I work in Turkish Airlines and know the captains here in this video. This was produced a long time ago, specifically to train new students. There was no other videos, detailed like this when it was released. Of course they will do some mistakes. It is important to catch the details here not focus on what they missed in general. By the way no one in Turkish Airlines claim they are the best. Humans make mistakes and we learn from the processes. Thanks for reading
Hocam farkında mısınız bilmiyorum ama sağdaki arkadaş ingilizce konuşamıyor. Tamam havacılık terimlerine yeterince hakim ama kendisini ingilizce dilinde ifade etmekte zorlanıyor. Umarım bu bir istisnadır ve THY'deki pilotların çoğunluğu soldaki kaptan gibidir
@@deltaiii3158 Sağdaki arkadaş dediğiniz, senelerini THY ye vermiş, çok değerli bir hocadır. Sağdaki kaptan ise şu anda THY da müdürlük yapıyor. İkisi de çok değerli insanlar. Ayrıca kendisini ifade etmekte zorlandığını düşünmüyorum. Havacılık dili tek İngilizce değildir.
Brother may i know how they capture this video? Using what tools? It seems so stable in the simulator. I try to find a place to put my phone to capture, but unable to find the best spot
If no relight after 30S, the time starts when the master caution is triggered. By the time when they reached that line it has well past 30s and to start timer to time another 30s was unnecessary.
@@nezihlevent1333 Dear Nezih, as you're too a TK pilot; even if I prove it, you won't accept it so no point of trying imo. But for starters, you can start with FORDEC which is a 1-2 min procedure tops, not 15 min story as imposed in TK. Unfortunately TK pilots and instructors haven't flown anywhere in the world except Turkey and they think their way is the best but they have no clue. Same attitude as in China and Russia...
Besides that,,,,,,maybe you should check on the ground before departure if you can return to land,,, it's better to spend 30 min on the ground than circle around wasting fuel! Like in Scandinavia with bad weather,,,,a take of alternate,,,,while you do your procedures you are already headed towards your alternate 👍
If you know the aircraft is broken, you do the procedures, inform atc and the cabin crew,,,,,,then you turn back to land!!!!! You don't spend 30 minutes in holding with one engine just to realize that you can only go back!!!!!! Mumbo Jumbo!! Aviate, Navigate, Communicate!
We have different policy to handle an engine failure ( about atc call ) an engine failure requires an emergency declaration ( may day) you have only one engine left and need priority.
Hello Captain, I thnak you deeply for the amazing videos. I have a question concerning that one, here we should NOT calculate the VAPP with failure. May I know your reasons for doing so?
@@rubeno2701 you right, i been there an is not easy at all, but if you gonna record yourself you might be open to commentaries..is not criticism, so relax man
Tooo long... In real situation they don’t know the real problem with the ENG so it means that in some second the ENG2 also can stop. They need to land ASAP but they are loosing time in Holding Pattern ...
Dear Kemi, you are wright. This was a training video for new cadets mainly and we tried to explain the FORDEC and what each step actually is. Normally for an engine failure you are well prepared, usually at the preflight briefing and you can directly proceed to the execution phase skipping the FORD parts.
Kind of misleading, yes it is a Turkish airlines a320 simulator, but not an a320. The title is inferring an actual legitimate a320 from Turkish had an engine failure.
Only examiner stands good but unnecessary high and interestingly dominant..many missing terminologies and i don’t believe all these guys are instructors, should be more professional, please change these vids
