A lot of irrelevant comments without sense. Simulation its a tool of training. Every piloto with a chance on command of any aircraft training in a simulator without worry to make any mistake... In a final... One more briefing and training and training again. Nice job guys. Greetings from Brasil.,
Without question the best response. Always fly the airplane first, especially in such a critical phase of flight as takeoff. They didn't even check the nature of the alert until climb-out and didn't address anything until they were set up properly. Panicking and acting too quickly would lead to a dangerous situation and risk of forgetting procedures.
I'm not a pilot, but was a passenger on a flight from Dublin to JFK that returned to Dublin on one engine after some kind of fire at takeoff. Very interesting to see what may have transpired.. our captain actually announced that there was a fire on engine 2. I needed a change of undies from my carry-on.
lmleveille I disagree. The PM asked waaayy too many leading questions. While they handled it well as a team and landed safely, the RSP was calling all the shots with no prior discussion which is a big no -no. Particularly so with the decision to return to LAX, despite the weather without considering any other options.
2:02 You are not supposed to say "confirm" before the non-flying pilot has the hand on one of the levers :P This is to make sure that one of the pilot doesn't accidentally shut down the wrong engine (which has caused a crash in the past). Just something I noticed :D But I want to say that I'm just a noob and couldn't do it better than they did.
3 years later I write to say you are not right. Thrust levers are PF responsability, he clearly put his hand around thrust lever engine 2 and asks for PNF confirmation. They did it right ✌️
It's a great video. No actions should be taken before 400ft AGL except gear retraction. However at 400ft AGL I was expecting from PM to call 400 and set HDG SEL after PF request. Then it's time to state malfunction and proceed with memory items. At 1000ft AGL PM should call acceleration altitude to BUG UP SPEED and accelerate to retract flaps in sequence. When flaps are up and no lights are confirmed by PM, PF should call to set level change, set maximum continuous thrust. After completing all actions and reaching MSA, PF may set AP and call C/L. It's a good habit to start with APU asap to provide electrical power.
What altitude are the memory items being performed here? Above acceleration altitude? Way too early it seems for that. Just an engine fire is no reason to run through the QRC so close to the ground. 400 ft above ground is the absolute minimum - and unless there is some sort of massive controllability issue or vibration in the air frame - there is no rush to begin the ENG FIRE SEVERE DAMAGE checklist. Even if an engine is on fire, it's still making thrust! Let it get you to acceleration altitude and then speed up and clean up. Only after the airplane is clean (flaps up) and flaps are retracted do we begin the EPC unless the engine fire is also accompanied by controllability issues or severe vibration.
Was there one item missed in the pre-landing checklist; "Spoilers Armed"? Perhaps you don't do that in the case of OEI landing but I noticed that on the run-out the spoilers were manually deployed.
actually there were lot of missing items. Seat position, co-pilot says "look like engine fire ...". There are lot of indications about fire; Fire handles, master caution, fire warning lights and the other annunciations. (i think they are just simulator buddies.)
HI! I just watched you for the first time. And I LOVE YOU!!!!! And a question are you guys from sweden if so me to! Hahahah and if you are from sweden where is that simulator?
Hi. I'm a fan of your channel. I have a question. How did you do this and how much have you paid for all things? Please write me back, because I will built this too.
My husband is a retired captain. He’d told me about these flight simulators but until you see the video you just can’t imagine how realistic they are!!😳👍🏻 Incredible!!
Stabilizer trim. They rotate the entire horizontal tail to maintain balance and aerodynamic efficiency during the flight. They move by themselves here because the autopilot controls them
Have done atpl exams? If im not wrong, it says in radio navigation. And you should also know the danger with exposing any one with radar radiation. But of course in this case it's sim.
The weather radar automatically begins scanning for windshear when: • thrust levers set for takeoff, even if engine is off or IRS not aligned, or • in flight below 2,300 feet RA (predictive windshear alerts are issued below 1,200 feet RA). 737-800
If you suspect there is windshear-prone weather in the area it might be a good idea to switch to wx-radar before you start you take off roll, that way you have immediate PWS function upon reaching that TLA. www.pprune.org/archive/index.php/t-426215.html
With this information it is clear that the recent crash of the Ukranian 737-800, in Tehran, January 7th, 2020, did not come down so quickly as a result of an engine fire. It is my opinion that it was shot down by a ground to air missile.
@@fittygames4407 he is probably talking the physics side of the story, Since the left is active, A right side roll will cause a clockwise moment about the yaw axis and he didn't consider the Rudder trimming in this case. The legality however I don't know. I am a maintenance, not a pilot so ...
Which Application is on the Ipads ? Or what is the Name of the EFB (Electronic Flight bag ) ( I think its an EFB ) ? Im Searching The Name for Days :/ .
Those are the trim wheels, they are operated by a switch on the control wheel. The elevator trim is used to fine tune the aircraft's pitch, kind of like the find adjustment knob on a microscope.
Not accurate because the co pilot isn't dealing with ATC over the radio asking 3 times what the nature of the emergency is and asking for fuel and souls as if his life depends on it. Then, he might be so kind as to grant vectors back to the runway.
No Michael. You keep your assigned x-ponder code and declare the emergency with the controller orally. If communication isn't possible or the frequency is jammed and you need immediate assistance then squawk 7700. BTW...something I learned after many years- unless you can't comply with your clearance, for example you need a descent, I recommend you get the cockpit in order before declaring an emergency. Run the checklist, advise the F/A's and the company and then advise ATC. As soon as you do they'll want to know fuel, souls on board and intentions. It's hard to run the checklists while ATC is peppering you with questions. This delay can help but isn't always possible.
Nop you don t need to. You re already given an assigned beacon code so ATC knows where you are. If you re not told to do so you should not change to 7700 if you re already in contact with ATC. With transponder sets to 7700, it changes the way the radar scope displays the planes for the controller and that complicates his life.
Squawk doesn't need to be set to 7700, however it may, The FAA advises that you don't change your squawk code to 7700 when receiving radar service. However the transponder squawk can be set to 7700 at all times onder "Captain's discretion." And I can tell you, if you have an engine failure one of the last things you will do is squawk 7700, keeping the plane flying is way more important than squawking 7700.
Coordinated flight should be kept with rudder not aileron input. So you need to compensate the loss of engine using the rudder and then set the rudder trim accordingly. Once the rudder trim is set, the rudder pedals are used to keep the plane coordinated along with the thrust change. In this situation and when trimmed properly, your aileron should be neutral.
2:04 Confirm.exe has stopped working. You might wanna restart the application. If that doesn't help, try restarting your computer. If that doesn't help either, then I don't know what else to do.
Better call would be: Mayday Mayday Mayday this is [CALL-SIGN] [Nature of the Emergency] [Intentions] So in this case: Mayday Mayday Mayday this is [CALL SIGN] We've got an fire in engine number 2, standby (ATC will then stand by for further instructions) or requesting vectors to back to LAX.
