I've been trying to work up the nerve to try failures. I think after flying the 737 for a year now, I really should work on this skill set. Thanks again for another inspirational video.
You should definitely give it a try! Start with something easy like a window overheat to get comfortable with the way how to read the QRH. Then work your way up into something like this.
unrelated but i was able to get my tobii working great. i ended up unbinding, then rebinding and still had the screwed up camera. restarted the sim and it worked well. this is regarding your tobii video but as i was watching this, i remembered i didnt thank you on that vid, so thank you sir, for all your help and work on these excellent videos!
Thanks Emanuel, for this interesting and always very professional video. Have you covered in any of your videos allready the inflight engine restart procedure? Single or two engine, using wind milling or other potential scenarios? Would be great to see.
Great video, I really enjoy these non-normal situations you are covering on your channel. I got 2 questions, first one is: After an engine fire, when flying through visible moisture and the temperature is below 10 degrees, would you switch on engine anti-ice? And if so, would you switch it on for both engines or only on the operative engine? Second question: When switching to APU power, you only put the left side on the bus and leave the other generator on the engine. Why is that? Great video once again!
Hi, 1) use engine anti ice on the operating engine only. It will not work on the dead engine. 2) Imagine you're on APU power entirely and the APU fails. You have two sources of power available to you, so use them. Why would you not use the engine generator of the live engine?
Hi Cpt! Thx for the great contents! May i ask you in the next video related to engine failure to talk about rudder and rudder trim, when to use and neutralize during engine failure and during one engine approach. Thanks!
Hi, the reason I did not mention it in this video is because MSFS just doesn't get it right. The rudder simulation is messed over. I could tell you how to do it in the real plane, but that would not really get you anywhere in MSFS.
Thanks Captain. I live next to DFW where we have snow and icing conditions. Can you make a video of the use of the anti-ice on the engines and wings and also if PMDG simulates the adverse affects of ice if you don’t use it?
I can't give you any written reference because that's all in my company docs which I can not share for obvious reasons. The reason why we do it this way is explained in the video, my apologies for not being able to give you a timestamp right now, I'm not in front of my computer right now.
This single engine failure scenario remind me of the incident of 'Sriwijaya Air Flight 182' which had a stuck throttle control causing asymmetric thrust resulting in extreme bank angle. What are the differentiating factors in which single engine failure will not result in same problem? My thought is that in this single engine scenario, the auto-throttle is disabled and the working engine thrust is set to lower power so autopilot is able to compensate for the asymmetric thrust. But what if we throw in a mix of high cross wind (nearby thunder storm) from the failed engine side?
Takeoff data is calculated so that you have enough thrust to safely climb out, but also enough control surface effectiveness. Search for "minimum control speed air" if you're interested in the topic. Vmca will ensure you have enough control strength available to steer the plane in the event of an engine failure. V2 will always be greater than Vmca, thus you will be able to control the plane.
Apologies if you have already covered this but for the AUTO start switches mode, what circumstances do they actually come on automatically and what times do you need to still turn them to CONT or FLIGHT?
Is there a reason max continuous thrust isn’t set right after you start to lose an engine? Is that just so you can better analyze the situation before doing so or is there more to it?
Creating further moment of yaw thereby degrading climb performance and increasing manual control input workloads to reach Minimum Safe Altitude, giving time and safe altitude to complete checklists, communicate with crew, potentially passengers and ATC to organise any services if necessary for emergency response???
@@zoe..d Couldn’t rudder counteract this? I’m not saying you’re wrong by any means, I’m just genuinely curious as to how that works since you would want to get away from the ground as quick as possible. I’m just an amateur sim pilot.
@@ifirekirby7498 sure! Notice how this example was done in mild conditions, imagine you have a fire on engine 1 and strong wind coming from the right. MCT creates stronger yaw/roll to the left aided by strong wind. Dangerous close to the ground. Last thing is adding the pressure of requiring even bigger or full deflection on a control surface to maintain a heading. But hey, I'm just like you, a desktop flyer myself. Be super interested if he follows this up in adverse conditions :) Have fun and try it out, see how hard it is!!!
@@zoe..d True, I think since I don’t usually try emergencies in MFS it’s kinda hard for me to comprehend how much you’re fighting for control if you had an engine go out on you, so that makes sense. I’ll give it a go once I can get back on my PC!
Takeoff speeds are amongst others calculated for the minimum control speed. The higher your thrust setting is, the higher the minimum control speed becomes (more air flows over your rudder, thus it gets more effective). Therefore we keep takeoff thrust, which is calculated to allow for obstacle clearance in the event of an engine failure), until the Flaps are retracted and we then can go safely to MCT.
Of course I have the latest version from Boeing since we use that in real life. I can't share that however due to copyright reasons. The latest QRH is a couple months old right now I believe. Don't have the exact date in my mind.
I'm not a professional pilot, just an enthusiast but I've always heard that if there is a catastrophic failure in the plane's engine, you can't make the turn to the side of the failed engine that there is a certain logic, after all the plane tends to turn to the side engine problem due to power imbalance, resulting in a stall, does this only apply to small twin-engine planes? Or for airliners too?
@@A330Driver It is probably some procedure of the local legislation here in my country then, but there is logic in the thought. Another question, the rudder imbalance, when you turn on the autopilot, it does it automatically the rudder trim, right?
@@juniorpasini9137Hi, yes you’re right. I’ve flown the piper seneca v and we had a saying called “raise the dead” which meant to bank towards the good engine by 3-5 degrees to increase flight performance. Also it was highly recommended to make all turns towards the side with the good engine as well since it helps optimize flight performance with a single engine in a turn
Hi, use the join button on the main channel page or the one above any video. Sometimes the TH-cam app is a little buggy, I'd recommend using the desktop version instead to join.
When ASOBO / PMDG make shared cockpits in MSFS a possibility, you are going to have some very lucky co-pilots on vatsim! Good way to raise money for charity? 30 min flight with 737NG Driver = X € to designated good cause??? (Was getting nervous about that level change below MSA :)) Thanks again for more quality education!!!
![🔴 ฟุตบอลแชมป์กีฬา 7HD แชมเปียน คัพ 2024 [รอบ 8 ทีมสุดท้าย] - ช่วงบ่าย](http://i.ytimg.com/vi/M0S_ReCIkxg/mqdefault.jpg)
I've been trying to work up the nerve to try failures. I think after flying the 737 for a year now, I really should work on this skill set. Thanks again for another inspirational video.
I’ve never flown the PMDG line ups with failures on but I may start to now! Great video!!!
You should definitely give it a try! Start with something easy like a window overheat to get comfortable with the way how to read the QRH. Then work your way up into something like this.
Thanks for the clear video on "NNC Engine fire on the ground"!
You are welcome!
unrelated but i was able to get my tobii working great. i ended up unbinding, then rebinding and still had the screwed up camera. restarted the sim and it worked well. this is regarding your tobii video but as i was watching this, i remembered i didnt thank you on that vid, so thank you sir, for all your help and work on these excellent videos!
Thanks Emanuel, for this interesting and always very professional video. Have you covered in any of your videos allready the inflight engine restart procedure? Single or two engine, using wind milling or other potential scenarios? Would be great to see.
I've demonstrated it in the engine failure demo in Innsbruck, but that was a demo of how we'd do things and not a tutorial.
TNX Capt❤
Awesome 😎 plz do a video later on SE go around with 737 💪🏻
Great video, I really enjoy these non-normal situations you are covering on your channel. I got 2 questions, first one is: After an engine fire, when flying through visible moisture and the temperature is below 10 degrees, would you switch on engine anti-ice? And if so, would you switch it on for both engines or only on the operative engine? Second question: When switching to APU power, you only put the left side on the bus and leave the other generator on the engine. Why is that? Great video once again!
Hi,
1) use engine anti ice on the operating engine only. It will not work on the dead engine.
2) Imagine you're on APU power entirely and the APU fails. You have two sources of power available to you, so use them. Why would you not use the engine generator of the live engine?
@@A330Driver Thank you very much for your answer!
Hi Cpt! Thx for the great contents!
May i ask you in the next video related to engine failure to talk about rudder and rudder trim, when to use and neutralize during engine failure and during one engine approach.
Thanks!
Hi,
the reason I did not mention it in this video is because MSFS just doesn't get it right. The rudder simulation is messed over. I could tell you how to do it in the real plane, but that would not really get you anywhere in MSFS.
Thank you very much
Simple: Put on a parachute. Glancingly look at the rest of your crew, clearly sigh and utter the phrase "Aight, Imma head out".
😂😂😂
This was a good one.❤
Nice! 🔥🔥🔥
Thanks Captain. I live next to DFW where we have snow and icing conditions. Can you make a video of the use of the anti-ice on the engines and wings and also if PMDG simulates the adverse affects of ice if you don’t use it?
Hi, that's covered in the Winter Ops tutorials. I might do a seperate video on the topic later, but it's certainly covered in those.
How can we install that awesome yoke Checklist from Ryanair 737NG?
Great tutorial mate. One question: any refer to Eng Start switch its remain on CON over the engine affect by fault?
I can't give you any written reference because that's all in my company docs which I can not share for obvious reasons.
The reason why we do it this way is explained in the video, my apologies for not being able to give you a timestamp right now, I'm not in front of my computer right now.
Where does he get the FCOM from PMDG?
This single engine failure scenario remind me of the incident of 'Sriwijaya Air Flight 182' which had a stuck throttle control causing asymmetric thrust resulting in extreme bank angle. What are the differentiating factors in which single engine failure will not result in same problem? My thought is that in this single engine scenario, the auto-throttle is disabled and the working engine thrust is set to lower power so autopilot is able to compensate for the asymmetric thrust. But what if we throw in a mix of high cross wind (nearby thunder storm) from the failed engine side?
Takeoff data is calculated so that you have enough thrust to safely climb out, but also enough control surface effectiveness. Search for "minimum control speed air" if you're interested in the topic. Vmca will ensure you have enough control strength available to steer the plane in the event of an engine failure. V2 will always be greater than Vmca, thus you will be able to control the plane.
Apologies if you have already covered this but for the AUTO start switches mode, what circumstances do they actually come on automatically and what times do you need to still turn them to CONT or FLIGHT?
Is there a reason max continuous thrust isn’t set right after you start to lose an engine? Is that just so you can better analyze the situation before doing so or is there more to it?
Creating further moment of yaw thereby degrading climb performance and increasing manual control input workloads to reach Minimum Safe Altitude, giving time and safe altitude to complete checklists, communicate with crew, potentially passengers and ATC to organise any services if necessary for emergency response???
@@zoe..d Couldn’t rudder counteract this? I’m not saying you’re wrong by any means, I’m just genuinely curious as to how that works since you would want to get away from the ground as quick as possible. I’m just an amateur sim pilot.
@@ifirekirby7498 sure! Notice how this example was done in mild conditions, imagine you have a fire on engine 1 and strong wind coming from the right. MCT creates stronger yaw/roll to the left aided by strong wind. Dangerous close to the ground. Last thing is adding the pressure of requiring even bigger or full deflection on a control surface to maintain a heading.
But hey, I'm just like you, a desktop flyer myself. Be super interested if he follows this up in adverse conditions :)
Have fun and try it out, see how hard it is!!!
@@zoe..d True, I think since I don’t usually try emergencies in MFS it’s kinda hard for me to comprehend how much you’re fighting for control if you had an engine go out on you, so that makes sense. I’ll give it a go once I can get back on my PC!
Takeoff speeds are amongst others calculated for the minimum control speed. The higher your thrust setting is, the higher the minimum control speed becomes (more air flows over your rudder, thus it gets more effective).
Therefore we keep takeoff thrust, which is calculated to allow for obstacle clearance in the event of an engine failure), until the Flaps are retracted and we then can go safely to MCT.
Do you have a PDF of the QRH that is newer than the one last updated in September 2014? Have there been any major changes in the QRH since then?
Of course I have the latest version from Boeing since we use that in real life.
I can't share that however due to copyright reasons. The latest QRH is a couple months old right now I believe. Don't have the exact date in my mind.
I'm not a professional pilot, just an enthusiast but I've always heard that if there is a catastrophic failure in the plane's engine, you can't make the turn to the side of the failed engine that there is a certain logic, after all the plane tends to turn to the side engine problem due to power imbalance, resulting in a stall, does this only apply to small twin-engine planes? Or for airliners too?
This didn't apply to any plane I've ever flown. Not to the small twin engine props and certainly not to the 737.
@@A330Driver It is probably some procedure of the local legislation here in my country then, but there is logic in the thought. Another question, the rudder imbalance, when you turn on the autopilot, it does it automatically the rudder trim, right?
@@juniorpasini9137Hi, yes you’re right. I’ve flown the piper seneca v and we had a saying called “raise the dead” which meant to bank towards the good engine by 3-5 degrees to increase flight performance. Also it was highly recommended to make all turns towards the side with the good engine as well since it helps optimize flight performance with a single engine in a turn
@@driftz8429 Thank you!
Hi Em, I keep getting an IRS failure after recall is pressed. I've tried realigning, etc to no avail.
Any idea what this might be or is it a new bug?
Hi Liam, it's a bug.
How do I become a channel member?
Hi, use the join button on the main channel page or the one above any video.
Sometimes the TH-cam app is a little buggy, I'd recommend using the desktop version instead to join.
When ASOBO / PMDG make shared cockpits in MSFS a possibility, you are going to have some very lucky co-pilots on vatsim! Good way to raise money for charity? 30 min flight with 737NG Driver = X € to designated good cause???
(Was getting nervous about that level change below MSA :))
Thanks again for more quality education!!!
Interesting idea should this ever come!