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- เผยแพร่เมื่อ 17 พ.ย. 2024
- Demonstration of an engine failure during the takeoff roll in a Boeing 777.
This video was produced for the CRM/NTS training environment so, as such, doesn't necessarily demonstrate or reflect best operating or SOP compliant practices.
These videos were produced for exclusive use by BeliefMedia. There is no airline affiliation.
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Very professional even in a simulator. It’s why the men who sit in those chairs are the best. Thanks to all pilots who maintain this level of professionalism and safety.
I think it was the cheesy 80s TV show music that caused the engines to die of embarrassment.
HAHAAAAAAAAAAA
LoL.
mtrujillo1973 r/woooosh
Very Professional. Good training exercise in a very modern simulator. Gives me confidence about flying Boeing aircraft. I worked several years at Boeing on the 777 electrical system and on the C-17 simulator and any "unsolvable" anomalies while at McDonnell Douglas. Fun times designing systems and fixing strange problems. To this day, I fly Boeing and McDonnell Douglas aircraft when I am not flying my Cessna 172 and my Diamant-18 sailplane. Oh, V1 is critical. Job well done guys.
This was a cool video, but the music at the end makes me want to go thwart an 80's TV show villain's nefarious schemes.
+Arundodonax haha
+Arundodonax i just shat the bed because of your comment, hahahaa
That music is Fantastic! Glorious!
No, it was a warm video. and the music sucked.
the image that conjured in my mind was priceless!
I was in a 777 taking off from LAX for SYD when there was an almighty THUMP and the pilots aborted take-off. We were very close to taking off, and were thrown back in our seats quite violently. No-one said a word, I think we were all just relieved that whatever it was that happened, we were glad it happened when we were still on the ground and still able to stop. We all got an overnight stay in LA whilst they repaired the problem, I was among the last to be allocated a hotel, and got a very plush luxury hotel with a fantastic room. We left next morning. Interesting experience.
How can you be thrown back on a hard stop. Momentum attempts to continue going forward.
Kurt M We were propelled forwards, then thrown backwards when we came to an abrupt halt.
ali xena Sounds like a compressor surge/stall.
Fantastic demonstration of the training pilots do, and what happens during an incident such as this. Well done.
its funny how im watching these before my flight
good luck for your flight
Syed Ahmed Jilanee Thanks x
sameee
Niiibs It's just a simulation! Pull up your man pants. They have plenty of real emergencies to watch on you tube that you wouldn't want to watch before a flight
So nothing happened to you right? I know it's very rare for a plane to crash (even though i am scared of flying) but just checking, you never know :P
When he says "happy with that" i can't wait for some pilot somewhere one day saying "actually no lol just kiddin"
Haha the 80`s-90`s health & safety music used for the intro xD
Excellent CRM video.
Suggest advising Fire Services of which engine will be still running so they can avoid on inspection.
Everytime i see it is a "engine failure practice". But do they sometimes practice engine failure without knowing it in advance ? I mean, in a routine practice flight where they thing everything will be ok ?
People have probably answered this already, but in real airline sim rating, instructors absolutely try to surprise pilots with various mishaps. They'll be practicing a cat 2 autoland, then the instructor will simulate an engine failure. One reason a lot of real life pilots hate sim qualifying.
gogol1st It is the simulator people's solem duty to kill as many pilots as many times as they can.
This is a powerful argument for sim testing automobile drivers, before they may be licensed.
I think it would also help the learning drivers cuz they wouldn't worry about "blocking people" or annoying people.
The best flight crews are so good, a layperson like me can’t tell from their reaction and response that some potentially disastrous incident has occurred. And not just during sims, either.
Was at V2 in a Northwest DC 10 years ago in Minneapolis when right engine exploded. The crew response was a fast as these guys in the simulator, unbelievably fast, and we came to a stop with nose gear off end of runway.
You don't have to see the EICAS alert or engine indications before responding to a failure - particularly in the takeoff roll. However, in this case, there was a loud bang followed by immediate controllability issues that you can't see in the video (... that, and Ken knew the failure was coming and wanted to look good).
Very good microphone, what model is it?
I was on a NALO flight out of NASJRB New Orleans in a C-9, we had to abort our take off due to a tire blow out. It took nearly all of the remaining runway to stop. Threw a chunk of the flap into the port engine. Luckily, the pilots (reservists) were American Airlines pilots and they had just went through take off abort simulations the previous weekend. A fun time was had by all.
Question, if you have an engine failure on take off and have to abort how does the reverse thrust balance out if the engines/engine has failed? Thankyou
Perfect!!! You have no idea how happy I am to see a video of such a good quality on my favorite commercial jet :))) Best of reagards!!!
K. Minkov
What indication caused them to abort? Was it just loss of directional control down the runway or was there a warning?
You can hear a short sound at about 1:11... Makes them deploy the spoilers and throw it into reverse. He is fast, though. Wonder if he would have been equally fast if it was in a real take-off rather than a simulator where they expect problems to occur.
on takeoff, the flying pilot (usually p1/captain)is looking at his instruments. PNF (pilot not flying, usually p2/co-pilot) is looking outside. This is usually only the case on airliners/other IFR flights (Instrument Flight Rules, as opposed to Visual Flight Rules, VFR)
Ya I don't get why he aborted
Longer Long audible surge/stall
Well, this didn't happen during my trip on a 777-300ER.
cool story bro
i went to the cockpit of that plane twice
I'm pleased the disclaimer mentioned SOP's!!
Hello, I filmed the startup procerde from the GE 90 jet engine.
Greetings
Roland
It goes real smooth like that in a sim when your expecting it, in real world he would have never reacted that fast with that action.
And yet experience says that well trained pilots do react like that.....because they’ve made the response routine by doing it again and again in the simulator.
Joe The whole point of this kind of trqining is to make it an automatic reaction to do it… -_-
How did the pilot know that the engines failed before anything appeared on the screen? Was he told to act as if the engine failed for the simulation?
If you wait for an EICAS alert during takeoff, you're probably already off the runway. You'll *feel* it and *hear* it. Below V1 you will normally abort for engine failure, fire, predictive windshear OR anything you consider unsafe to carry into the air. While the reaction was quick, it's not totally unrealistic. It's the pilot's job during takeoff to wait for any reason to reject...
+Flight Oh okay, that's good to know. Thanks for replying!
I would expect that he was monitoring the engines' fuel flows, N1s, and other engine indicators on his displays and immediately noticed an anomally. If I'm not mistaken, one, or two of the pilots are closely monitoring these engine indicators on takeoff roll.
If anything is to go wrong with the engines at close to the "not-enough-runway-left-to-safely-stop" point, the pilots have only 10s of thousands of seconds of time to assess the situation and decide which decision is the correct one (attempt a stop, or continue the takeoff and get into the air).
As you will see from this article, a good pilot has carefully considered all factors and makes that split-second decision based on previously thought-out and rehearsed varied scenarios: jethead.wordpress.com/2012/01/02/airline-flying-101-anatomy-of-a-take-off/
And what you see from this article is a very miniscule part of a airliner captain's job. Scary when you realize how complex decisions are sometimes left to green or over-tired pilots on smaller budget airlines.
Also, is it normal to engage reverse thrust when you have a blown engine? Wouldn't you have severe imbalance?
I've read you should never use reverse when an engine fails. I'm surprised he did.
I used to be a truck driver. Stopping a big rig is a big enough project but a big honkin airliner? My hats to all you airline pilots
I have done both..Todays jets are easy..TT's specially the 14 speed ones are more difficult to drive than a jet..Trucks are always confined to a too small lane..10 Hours on a row..no margin for error at all..and jerks cutting you off all times..you dont get those emergencies on airliners 50 times a day like truckers do all day long..
Relax guys, both driving and flying are difficult in there own ways, once you takeoff and are above the proximity of terrain flying becomes a bit easier than driving, while driving is mostly 'muscle memory' and flying is more about decision making, calculations ect as the PIC. But nothing I've ever done whilst driving is harder than landing, where it's dangerous to be too slow or too fast and loosing concentration for a matter of seconds could have you falling on the houses below (you can't just go-around every time if you're working).
Also the fact that there is no way to 'pull over' in the sky if there is an emergency is another thought that gets to you.
@ModernPictures1 for takeoff, brakes are all set to RTO, in case there's a RTO
In a high speed RTO you use reverse on all engines, there isn't time to decide which reverser to pull and which one to leave.
Also, I understand you don't use reversers in a engine failure as it would cause a uneven thrust and uncontrollable situation.
Need that in my backyard!
An engine has failed with TO power set. There ae two points I would like to mention.
Setting the parking brake ?
Not running the engine fail checklist?
Nerves of steel, that level of responsibility can only be managed by a select few. Thanks fellas
If you have zero N2 it means you have severe damage. That means you have memory items to do. Is this video negative training?
Is it possible to simulate the condition of bursting tires when simulating a rejected take-off? I was a PA onboard a PHX-STL (TWA) flight when we aborted the takeoff and baby when the tires burst then shredded that's when the fun began. We were moving much faster in our case, V1, plus or minus I don't know.
1:15 How can reversers be normal when one is not working? And shouldn't the video title say Engine failure BEFORE takeoff??
by normal they mean the reverses deployed if you look on the display you can see REV in green which states the reverses have deployed thats why he says reverses normal
The takeoff begins once takeoff thrust is set and aircraft movement begins. It's engine failure before liftoff but still engine failure during takeoff.
@@Dante1243 I would have to disagree. The call should be No left or right Reverse as appropriate.
@@joepatroni8777 wow man you really know your stuff that's for correcting me :D
V1 180 Vr 190 knots? Are these normal Vspeeds for a 777? Must have been set up as very heavy 😲
Full reverse thrust before REV is green?
MArseniyM Yes, it’s a reject. What is your background for making that comment?
@@oscarb9139 he's a painter and decorator.
henry horse Yes, probably. It’s always fun when someone with no aviation experience comments on aviation activities.
Excellent videos !
Magic view...no comments...
So basically if you know in advance that you are going to have an engine failure before V1, you can yell "stop" and pull the throttles back the very split second you hear some sort of indistinct thud somewhere in the airplane. Before even the engine instruments register the slightest blip. Got it. Such realistic training these pilots go through.🤣
The captain rejected the take-off past 80 knots on hearing a strange "noise". But there weren't any alerts on the EICAS, nor aural warnings. I don't think if this would qualify as a rejected take-off. Maybe he "felt" a problem somehow and acted on a hunch.
Anyway, if we pretend like something did happen, it's a very demonstration! Good CRM, communication with the cabin, with ATC. Well done.
I concur. There were no other indications after several attempts of reviewing.
! ! ! AWESOME ! ! !
Well Done Gentlemen !
Inspiring CRM !
what is the normal V1 on a B777? Because 7 seconds after engine failure @ 1:17 the speed is still 155 kts? So didn't they pass V1 already?
+1999Fusion No, they had not reached V1 by the time the rejection started. Typical V1, VR and V2 could be 160-165-170, but it depends a lot on the take-off weight and other factors like airport in use, performance required etc.
jibeneyto what is VR?
and why was the EGT still at ~ 500 C? the N1 was almost out!! If fire, then it should nit be same as the L engine!!
nice video!! was this virgin Australia?
The triple is stupid easy. LOVED it.
Real scary "seat of the pants" decision making. A thump or noise sounding like it's from an engine prior to V1 but no fire warning indication, and what seems to be no IMMEDIATE indication on the engine instrument display of any N1 drop, nor turbine/exhaust gas issues, nor fuel flow reduction prior to the Stop decision. Well done guys.
It may just be one engine, but it's one really, really huge engine. The engine cowling on the 777-300ER is only about a foot less in diameter than then fuselage of a Boeing 737. The 777 can still take off and climb out just fine with a single engine, even at maximum takeoff weight. It's actually quite capable of continuing to fly the entire fly to its destination on the one remaining engine, though a real flight crew wouldn't do that. They'd just circle back around and land.
This reminds me of the Cactus 1549 investigation. When they were doing it in the simulator they knew that they were going to get a bird strike with dual engine failure and could make it to the airports because they knew what the scenario was and didn't have react or assess the situation. Real pilots don't know what the scenario is going to be and need time to react and assess the situation.
This isn't about flying the plane, it's about CRM.
This video is about how to handle the emergency situations when taking off where could be happened anytime
The title of the video said it was about CRM. The situation being simulated was for the purpose of demonstrating the coordination between Pilot and FO (CRM).
The music is amazing!
Before he said "stop" there was a slight boom (shouldn't it be louder?)
Wow!! the 777 rolls smooth !
it's a simulator
Is there a reason why you used the reverse thrust on a failed engine?
why isn't the runway longer ? like 4 km???
Great Video. Thx for sharing
The Crew was clearly advised that there will be an engine failure on takeoff. Very quick reaction time after the bang ... okay maybe, but they never discussed that the bang could have been an engine failure, they both knew it. A bang shortly after V1 or Vr would have made this video more interesting.
There is only a little "boom" sound when the engine "failed", there is even no warnings or alerts and the display screen for both engines is normal. How the pilots know to stop taking off?
I noticed speed break and reverse thrust is standard procedure here... it has sense, but why no full flaps too? It adds more resistance resulting stopping more quickly, doesnt it?
+Dd Angel Flaps are used to provide more lift at lower speeds and, as you stated, more drag. The issue is with the extra lift that would be created - this would take weight off the wheels and have an adverse effect on brake effectiveness as well as VMCG (Minimum Control Speed) which is an important performance consideration with large transport aircraft.
It's also worth noting that speed brakes are used in flight while "ground spoilers" are used in situations like this one and normal landings. Speed brakes and ground spoilers are basically the same control surface, the main difference between the two are the actual size of the deflection.
Tnx for such nice explanation :) I am not pilot, and I dont know whats exact practice in aviation, but I do know some of physics laws, so I made these conclusions myself. Let me explain, I know that flaps provide lift force. But its pretty much sure that full weight on wheels wont provide bigger effect of brake, than if u reduce 20% of weight, for instance. It suppose to be same, if there is full weight or bit less. See what I mean: as long there is no slip between wheels and surface, there is no lost in break power. Break will still tend to stop wheels, and they would still provide full breaking ability. But benefit of air resistance of flaps, would reflect and result faster reducing of speed. Its not useful if speed is 60 knots, and there is half of runway... because pilot can easy slow down and abort. But if u have say 120 knots and there is only 30% runway remain, then u would really consider benefit of flaps. Its my opinion, friend, as someone who studied physics. But ofcourse, if is proven that in practice flaps dont benefit breaking, guess I gonna accept it :)
+Dd Angel There are several reasons: Flaps take some time to deploy and a rejected take-off lasts just a couple of seconds. Also, even though flaps do add drag, they also add lift, this could decrease the effectiveness of the main landing gear brakes. Finally, having to use a third handle further distracts the PF who is focusing on keeping the runway centerline straight. So no, the flaps handle is not touched during an RTO.
+Dd Angel Arguing from the physics, during a RTO the brakes are at maximum power. You want the normal force from the ground on the wheel to be as high as possible, otherwise the wheel could lose traction (it won't because of anti-skid system, but it will have to decrease the braking power). If you increase the lift of the plane by deploying flaps, the normal force on the landing gear will be less, hence the brake effectiveness will also be less.
But really even if the flaps didn't increase lift, they take so long to deploy that this discussion is meaningless. By the time they're out enough to add appreciable drag, the plane will have stopped already.
why not run the QRH and secure the R ENG before taxiing out the RWY?
They identified that it was probably engine damage, but did not secure the engine. So the engine could still be spewing fuel out the back end. Should at least call for shutting down the engine by turning the fuel control switch to cut-off. Other airlines would prescribe doing a severe damage drill or checklist, that would include pulling the fire switch, that not only cuts off the fuel, but also hydraulics, bleed air and electrics from the engine.
Are they supposed to stop on the runway and not take a turn left or right if other planes may need to take off...??
MidGet Gemz An aircraft in distress always takes precedence over the on time performance of other aircraft. Therefore what this crew did, stopping on the runway, discuss and analyse the problem and agree a solution before doing anything was the best course of action.
what was the indication of the engine failure? only the sound? I couldn't see anything on the displays.
+Snoopy Doopy Good call, I was wondering the same thing.
The pilot can see the drift off the centerline, it's easy to know you have an engine failure.
can someone confirm mouse's statement?
I can't confirm but you hear a boom just before which is exactly what a pilot would react to in real life
+Zac Kennedy No boom with an engine failure, just the asymmetrical yaw. Engine fire there would be a fire been and warning lights
It's totally possible. If you lose an engine above Vmcg, you have the rudder authority to compensate. You could also do it from zero knots if you fed the power in slowly, only setting full power once above Vmcg.
Lembro desse dia como se fosse hoje, esse mesmo Fokker 100 havia saído aqui de Caxias do Sul menos de 2 horas antes do acidente, passou sobre a minha casa na hora em que eu ia para a escola, como todas as manhãs, mas naquele dia o barulho era MUITO diferente do que costumava ser. Chegou em Congonhas e na decolagem para o Rio de Janeiro aconteceu, lembro que houve um alvoroço na cidade pois era o mesmo avião.
Mas o mais engraçado do vídeo é o Bonner novo, sem cabelo branco!
Wow, the pilots rejected even before the engine failed.
+XpertPilotFSX Did you not hear the blow out? @ 1:10? I'd hope any pilot who hears an explosion of some sort reacts that quickly!
I didn't, but after watching it again, I could hear that.
+a2h Sounds more like big dumpy
Preflight birefing: " I'll abort the takeoff in case off engine fire, unnormal sounds or unnormal vibrations " . That's always a part of a preflight briefing
Virtual Pilot xha
What triggered the stop? I didn't see anything abnormal on the displays
nightstalker oh yeah i see, ECAS display showed a message
Nice video (and disclaimer) but why the abort? Indications looked normal and EICAS didn't show the failure until AFTER he'd pulled the throttles...
Nice intro music. Definitely makes ME think "engine failure".
shouldn't the first thing after a complete halt be to cutoff the fuel flow switch to the right engine? Even if there is no fuel flow and low oil pressure, I guess the pumps for the right side must also be shut off!
how did he know he had an engine failure ?
also i don't think the spoilers are that effective in relatively slow speeds so why did he deploy them ?
so here i am after 5 years of my first comment, now headed to fly the 777-300ER
guys didn't you notice it's a simulator? and the pilots acted as if they expected the engine faliure
Mary Liu in 1:11 you wil here a thump before they aborted
You can still fly safely for a suitable distance on one engine, it's just safer and more fuel efficient to have both.
Great video
Maybe I missed it but wouldn't you cut off the fuel to the failed engine lest it catch on fire? Or does the computer do it automatically on that model?
No it still has a manual fire handle but there was no fire indication so it would not get pulled.
Would it be a good idea to have full flaps as well during failure takeoff?
yea but by the time flaps drop down the plane would already be stopped.. they take like 45 seconds to a minute to drop to full down
Moayad Kennedy Not to exactly. It woyld mean a higher takeoff time/speed would be needed
No mention of #2 shut down or fuel c/o?
Great reacting from the pilot
Watch the movie Sully and then you will see this video in such a different way. These simulations nearly crushed his life and reputation. Makes you appreciate the human factor involved when a situation like this or any other emergency happens without warning.
xX-FLuKE-Xx The movie Sully was a good, entertaining flick. There is a lot of fiction in the movie (imagine that). Go read the NTSB report.
While there was no indication of fire, wouldn't standard procedure still be to cut the fuel flow to the damaged engine? The engine was never shutdown.
They r on stimulation thats why they react dat quick..full concentration
where can i buy the soundtrack
Is this British Airways or Qantas
The outside of the aircraft looks so lonely, which airport BTW?
It is a simulation, so this airport does not exist ;)
Next time put "simulated" in the title.
is there an alarm to warn the pilots? Not even a light blinkink?
Hi guys, can you please someone give me an ansver - if they have obviously one engine failure (whats more - they hear bang sound, so something really bad happened inside the engine), why did they applied full reverse thrust also on damaged engine? ...I know that almost at V1 they need as many braking instruments as possible, but it seems to be a little risk to me (to force broken engine give almost full throttle). Thanks.
Could some pilot please tell me, (I'm not a pilot, but always wanted to be), what indication the pilot had that alerted him to an engine failure? I've watched it a number of times, but I can't find it.
Turn up the sound, you'll hear a bang.
Are they ever given a random incident which they aren't initially told of and have to think as quickly as possible and react to the situation?
parking break set after high velocity abort?????
Where can i buy that flight simulator for my home?
+Rambo Rocks on a field and living inside ;-D
All multiengine airplanes are certified to take-off with one engine out after V1. In fact is what you MUST do.
Why are flaps not extended?
In An Engine Failure And Not knowing if theres a Fire or Not, Is It Normal To use full reverse Thrust?
+Payton „DubstepBeats101“ Hankins Hmmm, Idk. But i honestly think The aircraft will give you a warning when there is a Fire. But what if there is something else. Birdstrike, for example. Isn't it a bit dangerous?
+Nicesisten Yeah, Exactly.
at those speeds, and being near MTOW, I would want everything I have
+Payton “DubstepBeats101” Hankins It's already been mentioned in bits, but here's the full explanation.
You're possibly at or near Maximum Take Off Weight (MTOW) and closing on your Decision speed (V1) to abort. If something goes bang, you might have less than a second until you're past the point of no return and going off the end of the runway, no matter what you do, so there's no time to assess the situation and decide whether or not to push an engine.
It's safer to have full reverse thrust and risk blowing out the damaged/failing engine altogether than it is to rely solely on wheel brakes and go screaming off the end of the runway. Even if the engine has totally failed and is no longer under power, it could still be spinning and outputting thrust; engaging the reverser just changes the engine geometry to redirect the thrust so that it's pushing against you, rather than with you. (It doesn't start the engine spinning the other way!)
Engine casings are designed to safely contain the loss of an entire fan, not just a blade, at 100% power. In the absolute worst case scenario, the engines have a failsafe in that should one experience too much shock or vibration, the bolts securing it to the airframe will shear off, and the engine will break away from the aircraft. This protects from the potential shock or vibration of a massively unbalanced engine shaking the aircraft apart.
In a situation like this, you give absolutely all of your power to stopping that aircraft. Including pushing a damaged engine. Should the worst happen to it, the design and safety features built into it will protect the plane and passengers.
Hopefully that's a nice clear explanation for you :)
p3rs0n42 very good explanation. Ty
Fast reaction time! Why there was no master caution/warning?
There is a caution which comes up as the aircraft is slowing down.
The first officer cancels this then calls "60 knots".
I seen a flight video where the keyboard music was so bad that they were using pitchman on organs which is not supposed to be done it's title is Great Plains for a four Skyhawk one word you could tell it was complete MIDI
This is my favorite comment...
No master warning illumination? I saw the master caution only during deceleration
It's called an inhibit. No master caution lights or beeper after 80kts. The caution inhibit ends at 75kts(i.e. decelerating through) if rejecting above 80 kts. The Master warning fire "bell" or siren are inhibited from V1 till 400ft.
is it a sim or real thing
Good video, all in all. I've been sitting here waiting for the first officer to call V2, and they surely must have rolled thru that speed. Wouldn't 80 knots be close to 'commitment speed'?
No. 80 knots is just over half way to an average V1 'commitment speed' as you call it. V2 is called after rotate, which itself is called after V1. You can see on the captain's PFD the little green 'blur' which is actually the V1 speed, so you can see they had no yet reached it. I hope this helps.
And 80 knots call is used to ensure both airspeed indicators display the same value. I don't know if they also check backup system or not.
v1 speed is the decision speed that you have so much energy you cannot safely stop a plane on the runway after that speed. Vr speed is when you start to pull back on the yoke and Rotate the plane to a positive climb. V2 speed comes next which is safety speed in which is safe to accelerate and start to climb. typical values are v1 158 Vr 162 v2 166 or around there. 80 kt callout confirms each others speed readout from thier respective Pitot tube on the nose. It has 3 pitot tubes one for captain one for first officer and 3rd for redundancy. It makes sure all 3 pitot tubes are working and read the same value.
***** actually the 80kt callout is to confirm throttle hold
GoForGold No it isn't, don't write nonsense. It's to verify the speed for a crosscheck and to state that rudder can now be used instead of nosewheel for steering.