I agree :) This is the problem with training, you know what's coming. But the instructors did occasionally throw random failures at us, it's fun to see how you react to it.
I disagree, the capitan always puts his hand on the thrust lever until V1 and if he would hear a fire alarm which is pretty loud he would definitely pull the lever back immidiately.
I disagree aswell. I often see the captain making the rejected take-off 'gestures' with his hand before entering the rwy. ALWAYS EXPECT TO REJECT TAKEOFF!!! never expect to go airborne
Just 3 queries :- 1) Why was capt holding tiller on his side till 80 kts ? Is it a party of their company procedure ? 2) During reject speedbrakes are to be deployed before reverses even though they should be automatically deployed incase of high speed reject. Yet the capts action doesn't include even confirming their position. Again a company policy ? 3) During slowing down the aircraft capt didn't use the tiller at lower speed in order to maintain the center line. He did a wonderful job maintaining centerline using rudder, yet tiller usage is always recommended in simulator unless it's again a company policy.
I just saw one of the most common errors in RTO. REVERSER THEN SPEED BREAKS.I know about the automation, but it’s boing who say speed breaks first then reverse. For the reason that the speed brakes is only considered in the certification . Except that you guys did a great job.
@@greatflyer_aviation well yeah but the one thing that surprised me is how he said that in a VERY STRONG voice in a sim. Most people in a sim would just say: OK, there's the fire, stop.
Simon-németh Sámuel try explaining that SOP violation to 220 lawyers. The mandatory call from the captain is STOP, its a life and death call. It triggers several actions and role changes in the cockpit.
Nice video. I'm glad it isn't perfect scrolling threw the comments pointed out a few bits forcing me to rewatch it a few times. Good for getting my head back in the game. Its been that long since I've flown, I'd be lucky to find the fucking cockpit day 1 ! Roll on Summer!!!!!
Not sure if it's their training procedure but I'm know that there should at least be timing of 30 seconds after firing the first fire extinguisher before firing a second one. Just a thought, good example and execution btw.
Hi Rick! This is the procedure done in the air, which you described very correctly - on the ground, you'd only wait for the agent to discharge (light out) before trying the other agent. Great job noticing it though.
GreatFlyer in the air?? Sorry I’ve been flying 737 for the last 4 years and maybe I’m failed to notice any statement on either FCOM or QRH or FCTM that explains 30sec’s timing is limited to air operation only. Would you be so nice to cite the any pages please? Could be a significant help for me!
@@Bim0Mr I'm going through the NG type rating now and we have the same SOP at my company. Couldn't give you a FCTM reference but perhaps its a company thing. Makes sense to me, dump both extinguishers into the engine straight away, get out the aeroplane and let the fire crews deal with it after that!
Good job but respect the area of responsibility when performing x-list like the engine start levers are for the captain and presurization panel is for the FO. Boeing has clear guidelines for this.
Not a Boeing guy but that was pretty confusing and a bit all over the place. In the Airbus world the ECAM stuff for RTO and evacuation checklist is much more delineated between CM1/2
Is it normal to evacuate using all exits? As the fire has not been controlled on the N°1 engine i think the evacuation has to be done only on the right side of the a/c, isn't it ?
@@greatflyer_aviation this is not clear to everyone specially when in panic and emergency situation, one has to be clear enough saying like : Evacuate by the RIGHT evacuate by the Right. Have defenetly enjoyed the video thx for sharing, fly safe, cheers.
@@greatflyer_aviation Yes i did, i'm currently doing my MCC training, and the SOP of one of our major airlines states that no matter if the fire has been controlled or not, the evacuation side has to be pointed in the PA to be very clear and precise of what the guys back have to do ( Cabin crew )
Evacuate aircraft right would’ve been a good idea, considering there was a fire on the left of unknown intensity. Good demo though. Thanks for posting.
All students ask the same question eventually, and I did ask the question myself too: why is the call "Evacuate using all available exits" since we are aware of the location of the fire? The answer is that cabin crew are trained to inspect for the suitability of an exit before opening the door, hence there is no need to specify. There are 4 exits on each side so excluding all 4 of them at once wouldn't be ideal. Thanks for watching and good point!
Correct about the speedbrakes, Boeing recommended procedure is thrust, brakes, speedbrakes, reverse thrust. The command does not call for all exits, but all *available* exits. Cabin crew are trained to check outside conditions before opening an emergency exit.
When you turn that engine fire switch to shoot a bootle you gotta wait for the left bottle discharge light to come on(which the FO did just fine) and wait 30sec are you not?
Hi, thanks for stopping by! You wait for 30 seconds in an inflight scenario - on the ground, you should wait until the Bottle Discharge light comes on. Waiting will be of no benefit.
@@greatflyer_aviation Okay thank you, I will bring that up in the next Simulator session in 4 months. We always used the 30 sec to contact ATC and other stuff.
Absolutely had the same question during my training! Apparently you need to command an evacuation using all available exits, and cabin crew are trained to check which exits are suitable/safe for evacuation.
@@greatflyer_aviation exactly, that's why the word "availabe" was used. The crew is trained to check conditions before opearting any exits. The left doors would not be affected by the fire, just the emergency windows.
How do you ensure that the cabin crew actually knows what's going on since they can not see under the wing? The pilots have awareness that something is wrong with the left engine, but didn't communicate this to the cabin..
Excellent question, we all asked it at some point... An engine on fire is still producing thrust, hence also reverse thrust, assisting in stopping - this is why in an engine failure after V1, you wouldn't shut your engine down unless you're well clear of terrain at some airports. Additionally, there is no time during a rejected takeoff to confirm and verify which engine has caught fire, and only pull 1 reverser up; in fact, I was told by a training captain that even if you shut an engine down and land, you'd always pull both reversers up. Thanks for stopping by!
@@artim367 The mechanical action of reverse thrust creates additional drag since it reverses the flow of all air entering the engine. it will slow down the aeroplane regardless of the thrust being produced (obviously more if it still produces thrust)
Out of curiosity shouldn’t the captain announce to the cabin crew that the left engine could be on fire? I mean I know there is a safety procedure to ensure to not open the evac doors on engine fire or smoke but still.
Thanks for watching! Cabin crew are trained to inspect the area outside the aircraft exits before using them for evacuation. Under no circumstances would the captain prohibit crew from using 50% of the available exits, keeping in mind that due to human error a wrong instruction could be given.
I was wondering. Would you happen to know somebody named Petter? He runs a channel called Mentor pilot. I know he is a line training captain in a simulator
He didn't forget it. During take-off the auto-brake system is set to "MAX/RTO" RTO stands for rejected take-off. So the speed brake is armed and will be deployed automatically in case they need to abort their take-off.
@@jlts56379 Thats not the correct procedure. You should always manual extend the speed break on the 737 before applying reverse thrust. On other boeings the procedure might be different, like the 777/787 you only verify that the speed breaks are extended after applying Max reverse thrust. In this case, he missed the speed break and was saved by mr Boeing.
@@ErikJohansson91 Ow really? I didn't know that there is a different procedure, hence the fact that I'm actually not a pilot and tried to be such a know-it-all. XD And you seem to be somebody who actually knows what he's talking about. But thanks for explaining me this :)
All “available” exits. Cabin crew are trained to inspect outside conditions before using an exit, and passengers receive the same briefing when sat on the overwing exits. Thanks for watching!
It si actually a good example of how NOT to do it... Both pilots rush, incorrect sequence due to speedbrakes not rised MANUALLY, incorrect way of performing memory items, etc. Considering that is a video and is prepared with time, very poor quality
What’s the reason for the reverse with an engine fire? I remember the old buckets on the 737 classics, and they threw the fire onto the fuselage, but what about the wing?
No time to identify which engine has failed and isolate the fire in such a time critical emergency. Same that you have the option to keep the engine running during an engine fire on takeoff scenario until terrain separation is assured, as the engine is still producing thrust.
Thank you for replying! I'm glad you had a good time in Ireland. I hope your training is going well! I'm just wondering, I have a nut allergy and I want to become an airbus a320 pilot, but do you know my nut allergy stop me from becoming a pilot?
When taking off you reject take off immediatly if you hear anything suspicious, since pilots are waiting for anything that could go wrong this is pretty realistic
I agree, they were extremely fast to react, very unrealistic. You need to slow down and focus on what you are doing, this is what we got taught doing our MCC APS.
Regardless of who is the pilot flying, the person to guard the thrust levers from "set thrust" to "V1" is always the left seat by convention, e.g. when there are two captains flying together, so Firmin is correct :)
Exactly right, available doors would be the ones on the right hand side. The captain will never specify which doors are available and which not for many reasons, this is an area cabin crew are trained in.
Yes, the first job of the pilot monitoring is to cancel any master caution or fire warning after announcing it, as they can be a major distraction for the pilot flying. At 400 feet, or with the parking brake set during an RTO, the malfunction can be diagnosed and formally stated.
@@greatflyer_aviation Will, we get more videos of you in the 737-800? Also, I'm 14 and have been using x-plane 11 and using the 737-800 and 700 for a month and I learned them very fast. I have been looking at CPL being an option, but if I'm going to get into that In 4 years, what should I do from now and should I continue with x-plane as a partial help towards my option?
Fo forgot man mode sel and capt forgot speed brake up ;) evacuatıon faılure fırst purser cant open doors and after doors open , psg cant evacuate over wıng due to speed brake up
So unprofessional, turning off all the warning immediately . Discharge 2 bottles together ؟؟؟؟seriously. Please don’t share wrong information so students pilot learn
Are you even a pilot? What you see in the video is correct. The student (here PF) initiates the takeoff, after an error, engine fire, the captain as PM (as intended) took control and called stop. They were below V1, so the rotation could be aborted. In an error, pilots have to react immediately and that's what they did, the error was not simply deleted, they knew about it and did everything necessary to abort the takeoff and communicate with the tower. Just because the alarm was muted doesn't mean it's unprofessional. How are you supposed to make contact with all that noise?
Too much rush… Real life obviously its not like that 80 kts i have control? If you are the PF, i have the control since the airplane is aligned. Make a huge more sense
Cool. But you guys need to add some reaction time. No one in real life would react that fast. At least 2 secs.
I've been eng fire before.. we did as said. Yes we did take this long before, we gotta make sure nothing blows up killing our crew nor peds.
I agree :) This is the problem with training, you know what's coming. But the instructors did occasionally throw random failures at us, it's fun to see how you react to it.
I disagree, the capitan always puts his hand on the thrust lever until V1 and if he would hear a fire alarm which is pretty loud he would definitely pull the lever back immidiately.
I disagree aswell. I often see the captain making the rejected take-off 'gestures' with his hand before entering the rwy. ALWAYS EXPECT TO REJECT TAKEOFF!!! never expect to go airborne
shivank singh hahahahhaa right there but it implies here
Just 3 queries :-
1) Why was capt holding tiller on his side till 80 kts ? Is it a party of their company procedure ?
2) During reject speedbrakes are to be deployed before reverses even though they should be automatically deployed incase of high speed reject. Yet the capts action doesn't include even confirming their position. Again a company policy ?
3) During slowing down the aircraft capt didn't use the tiller at lower speed in order to maintain the center line. He did a wonderful job maintaining centerline using rudder, yet tiller usage is always recommended in simulator unless it's again a company policy.
Hi, thanks for your comments! This video was filmed before receiving official training and is for entertainment purposes only.
Flight simulator, I never seen a runway so clean
bruh of course it's a flight simulator
thanks a lot for this video. so happy to see you back. I don't forget the beginning of you channel maybe the best channel
Welcome back!
That reaction time wow, they did great job though.
It's a simulator where the instructors will tell you what is going to happen, this is the reason the reaction time is that fast.
@@remznaez yeah I noticed. why do simulation like this instead of making it be random so person doesnt know
@@VlRUSOFFICIAL Well you have to train it first before taking a "test" like you described. Could be the younger pilots first times running it
I just saw one of the most common errors in RTO. REVERSER THEN SPEED BREAKS.I know about the automation, but it’s boing who say speed breaks first then reverse. For the reason that the speed brakes is only considered in the certification . Except that you guys did a great job.
Good Catch. I've been guilty of that! Also noticed the Capt never touched the tiller as it slowed down. You need the tiller to point it into wind.
I like how he shouts STOP!!!! even though he knew about it!
SOPs are SOPs for a reason.
@@greatflyer_aviation well yeah but the one thing that surprised me is how he said that in a VERY STRONG voice in a sim. Most people in a sim would just say: OK, there's the fire, stop.
Simon-németh Sámuel try explaining that SOP violation to 220 lawyers. The mandatory call from the captain is STOP, its a life and death call. It triggers several actions and role changes in the cockpit.
@@big_beethoven Naa mate in the sim we shout STOP. If you didn't you get a bollicking from the TRE. Train as you fly ... fly as you train.
amazing!! very intresting and very realistic!! give us more videos from the simulator!
Stay tuned!
Nice video. I'm glad it isn't perfect scrolling threw the comments pointed out a few bits forcing me to rewatch it a few times. Good for getting my head back in the game. Its been that long since I've flown, I'd be lucky to find the fucking cockpit day 1 ! Roll on Summer!!!!!
Thanks for watching!
0:37 when you got to go eat and your mum has a belt ready
Panda Mario Official LOL
Not sure if it's their training procedure but I'm know that there should at least be timing of 30 seconds after firing the first fire extinguisher before firing a second one. Just a thought, good example and execution btw.
Hi Rick! This is the procedure done in the air, which you described very correctly - on the ground, you'd only wait for the agent to discharge (light out) before trying the other agent. Great job noticing it though.
GreatFlyer in the air?? Sorry I’ve been flying 737 for the last 4 years and maybe I’m failed to notice any statement on either FCOM or QRH or FCTM that explains 30sec’s timing is limited to air operation only. Would you be so nice to cite the any pages please? Could be a significant help for me!
@@Bim0Mr I'm going through the NG type rating now and we have the same SOP at my company. Couldn't give you a FCTM reference but perhaps its a company thing. Makes sense to me, dump both extinguishers into the engine straight away, get out the aeroplane and let the fire crews deal with it after that!
Congrat🎉🎉🎉. I'm trying to record videos in FSX2006
More of these videos! Amazing as always
More to come, stay tuned!
Good job but respect the area of responsibility when performing x-list like the engine start levers are for the captain and presurization panel is for the FO. Boeing has clear guidelines for this.
Re: pressurization panel, it depends on who's flying. They did get it a bit mixed up though.
Not a Boeing guy but that was pretty confusing and a bit all over the place. In the Airbus world the ECAM stuff for RTO and evacuation checklist is much more delineated between CM1/2
So this is your typerating ? Awesome man, just started with my flight training.
No bud, this was part of my MCC/JOC. Good luck!
Is it normal to evacuate using all exits? As the fire has not been controlled on the N°1 engine i think the evacuation has to be done only on the right side of the a/c, isn't it ?
All AVAILABLE exits does not mean all exits ;) Thanks for watching!
@@greatflyer_aviation this is not clear to everyone specially when in panic and emergency situation, one has to be clear enough saying like : Evacuate by the RIGHT evacuate by the Right.
Have defenetly enjoyed the video thx for sharing, fly safe, cheers.
Have you received formal SEP training in an airline environment?
@@greatflyer_aviation Yes i did, i'm currently doing my MCC training, and the SOP of one of our major airlines states that no matter if the fire has been controlled or not, the evacuation side has to be pointed in the PA to be very clear and precise of what the guys back have to do ( Cabin crew )
Evacuate aircraft right would’ve been a good idea, considering there was a fire on the left of unknown intensity. Good demo though. Thanks for posting.
Thanks for watching! Did you watch the video to the very end? We did evacuate.
GreatFlyer Yes, I was only suggesting to direct the use of specific exits rather than all exits due to the engine fire on number 1.
All students ask the same question eventually, and I did ask the question myself too: why is the call "Evacuate using all available exits" since we are aware of the location of the fire? The answer is that cabin crew are trained to inspect for the suitability of an exit before opening the door, hence there is no need to specify. There are 4 exits on each side so excluding all 4 of them at once wouldn't be ideal. Thanks for watching and good point!
ale ty mi zaimponowałeś w tym momencie, kox!
After discussions with the FAA, it was decided that all 737NG airplanes must use the three step RTO manoeuvre. Bulletin 737-12-1
Extend speedbrake lever before reverse thrust as per FCTM !
Good point! Do not use this video for training.
The algorithm is crazy sometimes :)
Speed brakes get extended before RT in the 737 and you had a fire on the left side and evacuate all exits? Great way to fry the folks
Correct about the speedbrakes, Boeing recommended procedure is thrust, brakes, speedbrakes, reverse thrust. The command does not call for all exits, but all *available* exits. Cabin crew are trained to check outside conditions before opening an emergency exit.
When you turn that engine fire switch to shoot a bootle you gotta wait for the left bottle discharge light to come on(which the FO did just fine) and wait 30sec are you not?
Hi, thanks for stopping by! You wait for 30 seconds in an inflight scenario - on the ground, you should wait until the Bottle Discharge light comes on. Waiting will be of no benefit.
@@greatflyer_aviation Okay thank you, I will bring that up in the next Simulator session in 4 months. We always used the 30 sec to contact ATC and other stuff.
Always remember whenever there is an abort. Remember, control, stop, extinguish, check items, keep em seated and evacuate.
This is so useful
Very good crew cooperation!
Thank you FSPro!
Its looks amazing 👏
Thanks for watching, check out my other simulator videos!
Awesome dude! Gj!
Cheers man, stay tuned!
Excellent.
*Crew, stand by!* - It's an engine fire. *chill*
Super thanks for this vidéo. Hope next one with you on command for a flight
See you!
Good training
Thanks
Very interesting video, good job guys!
Cheers man!
All available exits for evacuation? Surprised you did not call for right side only.
Absolutely had the same question during my training! Apparently you need to command an evacuation using all available exits, and cabin crew are trained to check which exits are suitable/safe for evacuation.
@@greatflyer_aviation exactly, that's why the word "availabe" was used. The crew is trained to check conditions before opearting any exits.
The left doors would not be affected by the fire, just the emergency windows.
How do you ensure that the cabin crew actually knows what's going on since they can not see under the wing? The pilots have awareness that something is wrong with the left engine, but didn't communicate this to the cabin..
Reaction 👏🏾👏🏾👏🏾
Hey cptn which simulator is used for that scenery in those full motion simulators.
P3D
Good sym practice
Why did he use reverse for the engine 1 if it was on fire?
Excellent question, we all asked it at some point... An engine on fire is still producing thrust, hence also reverse thrust, assisting in stopping - this is why in an engine failure after V1, you wouldn't shut your engine down unless you're well clear of terrain at some airports. Additionally, there is no time during a rejected takeoff to confirm and verify which engine has caught fire, and only pull 1 reverser up; in fact, I was told by a training captain that even if you shut an engine down and land, you'd always pull both reversers up. Thanks for stopping by!
GreatFlyer Thanks for the answer :)
@@artim367 The mechanical action of reverse thrust creates additional drag since it reverses the flow of all air entering the engine. it will slow down the aeroplane regardless of the thrust being produced (obviously more if it still produces thrust)
Fantastic
Thanks for watching.
Which are the memory items for engine fire? 🤔
Depends from airline to airline, the ones at Simtech are based on Boeing's SOPs.
@@greatflyer_aviation So A/T disconnect first? ;)
Out of curiosity shouldn’t the captain announce to the cabin crew that the left engine could be on fire? I mean I know there is a safety procedure to ensure to not open the evac doors on engine fire or smoke but still.
Thanks for watching! Cabin crew are trained to inspect the area outside the aircraft exits before using them for evacuation. Under no circumstances would the captain prohibit crew from using 50% of the available exits, keeping in mind that due to human error a wrong instruction could be given.
@@greatflyer_aviation Thank you for enlightening me !
I was wondering. Would you happen to know somebody named Petter? He runs a channel called Mentor pilot. I know he is a line training captain in a simulator
Massive fan.
the "FO"
Me? 😂
@@greatflyer_aviation yaaas :D
When he screams stop 😅😂
Why were the flap settings changed from presumably 5 to 40, upon rejecting the takeoff? Is that SOP on type? Great video though 👍
Thanks for watching Shane! F/O actions upon rejecting takeoff: set flaps 40 and advice ATC (flaps 40 assist in possible evacuation).
The 737 doesn't have evacuation slides on the overwing exits. Setting flaps 40 allows passengers to use the flaps to help slide off the wing.
I saw when Engine one caught on fire the Engine one symbol lit up.
Correct.
Wouldn't it be a little too hot and smokey exiting the left side, especially over the wing?
Exactly - cabin crew are trained to inspect an exit before opening it, to check the suitability of the specific exit.
He forgot the speed brake but was saved by boeing 🤣
He didn't forget it.
During take-off the auto-brake system is set to "MAX/RTO"
RTO stands for rejected take-off.
So the speed brake is armed and will be deployed automatically in case they need to abort their take-off.
@@jlts56379 Thats not the correct procedure. You should always manual extend the speed break on the 737 before applying reverse thrust. On other boeings the procedure might be different, like the 777/787 you only verify that the speed breaks are extended after applying Max reverse thrust. In this case, he missed the speed break and was saved by mr Boeing.
@@ErikJohansson91
Ow really? I didn't know that there is a different procedure, hence the fact that I'm actually not a pilot and tried to be such a know-it-all. XD
And you seem to be somebody who actually knows what he's talking about.
But thanks for explaining me this :)
Now I know what to do if my plane catches fire. Thanks!
The more you know...
Really poor reject. Far too fast. Rushed. That was a solid 4.
Captain should have raised SPEED BRAKE lever before thrust reverser.
Correct.
Cc stby before even stopping 😂😂😂😂
Why leaving with all exists and not only rights ones ? If there’s fire on the left side
All “available” exits. Cabin crew are trained to inspect outside conditions before using an exit, and passengers receive the same briefing when sat on the overwing exits. Thanks for watching!
It si actually a good example of how NOT to do it... Both pilots rush, incorrect sequence due to speedbrakes not rised MANUALLY, incorrect way of performing memory items, etc. Considering that is a video and is prepared with time, very poor quality
What’s the reason for the reverse with an engine fire? I remember the old buckets on the 737 classics, and they threw the fire onto the fuselage, but what about the wing?
No time to identify which engine has failed and isolate the fire in such a time critical emergency. Same that you have the option to keep the engine running during an engine fire on takeoff scenario until terrain separation is assured, as the engine is still producing thrust.
@@greatflyer_aviation thanks! Cool video btw!
After that event loads of memory items for complete flight just also evacuated the brain. 😁
Hahahaha
You don't have to confirm fuel cutoff and fire handle pull of the affected engine on ground, do you?
As per the QRH memory items, you need to confirm in order to avoid confirmation bias in other situations.
Nice...
Thank you!
First! Do you train in Dublin? That's were I live.
Hi there! I was training there, indeed! Had a fabulous time in Ireland.
Thank you for replying! I'm glad you had a good time in Ireland. I hope your training is going well! I'm just wondering, I have a nut allergy and I want to become an airbus a320 pilot, but do you know my nut allergy stop me from becoming a pilot?
are you a hybrid of a a320 and a 737
Missed the speedbrake?
You did an awesome job!! If this was a real situation, I bet that the passengers are pretty damn lucky to have you as their pilot. 😂
Haha thank you so much.
GreatFlyer your welcome! Sorry for the late reply. 😂
It’s like you were expecting it which I weee but add a bit more oomf
Does anyone know why the speedbrake and flap position matters for evacuation?
Speedbrake = blocks the path of passengers. Flaps 40 = used as slides.
@@greatflyer_aviation Thank you!
Theres no way they'd react that fast. Not a very good test.
This was not a test, it was training.
When taking off you reject take off immediatly if you hear anything suspicious, since pilots are waiting for anything that could go wrong this is pretty realistic
I agree, they were extremely fast to react, very unrealistic. You need to slow down and focus on what you are doing, this is what we got taught doing our MCC APS.
Will not being fast means no rejected take-off ahaha it doesn’t take hours to reach V1 so the pilots have to react quickly
Sequence is throttle speedbreak reverser. Ur hand never went to the speedbreak Sir
Why do often both pilots have their hands on the thrust-lever on takeoff?
F/O sets thrust to stabilise, captain follows, F/O sets approx takeoff thrust and calls set thrust, then captain guards the thrust levers until V1.
The captain his hands on the thrust until V1 to cut the throttle in case of a rejected take off as you can see in the video.
@@firminiradukunda3030 i think, normally this is the job of the pilot flying!
Regardless of who is the pilot flying, the person to guard the thrust levers from "set thrust" to "V1" is always the left seat by convention, e.g. when there are two captains flying together, so Firmin is correct :)
his original question is still not answered: why do BOTH pilots have their hands on Thrustlevers?
Evacuate all available doors? I don't think that is a good call. You have fire on the left side.
Exactly right, available doors would be the ones on the right hand side. The captain will never specify which doors are available and which not for many reasons, this is an area cabin crew are trained in.
How fast is the final approach?
I am Japanese, so I'm sorry if I am poor at English
Usually a speed of around 140-150 knots is flown in the 737-800.
Nice
Why captain move back reverser levers at 80kn not at 60?
Simtech's SOPs call for reverse idle at 80kt.
If you do it like this in a simulator check, you fail !... Lots of errors and mistakes...
This was neither a check nor part of any official training :) Thanks for watching!
Can anybody tell me Why are flaps put to 40 ?
Boeing standard procedure, the 737 has no wing slides so the flaps can be used as slides.
@@greatflyer_aviation ok thanks 👍🏻
0:35
Really? Smashing the master caution and warning switch is the first thing the FO does?! 🤦♂️
Yes, the first job of the pilot monitoring is to cancel any master caution or fire warning after announcing it, as they can be a major distraction for the pilot flying. At 400 feet, or with the parking brake set during an RTO, the malfunction can be diagnosed and formally stated.
Location
Nice, but not gonna lie kinda unprofessional from the pilots to cancel the master coution before analyzing what even failed
You did not hack the time for fire handle! And also engine one fire so the should go out from the right side !no any hole!
There is no requirement to time 30 seconds on the ground. Cabin crew are trained to inspect an exit before opening it for evacuation.
@@greatflyer_aviation Thank you so much for explanations.
What the flaps 40 the emergency ?
To assist in evacuation.
I believe it gives a "ramp" down to the ground from the over-wing exits
Which flight academy did you go to?
Hi, thanks for watching! NEMAX, CAE Oxford, FTA Global, Simtech.
@@greatflyer_aviation Will, we get more videos of you in the 737-800? Also, I'm 14 and have been using x-plane 11 and using the 737-800 and 700 for a month and I learned them very fast. I have been looking at CPL being an option, but if I'm going to get into that In 4 years, what should I do from now and should I continue with x-plane as a partial help towards my option?
Stay tuned for next week!
Yeah that is rejected takeoff
thank you. didn’t realize that
@@MarEpor Yeah I Didn't Realize it!
Why did they do it so fast tho 💀
Both looking inside the cockpit? 🤔
Hi Frederico. We were both looking outside, the camera angle may be misleading.
Why
💯💯
This is far from the Boeing standard procedure.
Airbus people are outside already computer has done some of the refunded checks
Airbus pilots still have memory items, and the ECAM can sometimes be misleading.
Fo forgot man mode sel and capt forgot speed brake up ;) evacuatıon faılure fırst purser cant open doors and after doors open , psg cant evacuate over wıng due to speed brake up
1:42. Speedbrake is in the retracted position as per the checklist.
1:38*
not gonna lie but your mics are too loud...
Командир немного переигрывает))
If I had a penny to my name :(
too fast.
Simulator
Way toooo rehearsed 😂😂
They are memory items. That is the point. You rehearse them for when it happens for real.
So unprofessional, turning off all the warning immediately . Discharge 2 bottles together ؟؟؟؟seriously. Please don’t share wrong information so students pilot learn
Are you even a pilot? What you see in the video is correct. The student (here PF) initiates the takeoff, after an error, engine fire, the captain as PM (as intended) took control and called stop. They were below V1, so the rotation could be aborted. In an error, pilots have to react immediately and that's what they did, the error was not simply deleted, they knew about it and did everything necessary to abort the takeoff and communicate with the tower. Just because the alarm was muted doesn't mean it's unprofessional. How are you supposed to make contact with all that noise?
unrealistic,
you knew exactly this event was going to happen
cry more
Not funny kid
What a stupid reply,so training for pilot is useless,we dont have to tell anyone what to do?
oh okay sure, go pilot a plane then hmmm
Too much rush…
Real life obviously its not like that
80 kts i have control?
If you are the PF, i have the control since the airplane is aligned. Make a huge more sense
SOPs vary, it is sometimes the case that the left seat pilot remains on the tiller until 60-80 knots and thereafter transfers control to the PF.