Boeing 737 CL flight with unreliable airspeed - BAA Training

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www.baatraining... Pilots might face some unexpected situations during a flight. What if all airspeed indicators were blocked in the Boeing 737 CL aircraft? It means that the airspeed during the flight became incorrect. What should be done in such situation? Two pilots - volunteers provide us with the answer in the video.
Please, that this is an explanatory video which is not intended for training purposes.
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Опубликовано:

7 сен 2024

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Комментарии : 44

@pt4m 5 лет назад

Guys why judge them so harsh????? They're training, they suppose to make mistakes so they can learn. That's how we all learn!!!

@firstcapt75 7 лет назад

How can he call "speed checked" when selecting flaps if their issue is that they got unreliable speed indications?

@k1mgy 7 лет назад

Preface: I'm not an expert. But... 1. Approach and landing not briefed (not fully = none). Passengers and (full) crew remained uninformed. Seat belts at least? 2. Although CRM seemed shaky, the outcome was good. Noted that PF was saturated. PNF did a good job, despite. I did appreciate the PNF pointing to the various checklist item targets, which aids focus and brings the PF into the decision. Occasional "do you agree?" were good, too. 3. Boeing QRH seems awful. For this sort of intense situation, moving about the (thick) material is distracting and introduces error. Some thoughtfulness in documentation to meet real-world situations would be good. Everything needed should appear on a single page. Crews do not have time to read paragraphs. 4. Take notes of various pitch/power+configurations in case you need to quickly go back to one. Paper and pencils are good. 5. Go around (totally undesirable, but plan for it) was not briefed. Altitude and heading is basic to this. Written notes on pitch/power for G/A should be at the ready, clamped to yoke. 6. Yikes! Engine failure not briefed. Does QRH cover single-engine in this case? Firewalling one introduces yaw and may be unnecessary for weight. Seat of pants here leaves crew with 50% chance of not making it. 7. Left seat should fly. Right seat should assist. These are not maneuvers for the less-experienced. 8. No ATC interactions. These are important coordination activity and also introduce further annoyance with the usual questions and noise. 9. Would not a gradual, continuous descent, timed to meet the glide slope be easier to manage than a stepped descent? 10. Where are printed checklists? 11. Selection of autobrake not driven by QRH. Would max lead to brake fire? Otherwise, who cares about undercarraige damage. Worse to end up in the trees. 12. Simulation should have thrown in periodic stick shaker and horn to further stress crew (sorry). When it did happen, PNF made sure the PF didn't freak out (too much). Conclusion: a nail-biter. All's well that ends in one piece.

@MicraHakkinen 7 лет назад

There is something to be said for having certain reference tables in a separate section though. Firstly it allows for a less cluttered checklist, arguably making it easier for the pilots to get a good overview of what the checklist entails. Secondly and perhaps also most importantly, I suppose this particular table would also need to be referenced in other circumstances. Having the same table printed several times throughout the QRH would add extra pages, making it (even more) unwieldy. Plus it introduces the risk of mistakes: when the table is printed in only one place, any corrections to the table are guaranteed to be carried over to any section referencing the table. However if the same table is printed several times, a correction to this table needs to be applied in all those places, introducing the risk of missing one or more.

@Angelum_Band 5 лет назад

Some comments here give the impression you enter a flight simulator with all the knowledge and experience. Those pilots I would never flight with. In real life 4 things happen: You don't know you don't know. You know that you don't know. You don't know that you know. You know that you know. Any of these will still buy you the farm.

@zak00101 7 лет назад

You never. Repeat: never put the instruction book over an instrument panel. Communication panel isnt a desk.

@GonzaloAlvarezWoodCat 5 лет назад

Fully Agree, @zak00101 .

@tarapunka8074 5 лет назад

Ohhh yes, bro

@MauritsVeen 7 лет назад

19:10 Wow the flaps are now ripped off

@Firecul 7 лет назад

Well managed by Per. I do have a question though, does the 737CL not have a circuit breaker for the stick shaker that could be pulled? (I think so) I'm just curious why it's not procedure to unpower the shakers as you know (well suspect anyway,) they will activate regardless of actual air speed due to the problems the plane is having. It would reduce distractions for PF.

@bulletbling 6 лет назад

Pranas is the best student I've seen on here so I agree that he should be doing some more simulator videos.

@EinkOLED 5 лет назад

The pilot flying is not type rated for the 737. The guy in the left seat is type rated in the NG and it shows.

@PasiemuKasMano 7 лет назад

We want Pranas !

@Revoltec120 7 лет назад

He's a Dash8 Pilot

@Zulius79 7 лет назад

Ohh... For God's sake please stop that...

@bhavyatalwar 7 лет назад

Poor Maintenance of the Cockpit

@brofights3138 7 лет назад

Bhavya Talwar yeah, pnf seems to be quite a ways of of becoming a pilot

@fransezomer 7 лет назад

True... Poor CRM.. PF does not communicate at all... needs to work on his English too... back to class...

@johannespetersen2255 6 лет назад

You are right!

@Angelum_Band 5 лет назад

@@fransezomer So you were born knowing all it seems... Really?

@fransezomer 5 лет назад

@@Angelum_Band Of course not... That's why I said: "Back to class"... practice makes perfect, remember? Not sure what your problem is...

@omma-llama7860 6 лет назад

ummmm. wow.

@dasatkar 6 лет назад

Too good

@zafarpatidinov7773 6 лет назад

Super

@Ron10ful 7 лет назад

omg

@YeshuaAgapao 5 лет назад

Why did they just lower the gear out of the blue ( 2:45 )?

@pincophr1393 5 лет назад

He did not extend the gear but rather selected the "OFF" mode on the gear lever. That isolates the gear's hydraulic circuits to relieve pressure on the actuators. After the gear has been raised and locked it is held in place by mechanical pins so having hydraulic pressure is unnecessary.

@mauj911 5 лет назад

come on guys, just a copilot (a bit of experience) teaching a guy that wants to be a pilot.....

@mateosluis1252 Год назад

I hope i never get to Fly with this Captain. Just what he said about the Stall warning says a lot.

@LudwigVonBremen 7 лет назад

At 14:40 the Captain says, "...so if Pitot Probe is blocked, we will probably get a stall warning...just ignore that" ---> TERRIBLY WRONG!!! The Stall warning in a 737 is given by another System then the Pitot-Static-System - and may actualy be right!! IN CASE OF A STALL WARNING WITHIN A AIRSPEED UNRELIABLE SITUATION, YOU SHOULD ALWAYS APPLY STALL RECOVERY PROCEDURES!!! A stall warning on landing, with negative pitch, is definitely a sign of insufficient landing Speed. Never ignore a stall warning with 200 passengers onboard!---> This unknowledge has already produced a terrible airplane accident involving a Boeing 737 i think. In that incident, the pilots got a lot of instrument warnings, including overspeed and stall warning at the same time. The pilots assumed that the stall warning may have to do with the false Speed indications, they ignore it and crashed. The stall warning System was actualy reliable. If you have ever seen the stall warning sensor of the 737, then you may understand, that it cannot be affected by a blocked pitot tube. -->And if you still don't beleve me, then ask Pranas ;-)...and sorry for not being able to mention the airplane accident i was refering to... maybe someone can help me out wich flight that was!

@swedflyer4653 7 лет назад

LudwigHB Bremen Sorry but you don't know what you are talking about. The pitot system provides airspeed to the ADIRUs which provides info to the SMYD (which sets the stall warning logic). It's actually possible to have both stall warning and overspeed warning simultaneously when you have an airspeed unreliable situation. Just look it up in the QRH if you don't believe me.

@LudwigVonBremen 7 лет назад

Ok, thank you for correcting my post. I accept your answer :-)

@LudwigVonBremen 7 лет назад

I was refering to the critical air flow sensor - located on the nose of the aircraft, Close to the pitot tubes (Looks like a finn or small wing) wich gives a stall warning aswell refering to the angle of attack and the Airspeed flowing and "rotating" it... But yes, i am Aware that it is possible to have both overspeed and Stall warning at the same time, as i already posted in the original post. I was just irritated about the word "ignore it". Anyway I apreciate your post and the correct informations you have provided. About the sensor itself: "It's really the angle of attack vane. It just says "critical airflow sensor" on a stencil near it to warn people not to touch or damage it. It is basically a potentiometer that has a vane that moves as the aircraft's angle of attack changes...the vane stays paralell to the relative forward motion of the airplane...and so as the plane's pitch changes, the vane and potentiometer tells the Air Data computers this info.--- It is primarily used for stall protection. If the vane moves past a certain point the flight crew will get a "stall warning" warning...accompanied by an intentionally irritating buzzer, and the "stick shakers" vibrate the control columns as an added warning"

@swedflyer4653 7 лет назад

LudwigHB Bremen Yes, there are two angle of attack sensors, one on each side, which provides data to the ADIRUs. The SMYD, stall management yaw damper computers gets a lot of information to set the correct stall logic for example from the engines, how much thrust you have, if anti ice is on, what flap setting you have, pitot static, aoa sensors etc etc.. But it's not a good idea to try to recover from stall the first thing WHEN YOU KNOW your airspeed is unreliable. And I will tell you why :) I will send a link with all information: www.boldmethod.com/learn-to-fly/systems/airspeed-indicator/

@LudwigVonBremen 7 лет назад

Ok, thank you so much for your time and i really appreciate your usefull informations. I am checking the link right now! :-)

@raidzor5452 7 лет назад

Completely unprofessional pilots. Don't follow the procedures precisely and randomize everything. 0 precision. + The co-pilot has 0 english knowledge and padronance.

@rmstitanica3204 5 лет назад

why don't you try it then if you think that is wrong

@Angelum_Band 5 лет назад

And your point is? Cause I can get pay for a simulator to try to figure out things and not be a professional pilot. BTW what part of learning cause you don't know you don't understand?

@eduardonunes2554 5 лет назад

Can't you see they are students? The folks in the video seem to be very dedicated and professional, and are doing their best to show us how such a problem is hadled in a B737 cockpit.

@albertmanuel9142 7 лет назад

Why it’s 360p?

@raidzor5452 7 лет назад

It didnt render yet

@MicraHakkinen 7 лет назад

It's because you're too quick for RU-vid ;) When a video is uploaded, there is often a slight delay before RU-vid has processed the higher resolutions.

@albertmanuel9142 7 лет назад

Bart Kuijper Thank you for the info! :)