Really appreciate this, very interesting! Two things: 1. I know the difference between pan-pan and mayday, but watching VASAviation etc I've noticed that it's pretty common for the pilot to say something like "we need to declare an emergency at this point, we have a problem with xxxxx". Is that a mayday or what? 2. Perhaps you should point out that on most online services like VATSIM you are not allowed to simulate a failure like this without clearing it with the ATC first. The flight sim community gets a lot of new members now and hopefully many of them are watching your channel and get inspired to do this themselves so the controllers are in for a blast 😃
Oh, and what is the "automatic return" feature you mentioned during descent checklist? In other addons like the CRJ you always have the origin airport elevation dialed in at first in case you need to return, but apparently that's not needed in the 737 then?
@@andershogqvist Hi Anders, 1) "we need to declare an emergency" is a mayday. Indeed it's pretty common to hear that, but it's not standard phraseology and especially in non normal situations you should absolutely use it. If you have a controller whose english is not the best (happens more often than you think) phrases like this can only lead to confusion. 2) You are allowed to start your emergency without controller permission, but the controller might tell you to disconnect from the network in the aftermath. I agree though; I should probably have added thart part to my video. Will do on the next one!
@@andershogqvist Correct, the 737 will automatically descend the cabin back to the departure field elevation if the FLT ALT has not been reached yet. It will illuminate the OFF SCHED DESCEND light when that happens.
Captain quick question. During non-normall checklist for the approach min 39:16 there was an item in the list said to turn left pack switch auto, even if it is the affected engine do you still do that? I've got no type rating on the aircraft that's why I am asking.
From a guy doing his type rating now, I can not emphasize how valuable is content like this to increase airmanship during emergencies, the way you managed the situation is truly brilliant! Thanks for sharing!!!
From a 700 hr Coml IFR pilot: I greatly appreciate the calm, professional superb airmanship demonstrated in this very challenging situation but if were me with the ability to safely clear the highest mountain tops in one engine inop mode...I would have diverted to Munich, about 75 NM distance, 1,000 lower elevation, two 12,000 ft runways v 6500 ft Innsbruck, with no rising terrain issues.
I would agree if Munich had similar weather conditions. But the presence of CB's in both Salzburg and Munich suggested that the weather in the general area north of the alps was quite worse than at LOWI. So now it was weather against terrain. The terrain is something I can control, I landed at LOWI (in the sim) very often already. If I was unfamiliar with the airport I might have decided differently. And I would even understand if another pilot would make a different choice. As always: There's more than one road to Rome.
@@A330Driver But wouldn't the pax sitting near the left engine hear the engine spinning down (or just absence of engine noise from engine no 1) when the fuel cutoff switch or fire push button is pushed? Either way, no reason to create any sort of sense of panic, and I can think of a bunch more failures that would be much more detrimental to the safety of the flight 😅
Yeah , hard rudder to the side of the ' good engine ' makes a great difference. Now the acft is controllable. I 'ts not 'banking ' but yawing... Anyway , great video , learnt a lot. Now time to practice.
Thank you very much for your time making this great video, fantastic job! When you get time could you please make one which combines engine failure with decompression on ETOPs sector. Once again thank your time
I really enjoyed this stream and I learned a lot of the EOSID procedure in particular and I want to thank you for that. I was testing an engine failure scenario (V1 engine cut) today at LOWS RWY 15 (tailored EOSID procedure used by airliner I work for) with the latest build of the 738 PMDG. But at a certain point during the one engine inop scenario after takeoff when using HDG SEL to follow the EOSID, with CMD A engaged, the aicraft keeps turning and doesn't heading off on the selected heading. I may assume that this is not normal behavior of the HDG SEL mode that keeps turning.
Dude, i am first officer on B-738 (AFL). That was really professional video that showed your class as a pilot ! Really enjoy watching this video! Decision making , calmness (no rush), even though you flew it all alone , cooperation with ATC. But, if i were you i would try to engage AP as soon possible above 400 ft ,especially surrounded by mountains ). Yesterday i was training in UDYZ ( Erevan ) airport and also found out some minor problem with holding feature on this airplane. Another thing which stands out is that thrust response for engaging LVL CHG or ALT ACQ isnt as responsive as on the real one in my opinion. Second route should be a mandatory option i think . The possibility of checking individual light by clicking on it would be cool ( add some immersive feeling ) . Overall - great plane !
Спасибо! In my company it is SOP not to engage the AP until the flaps are retracted and MCT is set during engine out events. You're right, holding and LVL CHG are not quite perfect yet. The A/T is due for reworks for a later update, so is LNAV and Linedrawing. I also agree on RTE2 and the ability to click the individual lights would be great as well (especially on the crossfeed valve indicator light...). I've suggested all of that to PMDG already, not sure what they'll make out of it though.
Whats the point of delaying AP engagement for that long ? Also , forgot to mension that stab trim wheel doesn’t move in flight although i can hear the sound of it . On the ground everything works fine ) .
@@skyfly737 More precise airplane control. We've made some bad experience with the AP at low levels and sudden turns and we want to avoid that happening again. Especially in an engine out case.
I think you handled that far to easily. Next time fail the generator on the good engine and throw in a stuck flap actuator and do it at night time in cloud with a wet runway and tail wind approach 👍😆
Quick question .. shouldn't there be no memory itmes given it is an enigne failure and not an engine fire / severe damage ? I thought you should reach your MSA and then do your Non Normal Chekclist. Amazing video btw, love the professionalism !!
great video , i do fly the 737 for several years but without faillures.Vieuwing your video a couple of times , take notes and try to fly the take off with an engine faillure. So far , so good , the engine is rolling back on Vr but the aircraft is banking ( firm ) to the left . difficult to control ( left eng affected). what can i do to avoid the banking , in your video the acft stays almost level at any time while the right engine is at 97% N1... Thanks for any reaction.
Bravo! A ton of work and irl it must be even more strenuous. Having you as the pilot in one of my travels I would know I’m in the hands of a well trained and experienced pilot. Thanks for sharing! Tschüss!
Would it be acceptable to open the fuel crossflow at this point if you're expecting to be in the air for a bit? Assuming engine #1 is inoperable the fuel imbalance would quickly become severe, no?
Really liked your video, its a work well done both in terms of production and also flying the aircraft. Why when choosing airport are you taking into account maintenance team, company facilities to accommodate passengers? The important factors are the weather, ease of approach, ease of go around, runway length. And also why Pam Pam with engine failure? Only +2 engine aircraft could call Pam Pam with one engine failure like A340, etc. I believe.
Excellent stuff. You certainly don't make things easy for yourself sir, engine out procedure and an approach/landing at arguably one of the most difficult airports in Europe to land at haha!
Gee. The flight crew sounds awfully familiar 🥸 The pedals were noticeably depressed to the right too! Incidentally, halfway thru your vid, I’ve experienced five commercials…that is the most I’ve ever been interrupted by commercials here. I’m sure there’ll be more-a-comin’ 😂. Needless to say, thanks again for sour excellent info. Tschüss!
Geez, really? I've set all my videos only to show commercials at the beginning and end in order not to interrupt the experience... maybe youtube went haywire once again and tries to achieve some numbers for the stakeholders... sorry.
Great video. Enjoyed watching a V1 cut at a challenging airport. Nicely done! I tried a couple of V1 cuts at a local airport (KHUT) after I got B737NG for MSFS. While not typed in the Boeing, I am typed in the several business jets and was a FAA TCE in the Learjets. I have familiarity with teaching V1 cuts. I had a lot of trouble maintaining heading and keeping the skid/slip indicator centered (yes, I am aware that the B737NG FCTM calls for centered control wheel with a half displacement on the skid indicator), but still could not keep heading or maintain the extended runway centerline track with full rudder (I have a set of professional FlightLink rudder pedals). I submitted a trouble ticket with PMDG about not having enough rudder. Their reply is that this is a limitation in the MSFS flight dynamics model. It's known issue with the way that Asobo modeled the rudder that causes continuous deceleration if full rudder is applied. In testing, some attempts at a V1 cut never got off the runway. PMDG had to implement a work-around that limits the amount of rudder available. PMDG is discussing this matter with Asobo to see what can be done in the future to address the problem. I hope they get this fixed. I'm looking forward to trying PMDG B737NG with the new on-line Performance OPT: www.virtualperformancetool.com/
Indeed the rudder should be even more effective, however as you can see in the video it already is possible to maintain the centreline with the current flight model
@@A330Driver I didn’t have as much luck! 😉. If I was right at V2 on the climb and airborne, it yawed off to the failed engine. Extra speed helped, say V2+10 to 20. It wasn’t until you got airborne that the yaw really developed.
Keep it in CONT, with the Fuel turned OFF to the engine the ignition will automatically shut down. However the engines EEC will continue to run, preventing nuisance master cautions due to secondary failures if the EEC would shut down.
Can I just ask to make it clear for myself why did you do engine fire or severe damage or separation and why didn’t you do the engine failure or shutdown could you please explain? Thank you
Hi, with N1 and/or N2 showing zero, which means the compressor and/or turbine are literally not turning in the free airflow, you have a clear evidence for severe damage. If the engine didn't have damage you would see the engine windmilling, but if you got a couple hundret knots of airflow going over the engine and it is not turning it is clear there's a mechanical problem involved.
Just amazing, educative videos thanks. Do you think the rudder trim behaviour is realistic on single engine take-off. I expected a failure on take-off to need more aggressive aileron and rudder trim behaviour (more than the "4" I see on approach) until speed bugged up. We dont see you trimming rudder on take-off. Thanks, I have TPR pendulums and Boeing TCA yoke, if relevant. PMDG 7370-800. Thanks again. Alistair
Hi Alistair, 5 units of rudder trim would be the standard to be expected in the real plane so the 4 units in the PMDG actually seems quite okay to me. When proper rudder input is applied you will hardly need aileron input. Be gentle on the controls. Use as much as you need, but not more.
Can you link that PMDG checklist? doesnt look like the ones I got from them when I purchased the plane. I actually can't find the EP's at all just a Normal start checklist
Unfortunately I can not. They were included with PMDGs original 737 NGX for FSX 11 years ago. But they're still under copyright so while I can use them in this kind of videos I can not share the document itself. But as a small tip, just go ahead and screenshot them from my videos ;-)
A few times in the video you say "LNAV" is available. How do you know that without clicking it to see if it engages? by that I mean, what indications are you looking at to know that it is indeed available? Second question: are your PMDG Emergency checklists from FSX or Prepar3D? Those manuals don't seem to have been added yet in MSFS. I have a dead link to a "Tutorial 2" in my PMDG folder on my start menu in Win10.
Hello, I would like to invest in a simulator to train at home. Which one are you using in your video? Is it the most realistic one? Thank yoj very much
My practices have been far less elegant that your demonstration Emmanuel! 😂 What do you do if your GW exceeds MLAW due to fuel and payload? I notice your fuel load was quite small in this video and GW for landing only 57.9. Would you need to hold to burn off fuel until your GW is acceptable for landing?
Hi Gordon, If it's just an engine failure but otherwise the aircraft is fully airworthy - or any other failure that does not require an immediate landing - I would burn off fuel. The plane flies perfectly fine on one engine and there is no danger burning off fuel like this. If you can safely do it: Do it.
There's a specific failure designed to activate at V1, one for Vr and one for V2. Note that if you want the cut to happen after V1 I'd recommend to use the Vr or V2 failure as the V1 cut is designed to happen just prior to V1 to allow for a rejected takeoff.
That was wonderful! At this point, I'm watching your videos with awe and a little envy, as I know, me being only a simmer, I'll never approach your efficiency in the cockpit. One question: why did you recycle the Flight Directors?
very cool video =) Just a question, doesn´t it make sense to fly the EFP in case of a Go Around? i would suggest to use that one to avoid the sharp turn ...
Go Around procedures are designed to accomodate for engine out situations, therefore you can use them. If we were in a situation with flat terrain around I would have requested runway heading 3000AAL from ATC, but with the mountains in Innsbruck I judged it safest to stay on the published missed approach.
Great live stream. I really enjoyed it 👍 I know your PMDG 737 videos and tutorials are not for complete beginners....however I am an absolute beginner and it would be fantastic if in the future you could create a series of tutorials teaching from start and then progressing up to the level of your current videos 😉 Also, are you going to create/publish the modified one-pilot SOPs for simulation based on the real airline SOPs? It would be great to have them for learning and to keep things 'real'. Keep up the great work 👏👏👏
Quite enjoyed watching this, only thing I could suggest is perhaps create a keyboard shortcut so you can trim the rudder... guess what was starting at me all the time
I can highly recommend the website of fellow youtuber Blackbox711: On his website you go to airport information, enter the ICAO code and look at the bottom of the airport information box. blackbox.oneengineout.com/
How can this be classified as "pan pan"? It's an emergency and nothing else. I also wonder why you as PF would even identify the problem while between V1 and V2. From the company I flew in, and from others I've seen, its either "go" or "stop" then when 400ft AGL you call "identify failure" and thereafter go with memory items, or wait for acceleration altitude, then do the non normal checklist. Still a nice video, and I guess after all that all companies have different ways of handling a problem.
Why would you declare it as an emergency? It's an engine failure. Not a dual engine failure. We have all the performance we need and operate within the previously calculated envelope. An emergency is defined as "immediate and grave danger to the aircraft and its occupants". That's not the case here. The aircraft is performing just fine on a single engine. In some parts of the world air traffic controllers might not understand the pan call correctly, then you can of course upgrade to a mayday. If you feel it's needed you can always upgrade to a mayday at any time you feel sufficient. Regarding the second part of your post, you're right in that the PF should be flying the airplane exclusively at this point. But since in MSFS we operate in a single pilot environment I brought in the PM calls as well. In my company the PM would give a rough call of what's wrong like "Engine Failure" (without stating which engine in order not to create confirmation bias). The Captain will then either state "keep going" or "stop". Since it happened after V1 the choice was obvious.
it is a huge redundancy loss - i would call it an mayday as well - i guess the reason he is identifying the problem is that he is alone in the simulator - he did very well!
No, a simple engine failure is not a mayday. A fire would be something different, but the plane flies perfectly fine on one engine so no mayday is needed.
Because they don't give useful indications anymore in this situation. The LOC/GS in LOWI are not placed at the runway threshold, so you won't get usable indications. So just turn them off.
@@A330Driver oh right, so you don't get any wrong indications ok short final, but the flight directors are still armed so that they can show directions for LNAV/VNAV as soon as they're enabled in case of a go around. Got it. Thanks!
Always great videos and simulation! I like the cool attitude during the emergency! May I ask where can I find the SOPs and checklists you're covering during the flight? Unfortunately, PMDG is only providing a flight tutorial and an intro PDF files..
The SOP is my airlines SOP, the checklist are from the QRH PMDG delivered in 2011 with the 737NGX for FSX. For licensing reasons they can no longer provide it with the 737 for MSFS. I'm afraid neither is available in public.
I found the PAPIs to be almost invisible, that made it very hard to judge the hight. In a situation flying single engine like this, and with the PAPI showing 3 white (as far as I could see) this was definitely right to continue. In the end when getting closer it seemed a bit high, I agree, but I'd put it down under captains freedom to decide in an emergency to continue this approach.
Another fascinating video, thank you! I learned so much and will practice this but maybe not at LOWI :) You mentioned an acronym which I think is for decision making in emergencies - is it PIOSI (P is for Problem...)? I can't find it on Google. Could you please explain what this means and how to use it?
Thank you very much it was a pleasure:) Where we can find the QRH you are using or any manuals for pmdg 737-700? The documents delivered with a plane are not enough.
@@A330Driver ok thank's i typed some 737-700 NG manual etc phrases and have found, some of them have 400 pages, some even 1000+ :) It should be enough for more immersion and understnding all the systems:)
hello every one i am having a issue with downloading PMDG Operations Center off there website after i and to reinstall windows11 i have tried other web browsers and not able to download this software anyone one have any ideas i can try , just to add i never had any problems with downloading this software before. thank you for the help.
The AP has no control over the rudder in the 737. Only exception is the fail operational autoland package, which makes it possible for the AP to use the rudder during rollout guidance.
amazing video! I wanted to know where I can get the FCOM document you showed in the video! I purchased the Boeing from PMDG but I couldn't find this document in the aircraft's root folder! thanks!!!
Did anyone have a not so pleasant experience dealing with X-Plane 11 forum? It seems that if you post a question in the wrong area you get a curt message that you should not do that. Also, I have found out that some of the members are a bit curt and a bit abrupt in their answers and they make you feel small. I don't know what is with these people? Is it that some of them have a problem and feel superior? Not very pleased with some of these folks. It must be the military in them.
That happens in many forums, you don't get an answer to your questions but long paragraphs about you posted in the wrong topic group or wrong forum or not behaving in the proper way, etc
I hope you enjoyed this stream! Please leave your feedback in the comment section below!
Really appreciate this, very interesting! Two things:
1. I know the difference between pan-pan and mayday, but watching VASAviation etc I've noticed that it's pretty common for the pilot to say something like "we need to declare an emergency at this point, we have a problem with xxxxx". Is that a mayday or what?
2. Perhaps you should point out that on most online services like VATSIM you are not allowed to simulate a failure like this without clearing it with the ATC first. The flight sim community gets a lot of new members now and hopefully many of them are watching your channel and get inspired to do this themselves so the controllers are in for a blast 😃
Oh, and what is the "automatic return" feature you mentioned during descent checklist? In other addons like the CRJ you always have the origin airport elevation dialed in at first in case you need to return, but apparently that's not needed in the 737 then?
@@andershogqvist Hi Anders,
1) "we need to declare an emergency" is a mayday. Indeed it's pretty common to hear that, but it's not standard phraseology and especially in non normal situations you should absolutely use it. If you have a controller whose english is not the best (happens more often than you think) phrases like this can only lead to confusion.
2) You are allowed to start your emergency without controller permission, but the controller might tell you to disconnect from the network in the aftermath. I agree though; I should probably have added thart part to my video. Will do on the next one!
@@andershogqvist Correct, the 737 will automatically descend the cabin back to the departure field elevation if the FLT ALT has not been reached yet. It will illuminate the OFF SCHED DESCEND light when that happens.
Captain quick question. During non-normall checklist for the approach min 39:16 there was an item in the list said to turn left pack switch auto, even if it is the affected engine do you still do that? I've got no type rating on the aircraft that's why I am asking.
From a guy doing his type rating now, I can not emphasize how valuable is content like this to increase airmanship during emergencies, the way you managed the situation is truly brilliant! Thanks for sharing!!!
From 24:16 I started howling. The imitations of the flight crew were 😂😂😂😩😩😩😭😭😭😭😭
💁♀️💅
haha the flight attendant female voice was gold. Incredible quality of content, thank you so much.
From a 700 hr Coml IFR pilot: I greatly appreciate the calm, professional superb airmanship demonstrated in this very challenging situation but if were me with the ability to safely clear the highest mountain tops in one engine inop mode...I would have diverted to Munich, about 75 NM distance, 1,000 lower elevation, two 12,000 ft runways v 6500 ft Innsbruck, with no rising terrain issues.
I would agree if Munich had similar weather conditions. But the presence of CB's in both Salzburg and Munich suggested that the weather in the general area north of the alps was quite worse than at LOWI. So now it was weather against terrain. The terrain is something I can control, I landed at LOWI (in the sim) very often already. If I was unfamiliar with the airport I might have decided differently. And I would even understand if another pilot would make a different choice.
As always: There's more than one road to Rome.
Spot on Daniel.
Utmost professionalism from the pilot and the controller. This is insanely cool to see how to handle this situation if it were to happen irl
23:54 impressed by the imitation of the cabin crew
Haha, love your female voice this made my day. Very professional handled, and the austrian controllers are awesome as always, good demonstration.
I was rolling on the floor bro didn’t expect that 😂😂😂😂😂😩😭😭😩😭😩😭😭😭😂
too funny lol!
"As you've noticed, we've had a minor technical malfunction"
PAX on the left side be like: Well yeah, we lost one of our engines
Pax will hardly be able to see it unless it burned visibly. The winds will normally keep the fans rotating unless there's severe damage.
@@A330Driver But wouldn't the pax sitting near the left engine hear the engine spinning down (or just absence of engine noise from engine no 1) when the fuel cutoff switch or fire push button is pushed?
Either way, no reason to create any sort of sense of panic, and I can think of a bunch more failures that would be much more detrimental to the safety of the flight 😅
I fly for the same Airline like you did and I watch this video before every recurrent simulator traning 😂 It is still up to date
Yeah , hard rudder to the side of the ' good engine ' makes a great difference. Now the acft is controllable. I 'ts not 'banking ' but yawing...
Anyway , great video , learnt a lot. Now time to practice.
Super awesome this was done on VATSIM. Nice work all!
Thank you so much!
Outstanding stream. Really enjoyed. Some really tough decision making there 20:13
love the purser feedback voice lol. Great job.
Love the video, and the crew voice skills 😂 great work
😂😂😅
Thank you very much for your time making this great video, fantastic job! When you get time could you please make one which combines engine failure with decompression on ETOPs sector. Once again thank your time
I really enjoyed this stream and I learned a lot of the EOSID procedure in particular and I want to thank you for that.
I was testing an engine failure scenario (V1 engine cut) today at LOWS RWY 15 (tailored EOSID procedure used by airliner I work for) with the latest build of the 738 PMDG.
But at a certain point during the one engine inop scenario after takeoff when using HDG SEL to follow the EOSID, with CMD A engaged, the aicraft keeps turning and doesn't heading off on the selected heading. I may assume that this is not normal behavior of the HDG SEL mode that keeps turning.
Dude, i am first officer on B-738 (AFL). That was really professional video that showed your class as a pilot ! Really enjoy watching this video! Decision making , calmness (no rush), even though you flew it all alone , cooperation with ATC. But, if i were you i would try to engage AP as soon possible above 400 ft ,especially surrounded by mountains ). Yesterday i was training in UDYZ ( Erevan ) airport and also found out some minor problem with holding feature on this airplane. Another thing which stands out is that thrust response for engaging LVL CHG or ALT ACQ isnt as responsive as on the real one in my opinion. Second route should be a mandatory option i think . The possibility of checking individual light by clicking on it would be cool ( add some immersive feeling ) . Overall - great plane !
Спасибо!
In my company it is SOP not to engage the AP until the flaps are retracted and MCT is set during engine out events.
You're right, holding and LVL CHG are not quite perfect yet. The A/T is due for reworks for a later update, so is LNAV and Linedrawing.
I also agree on RTE2 and the ability to click the individual lights would be great as well (especially on the crossfeed valve indicator light...).
I've suggested all of that to PMDG already, not sure what they'll make out of it though.
Whats the point of delaying AP engagement for that long ? Also , forgot to mension that stab trim wheel doesn’t move in flight although i can hear the sound of it . On the ground everything works fine ) .
@@skyfly737 More precise airplane control. We've made some bad experience with the AP at low levels and sudden turns and we want to avoid that happening again. Especially in an engine out case.
I think you handled that far to easily. Next time fail the generator on the good engine and throw in a stuck flap actuator and do it at night time in cloud with a wet runway and tail wind approach 👍😆
So basically the "I want you to fail" option from that simcheck from hell? :D
Quick question .. shouldn't there be no memory itmes given it is an enigne failure and not an engine fire / severe damage ? I thought you should reach your MSA and then do your Non Normal Chekclist.
Amazing video btw, love the professionalism !!
Thank you so much for this amazing stream!
Hey where do I get those pmdg non normal checklists and great video!!!
Good stuff !! the holding was inverted I guess... The inbound crs is 225 as published while the A/C was doing it otbnd at entry .
It flew a parallel entry, so it was normal that it initially flew the course the other way round.
@@A330Driver Thank you for your reply , I was expecting a tear drop !! Keep up the good work !!
scaryy!!! 1500 fpm on final with one engine out
great video , i do fly the 737 for several years but without faillures.Vieuwing your video a couple of times , take notes and try to fly the take off with an engine faillure.
So far , so good , the engine is rolling back on Vr but the aircraft is banking ( firm ) to the left . difficult to control ( left eng affected).
what can i do to avoid the banking , in your video the acft stays almost level at any time while the right engine is at 97% N1...
Thanks for any reaction.
Bravo! A ton of work and irl it must be even more strenuous. Having you as the pilot in one of my travels I would know I’m in the hands of a well trained and experienced pilot. Thanks for sharing! Tschüss!
I really enjoyed this one! Very well done!
Would it be acceptable to open the fuel crossflow at this point if you're expecting to be in the air for a bit? Assuming engine #1 is inoperable the fuel imbalance would quickly become severe, no?
Yes, absolutely. Don't I do exactly that later during the flight?
Really liked your video, its a work well done both in terms of production and also flying the aircraft.
Why when choosing airport are you taking into account maintenance team, company facilities to accommodate passengers? The important factors are the weather, ease of approach, ease of go around, runway length.
And also why Pam Pam with engine failure? Only +2 engine aircraft could call Pam Pam with one engine failure like A340, etc. I believe.
Incredible job, I felt like I was in training again.
Excellent stuff. You certainly don't make things easy for yourself sir, engine out procedure and an approach/landing at arguably one of the most difficult airports in Europe to land at haha!
If we do it, we got to do it right, no? 😂
- with own realistic voices for flight attendants and all :D
Gee. The flight crew sounds awfully familiar 🥸 The pedals were noticeably depressed to the right too! Incidentally, halfway thru your vid, I’ve experienced five commercials…that is the most I’ve ever been interrupted by commercials here. I’m sure there’ll be more-a-comin’ 😂. Needless to say, thanks again for sour excellent info. Tschüss!
Geez, really? I've set all my videos only to show commercials at the beginning and end in order not to interrupt the experience... maybe youtube went haywire once again and tries to achieve some numbers for the stakeholders... sorry.
@@A330Driver no problem….anyway that’s what I was thinking. The next half was even more commercials! Drove uhm flew me nutso 😆
Outstanding video! Curious about left turns into the inop engine... is that a concern in the Boeing 737NG?
It's no problem whatsoever. Infact I'm not aware of ANY plane that would actually have such issues.
Did you reach V2 ? Because couldn't you have stop on the runway before take off ?
V1 is the speed after which you must no longer stop, not V2. You can hear the airplane calling out V1 before the failure happens.
Great video. Enjoyed watching a V1 cut at a challenging airport. Nicely done!
I tried a couple of V1 cuts at a local airport (KHUT) after I got B737NG for MSFS. While not typed in the Boeing, I am typed in the several business jets and was a FAA TCE in the Learjets. I have familiarity with teaching V1 cuts. I had a lot of trouble maintaining heading and keeping the skid/slip indicator centered (yes, I am aware that the B737NG FCTM calls for centered control wheel with a half displacement on the skid indicator), but still could not keep heading or maintain the extended runway centerline track with full rudder (I have a set of professional FlightLink rudder pedals).
I submitted a trouble ticket with PMDG about not having enough rudder. Their reply is that this is a limitation in the MSFS flight dynamics model. It's known issue with the way that Asobo modeled the rudder that causes continuous deceleration if full rudder is applied. In testing, some attempts at a V1 cut never got off the runway. PMDG had to implement a work-around that limits the amount of rudder available. PMDG is discussing this matter with Asobo to see what can be done in the future to address the problem.
I hope they get this fixed. I'm looking forward to trying PMDG B737NG with the new on-line Performance OPT: www.virtualperformancetool.com/
Indeed the rudder should be even more effective, however as you can see in the video it already is possible to maintain the centreline with the current flight model
@@A330Driver I didn’t have as much luck! 😉. If I was right at V2 on the climb and airborne, it yawed off to the failed engine. Extra speed helped, say V2+10 to 20. It wasn’t until you got airborne that the yaw really developed.
Would you still want that the No1 ignitor ticking away or should you have switched that off?
Keep it in CONT, with the Fuel turned OFF to the engine the ignition will automatically shut down. However the engines EEC will continue to run, preventing nuisance master cautions due to secondary failures if the EEC would shut down.
Always appreciate for professional tutorials ! Thanks for sharing
Where can I download this checklist? I've been looking everywhere.
Thanks for all your hard work for us man
wow that was excellent. I think it is awesome how at no time to get you get behind the aircraft. And that flare.. that was excellent.
Outstanding 👍
Can I just ask to make it clear for myself why did you do engine fire or severe damage or separation and why didn’t you do the engine failure or shutdown could you please explain? Thank you
Hi, with N1 and/or N2 showing zero, which means the compressor and/or turbine are literally not turning in the free airflow, you have a clear evidence for severe damage. If the engine didn't have damage you would see the engine windmilling, but if you got a couple hundret knots of airflow going over the engine and it is not turning it is clear there's a mechanical problem involved.
@@A330Driver appreciate your answer it’s clear now thank you.
Why pmdg 737 series not for x plane ?? Would love to fly pmdg on xp12
Just amazing, educative videos thanks. Do you think the rudder trim behaviour is realistic on single engine take-off. I expected a failure on take-off to need more aggressive aileron and rudder trim behaviour (more than the "4" I see on approach) until speed bugged up. We dont see you trimming rudder on take-off. Thanks, I have TPR pendulums and Boeing TCA yoke, if relevant. PMDG 7370-800. Thanks again. Alistair
Hi Alistair, 5 units of rudder trim would be the standard to be expected in the real plane so the 4 units in the PMDG actually seems quite okay to me.
When proper rudder input is applied you will hardly need aileron input. Be gentle on the controls. Use as much as you need, but not more.
@@A330Driver many thanks. Can you also explain how you entered the engine out SID. I believed there was a copy route option, but cant find it. Thanks
@@A330Driver Hi Emmanuel, still interested in answer to engine out SID entry. Thanks Alistair
Excellent!
Can you link that PMDG checklist? doesnt look like the ones I got from them when I purchased the plane. I actually can't find the EP's at all just a Normal start checklist
Those procedures are company specific. You might want to check for the 737 QRH
Unfortunately I can not. They were included with PMDGs original 737 NGX for FSX 11 years ago. But they're still under copyright so while I can use them in this kind of videos I can not share the document itself.
But as a small tip, just go ahead and screenshot them from my videos ;-)
A few times in the video you say "LNAV" is available. How do you know that without clicking it to see if it engages? by that I mean, what indications are you looking at to know that it is indeed available? Second question: are your PMDG Emergency checklists from FSX or Prepar3D? Those manuals don't seem to have been added yet in MSFS. I have a dead link to a "Tutorial 2" in my PMDG folder on my start menu in Win10.
Check that a proper LNAV line is drawn. If the magenta line makes sense then LNAV is available.
The manuals are from the FSX version.
@@A330Driver Oh, ok, that makes sense, thank you for your reply! I have the FSX version on a hard drive somewhere, so I'll dig out the manuals!
You broke my Austrian paint! :)
I bought it back in mostly one piece though :D
Auto throttle is unavailable,but how cmd is?
Thanks
Thank you so much! I'm glad you enjoy the vid!
Hello,
I would like to invest in a simulator to train at home. Which one are you using in your video? Is it the most realistic one?
Thank yoj very much
I might have missed it, did you continue the landing with the fuel cross feeding to balance the tanks?
Yes I did
My practices have been far less elegant that your demonstration Emmanuel! 😂 What do you do if your GW exceeds MLAW due to fuel and payload? I notice your fuel load was quite small in this video and GW for landing only 57.9. Would you need to hold to burn off fuel until your GW is acceptable for landing?
Hi Gordon,
If it's just an engine failure but otherwise the aircraft is fully airworthy - or any other failure that does not require an immediate landing - I would burn off fuel.
The plane flies perfectly fine on one engine and there is no danger burning off fuel like this. If you can safely do it: Do it.
Do you always load an engine out procedure prior to departure?
Yes
Where did the checklist come from? I have the 737 but I did not see any checklist with it.
It's from the PMDG 737 NGX for FSX. It's no longer delivered with the MSFS version I'm afraid.
How did you arm the failure perfectly to become active right after V1?
There's a specific failure designed to activate at V1, one for Vr and one for V2.
Note that if you want the cut to happen after V1 I'd recommend to use the Vr or V2 failure as the V1 cut is designed to happen just prior to V1 to allow for a rejected takeoff.
Always happy landing Captain ! 🙂
That was wonderful! At this point, I'm watching your videos with awe and a little envy, as I know, me being only a simmer, I'll never approach your efficiency in the cockpit. One question: why did you recycle the Flight Directors?
They didn’t provide useful information since the approach in LOWI is offset. So get rid of them when they don’t help you.
very cool video =) Just a question, doesn´t it make sense to fly the EFP in case of a Go Around? i would suggest to use that one to avoid the sharp turn ...
Go Around procedures are designed to accomodate for engine out situations, therefore you can use them.
If we were in a situation with flat terrain around I would have requested runway heading 3000AAL from ATC, but with the mountains in Innsbruck I judged it safest to stay on the published missed approach.
@@A330Driver thanks for the answer - interesting how every airline does it different :) thanks for the explanation
amazing video - very well done! :)
Great live stream. I really enjoyed it 👍 I know your PMDG 737 videos and tutorials are not for complete beginners....however I am an absolute beginner and it would be fantastic if in the future you could create a series of tutorials teaching from start and then progressing up to the level of your current videos 😉 Also, are you going to create/publish the modified one-pilot SOPs for simulation based on the real airline SOPs? It would be great to have them for learning and to keep things 'real'. Keep up the great work 👏👏👏
Flightdeck2sim. 737 is a 737
@@a.nelprober4971 thanks for your reply....but I am not really sure what does it mean, sorry.
@@danieleseveri2056 watch flightdeck2sims old tutorials (fsx) on youtube. Same SOP as well
I agree, flightdeck2sim did some great beginner tutorials and he's even a real 737 instructor!
@@a.nelprober4971 thanks 👍
Excellent work in the sim.
Do you have FSUIPC7 installed?, I’m getting regular CTD on every flight with the 737-700 & starting to suspect it may be the culprit.
I found FSUIPC to be problematic (and useless) in MSFS as well and deleted it long ago.
@@A330Driver thanks for the reply, appreciated, it’s getting deleted!!.
Quite enjoyed watching this, only thing I could suggest is perhaps create a keyboard shortcut so you can trim the rudder... guess what was starting at me all the time
I cannot find this QRH anywhere in the documentation, how does one obtain this QRH?
Thank you for the vidoes!
I could not find any checklists in the documentation too..
It's of an older PMDG 737 product. The MSFS version does not contain a QRH anymore as far as I know.
@@A330Driver should call it PDG instead of PMDG now i guess lol
@@TurboLerssi thanks I found it :D
I fly the B737-700 by PMDG on MSFS and for some reason the Parking Break doesn’t work and it doesn’t allow to set the parking break. Any ideas on why?
Hold your brakes to set and release the park break
With an engine failure in a twin engine like a B737 i would have declared an emergency rather than a pan pan
If one engine fails in this situation, is one of the pilots thoughts "please dont leave me alone engine 2"?🤣
Not really, our engines are reliable enough that we rather deal with the imminent problems.
As sim pilots: where can we get reasonable engine out sids ? Any good sources? Thanks !
I can highly recommend the website of fellow youtuber Blackbox711:
On his website you go to airport information, enter the ICAO code and look at the bottom of the airport information box.
blackbox.oneengineout.com/
Good job Thank you from Algeria !
Very interesting video, thank you very much.
Excellent job,Captain. Please make a video of air speed unreliable if possible, thanks a lot
Unfortunately there is currently no way to simulate an airspeed unreliable condition in MSFS; otherwise I'd LOVE to do it!
excllant captain , Really enjoyed
How can this be classified as "pan pan"? It's an emergency and nothing else.
I also wonder why you as PF would even identify the problem while between V1 and V2. From the company I flew in, and from others I've seen, its either "go" or "stop" then when 400ft AGL you call "identify failure" and thereafter go with memory items, or wait for acceleration altitude, then do the non normal checklist.
Still a nice video, and I guess after all that all companies have different ways of handling a problem.
Why would you declare it as an emergency? It's an engine failure. Not a dual engine failure. We have all the performance we need and operate within the previously calculated envelope.
An emergency is defined as "immediate and grave danger to the aircraft and its occupants". That's not the case here. The aircraft is performing just fine on a single engine.
In some parts of the world air traffic controllers might not understand the pan call correctly, then you can of course upgrade to a mayday. If you feel it's needed you can always upgrade to a mayday at any time you feel sufficient.
Regarding the second part of your post, you're right in that the PF should be flying the airplane exclusively at this point. But since in MSFS we operate in a single pilot environment I brought in the PM calls as well. In my company the PM would give a rough call of what's wrong like "Engine Failure" (without stating which engine in order not to create confirmation bias). The Captain will then either state "keep going" or "stop". Since it happened after V1 the choice was obvious.
it is a huge redundancy loss - i would call it an mayday as well - i guess the reason he is identifying the problem is that he is alone in the simulator - he did very well!
Would that not be a mayday mayday mayday rather than pan pan pan?
No, a simple engine failure is not a mayday. A fire would be something different, but the plane flies perfectly fine on one engine so no mayday is needed.
Where is the FD after recycling?
Gone, that's the sense of recycling it ;-)
What does recycling the flight directors do? Why do you need to do it on final?
Because they don't give useful indications anymore in this situation. The LOC/GS in LOWI are not placed at the runway threshold, so you won't get usable indications. So just turn them off.
@@A330Driver oh right, so you don't get any wrong indications ok short final, but the flight directors are still armed so that they can show directions for LNAV/VNAV as soon as they're enabled in case of a go around. Got it. Thanks!
Where did you obtain those pdf checklist you use in your videos.
I kept them from my original FSX PMDG 737NGX installation.
Nice job 👍
Hello. What’s your performance components pc? Want to buy one to play this game. Thank you
Hi Sorin, see the video description for my system specs.
@@A330Driver 64GB RAM ???? That probably cost more than 3000$ lol!!! 😂😂
This is excellent
Always great videos and simulation! I like the cool attitude during the emergency! May I ask where can I find the SOPs and checklists you're covering during the flight? Unfortunately, PMDG is only providing a flight tutorial and an intro PDF files..
The SOP is my airlines SOP, the checklist are from the QRH PMDG delivered in 2011 with the 737NGX for FSX. For licensing reasons they can no longer provide it with the 737 for MSFS.
I'm afraid neither is available in public.
Cool video, very interesting and informative. Is the engine failure scenario selectable in the PMDG software or were you failing the engine manually?
A variety of engine issues are selectable in the PMDG menus, this one inclusive.
Excellent, thank you!
Kinda insane that you can fly comfortabely with 1 engine. shows how far technology has come
Outstanding very professional……
500ft stabilized?
I found the PAPIs to be almost invisible, that made it very hard to judge the hight. In a situation flying single engine like this, and with the PAPI showing 3 white (as far as I could see) this was definitely right to continue.
In the end when getting closer it seemed a bit high, I agree, but I'd put it down under captains freedom to decide in an emergency to continue this approach.
Another fascinating video, thank you! I learned so much and will practice this but maybe not at LOWI :) You mentioned an acronym which I think is for decision making in emergencies - is it PIOSI (P is for Problem...)? I can't find it on Google. Could you please explain what this means and how to use it?
I just discovered your channel and i love it. We really live the adventure with you. Want to do the same one day. Thanks a lot.
How realistic!!
Amazing live stream. By the way why did you multiply the landing distance by 1.3?
That's a safety margin we add as per my airline.
@@A330Driver Thanks !👍
Thank you very much it was a pleasure:) Where we can find the QRH you are using or any manuals for pmdg 737-700? The documents delivered with a plane are not enough.
It was included with the PMDG 737 NGX for FSX ten years ago. They no longer include it with the product.
@@A330Driver ok thank's i typed some 737-700 NG manual etc phrases and have found, some of them have 400 pages, some even 1000+ :) It should be enough for more immersion and understnding all the systems:)
Great video! Where can I find this OPT for performance? Thanks
Virtualperformancetool.com
Good stuff ….but on one engine why not divert to somewhere else where the threats are less ?
I asked for the weather at other airports, they had much worse weather conditions, so Innsbruck was out best option.
hello every one i am having a issue with downloading PMDG Operations Center off there website after i and to reinstall windows11 i have tried other web browsers and not able to download this software anyone one have any ideas i can try , just to add i never had any problems with downloading this software before. thank you for the help.
Amazing
When you engage the AP in this situation, does it automatically trim your rudder?
The AP has no control over the rudder in the 737.
Only exception is the fail operational autoland package, which makes it possible for the AP to use the rudder during rollout guidance.
amazing video! I wanted to know where I can get the FCOM document you showed in the video! I purchased the Boeing from PMDG but I couldn't find this document in the aircraft's root folder! thanks!!!
It’s a QRH, not an FCOM. Just Google for it and you’ll find one.
lol doesnt seem very real as the engine N1 quickly became zero.
What do you think should happen in case of a severe damage? It’s a mechanical failure, of course it’ll quickly stop rotating.
Did anyone have a not so pleasant experience dealing with X-Plane 11 forum? It seems that if you post a question in the wrong area you get a curt message that you should not do that. Also, I have found out that some of the members are a bit curt and a bit abrupt in their answers and they make you feel small. I don't know what is with these people?
Is it that some of them have a problem and feel superior? Not very pleased with some of these folks. It must be the military in them.
I never used X plane so I can't comment, sorry.
That happens in many forums, you don't get an answer to your questions but long paragraphs about you posted in the wrong topic group or wrong forum or not behaving in the proper way, etc
👍👍👏