranas Drulis is joined by his colleague Stephan van Leeuwen, ATPL Integrated student. Join the future pilots in their attempt to fight an engine fire in-flight on the Boeing 737-CL.
very important! when you say (according to SOPs can differ but result is the same) CONFIRM thrlever n2 to idle, never close it the same time. First let the PF look at the lever and let him confirm that it is the correct engine, then set idle. shutting down the wrong engine actually happend, reasulting in an aircrash .
You're setting transponder code the unsafe way. While setting 7700 you cycled through 7500 (hijack) and 7600 (radio failure). If the ATC sees you on radar while you cycled numbers there'd be hijack alarm in the ATC :) (You should have turned backwards: 7900 -> 7800 -> 7700.)
because the captain sees these settings on his airspeed indicator and his navigation display...its a visual help for the pilot, where actually the desired heading is and which speed he has to maintain.
Everybody is a copilot. The first officer is the captain's copilot. The captain is the first officer's copilot. Call him for what he is, and that is PM in this case.
The continuous switch is for continuous igniter, in case of winds gusts, or rain, it will assure a continuous ignition of the fuel in the combustion chamber...
setting speed and heading doesn't mean that the autopilot is engaged, it is set for the flight director which tell the pilot how the aircraft will fly if the autopilot is engaged.
How can you expect people to remember every checklist in every situation? All they need to know is the important steps, which they did (manuel control, idle throttle, off engine, active extinguisher). This also ensures nothing is missed
I would like to see a single-engine go-around at 200ft AGL. My next request would be for max crosswind component landing single-engine. Great fun! thank you for these videos.
Unlikely, but possible. What about: European Air Transport OO-DLL An A300 with complete loss of hydraulic pressure. They did manage to land the airplane.
It happend a few times already. e.g. SAS Flight 751 was brought down by a compressor stall and the computer not reducing thrust, because of a new system that was introduced. So both engines literally exploded
i agree...i wasnt sure if i should post such comment because these videos are more for aviation enthausiasts and not for training purposes or professionel flying...what i couldnt believe was the way they confirmed the actions O.o i had the impression that the first officer couldnt handle the situation and it took a little time to get into the flow..maybe it was the first time for him that a camera was on board ;)
Hi captains First of all you had good coordination Second you forgot to performe fuel balancing Third you did not mention FORDEC PROCEDURES The last important thing was sw off FD on the ILS why did you do that.?
At 500 speed is between 150 and 149. So this is an unstable approach and should have been a mandatory go around. No DODAR and confirmation of actions not understood by this crew. And no NITS brief for the cabin. A fun video, but very poor CRM.
there's an electric hydraulic pump which might help if the pressure is lost because of the engines. if there is no more pressure because the fluid is gone, the airplane is out of control except for the engines. to show that is rather pointless because it's not likely to happen and if it does, the plane's most probably going to crash.
Why did the gear warning horn sound when flaps1 selected Why did you deselect the flight director at 500ft? (I am not familiar with the CL) Why didn't you respond to the minimums autocallout. Doesn't the ruddertrim have to be set neutral before landing? Very nice video though! Pranas is very polite indeed
Depending on the damage from the engine fire, if the autobrake system fails to work on one of the main landing gear, it can induce skidding on the runway, which could turn catastrophic, especially when you have one engine dead-imagine the left engine in reverse as only the left main gear is braking, and you'll see what I mean.
+Shaquelle Saul yeah why not! Double engine fires..make that with APU Fire too and nil hydraulics...and additional to Captain incapacitation due to food poisoning from that witch Betty Stew!! hat ll turn the cockpit into a toilet!
XpertPilotFSX an engine produces thrust whenever it is on, even when it is at idle. idle reverse means the reversers are deployed, but the engine is still at idle.
+fokjock it is clearly label "fuel --- cutoff" on the plane but it is also called a engine start lever in the qrh and in technical terms. it can get confusing. Example: Captain: Switch the engine start to off (referring to the engine start SWITCHES on the overhead). First Officer: Engine start to off *switches start levers to CUTOFF* Captain: Oh not again! *Calls ATC* United 776, our dumbass of a first officer shut off our no 2 engine because of miscommunication. Holding at current position.
Joshua Joshua Joshua The label "fuel cutoff" is there because that is what it does-BUT it is not called called a "fuel cutoff switch" by anyone including Boeing-it is a start LEVER.Now start switches are for the start motor to begin-they begin the start sequence-at 25% N2 the start lever is lifted and the start switch will cut out at 56% N2 automatically -unless of course it doesn't in which case you manually turn it off-which happened to me last week. Please don't assume everyone here on utube is a Microsoft Flight Sim pilot-some of us fly the real article-and incidently sometimes get a bit fed up flying every day almost. As a professional pilot you cannot get your instrument terms mixed up-esp in the real sim where you will get your ass smacked.
It is not a lever, neither is it an engine start switch. It is the fuel control switch, which controls is the fuel flowing to the engine or not. Yes, you out them on at start, but in no way do they start the engines
