Lina, thank you very much! Nowadays I've been quite busy with so many flights, but when I have chance, I will create more videos. Thank you for your support!
@@boeing737pro3 hello thank you for your work.May I suggest you a video? Could you treat the case of LE flaps transit amber light after take off and all problems encountered?there are so many checklists about flaps problem and not very easy. It would be very kind
my suggestion u can start apu just before eng fire nnc by memory, in order to have it ready more over it always better to have stby elec and bleed source, regards ;)
Great video! I am not sure if I agree to wait to don the oxygen mask as the captain can become unconscious in the time that it takes for the first officer to don the mask. I understand the need to control the aircraft, however the first officer may also become unconscious if he’s too slow with the mask. It seems to me that you cut those odds in half by both donning the mask immediately. Controlling the aircraft while losing consciousness can also be dangerous, you may interfere with the controls (for example falling forward pushing the yoke forward). Aviate first yes, but you can’t aviate when you’re unconscious. I guess it also depends on the speed of the decompression and how hard it is to control the aircraft. If you’re in an explosive decompression at high altitude you may only have seconds. But if the aircraft is banking violently I understand it will also be impossible to ignore and even hard to don the masks. It’s a tough situation to be in and these are just some thoughts, I’d love to hear your take on this! Either way, I am impressed by your management of the emergency. Well done!
Hi Lloyd. Thank you very much for your comment. It brought up a very nice point to talk about in this scenario. Engine severe damage, A/P disengaged, asymmetrical thrust, decompression! What to prioritize? My take: if the outcome is good, no one will blame the PIC for doing what he/she did. If things go wrong, probably the pilot will be blamed for not keeping the aircraft under control or for not donning the masks very quickly... Depending on the situation, when facing a complex malfunction the pilot does not have the luxury of thinking for too long before making his/her decision. In this video, there were two very important tasks that the pilots had to deal with: controlling the aircraft with asymmetrical thrust at high altitude, and also vesting the masks due to the decompression. Both tasks are very important and if both pilots are able to vest the masks at the same time without losing control of the aircraft, I agree with you that this is the best choice. I produced this video based on the incident involving a B738 from Southwest, where the engine severe damage happened when they were climbing, passing FL330 (approximately). Due to the thrust asymmetry and the drag, the aircraft banked more than 40 degrees. The decompression came just after. Most of the time when a rapid decompression is practiced on the simulator, the airplane is in trim, both engines are running, and the autopilot is engaged - which makes life very easy for a properly trained pilot. As reference only (and of course, this varies from person to person): time of useful consciousness (TUC) FL400: 18 sec; FL350: 30 - 50 sec; FL300: 1 - 2 minutes. Having a high level of situational awareness combined with good knowledge helps a lot to make good decisions. Cheers!
@@boeing737pro3 Thank you so much for your in depth answer. I fully agree with all you wrote here. I think it's very important for pilots to go beyond training in the simulator and realize these things might happen simultaneously. This is why I think this is such a good video and channel. You show professionalism in going beyond what we're usually faced with in training. That's an excellent attitude to have. I think also when you're flying in real life things may be totally different than in the simulator and your response may be different also. That's why it's good to think about these subjects beforehand so you are more prepared for the unexpected, also regarding startle factor. I understand the scenario you were using as an example, and I think it's very easy to judge looking from the jumpseat rather than having to make the decisions yourself. In my little experience I think one thing I took away is that there are many ways to solve a problem and pondering forever is usually still worse than choosing a plan and executing it. The order can matter, but with the time of useful conciousness at that FL it was promptly managed. I don't think I could have managed it any better. Thank you again for your reply, I really enjoy these videos and keeps me sharp aswell. I've been out of the running during covid and will start flying again soon. These videos surely help to start getting my mind in the right gear! Keep em coming! =) Cheers!
Valeu Alex. Achei legal fazer esse vídeo baseado no que aconteceu com aquele B738 da Southwest. Com certeza é uma situação mais complexa do que lidar apenas com uma pane. Na vida real, mesmo que alguns detalhes do procedimento não sejam executados perfeitamente, o importante é manter o foco naquilo que é realmente fundamental: voar o avião, colocar as máscaras e descer. É necessário muita calma para não cortar o motor errado, uma vez que as duas manetes de potência poderão estar em idle por ocasião do corte. Grande abraço!
