All the engine failure scenarios that we train in my airline are either at V1 or at cruise. V1 is the most dangerous situation, which is why we practice it so much. This video might be an example of the #2 most dangerous. I wonder what is the most likely point for an engine to fail. Are there data of real engine failures and the phase of flight in which they occur?
Thank you Capt. I appreciate your time in making this video. It's full of great content that could be useful to ATR pilots at all levels. I'd love to see more like it.
Hi Captain Magnar, This is a very informative video! The first demonstration shows how long the automation will give you time to react. It is for almost a minute (10:30-11:20)! Of cause, as a pilot, you would not want to let the speed decrease below VminOps, therefore, the second demonstration. My takeaway from this video is "You don't need to rush at all when you get an engine failure if you make automation a good friend". Here is my question: If you select the power management BACK to T/O position when you get an engine flame out after the climb procedure is completed, will the ATPCS back online and feather the failed engine automatically for you? Thanks for your effort and happy flying!
The answer is no. If you move the power management back to TO, the propeller will not feather. To arm the ATPCS, both engines must produce more than 46% torque.
Great vid, capt. But @6:00 you mentioned to set pwr mgt to mct then move the pl to the ramp if necessary. My question is, was it really necessary to execute it as the memo items on engine flame out @ T/O says pl in the notch then set mct?
When you have engine flame out at take-off, the ATPCS will give you 100% power (2,750 shp) on the good engine, and the propeller on the failed engine is automatically feathered. When you have engine flame out after take-off, ATPCS is no longer armed. You have climb power (2,192 shp), and the propeller is windmilling, producing a lot of drag. You will not be able to climb, unless the aircraft is very light. By selecting MCT, you get 2,500 shp. By moving the power lever to the ramp, you get 2,750 shp.
Very interersting. Simulator "pilot" here. I have always wondered why all manufacturers always stress so much with deactivating the protections systems for takeoff as soon as you reach an altitude slightly above the runway. The Atr has it as you mentioned in the video. This applied for the Saab 340 where you deactivate the autocoarsen system which helps in an engine shutdown. The dash 8 want's you to deactivate auto-feather system before power reduction. Why are they not making these protections so that they can be used up until something around FL100 so that you have them during the most critical pasrts of the flight?
The critical pahse during a takeoff is when the aircraft passes V1, when the aircraft is still on the ground. At this phase, the pilot has his or her hands full flying the aircraft. The speed is low and the landing gear is extended. An engine failure here is critical. That's why turboprop aircraft have autofeather and other protections. Climb power is set when the aircraft is at least 400 feet above the ground. The landing gear is retracted, and the aircraft is above any obstacles for the next 10 NM along the flight track. It is not considered to be a critical part of the flight because the pilots have time to analyse the situation before they act (which is demonstrated in the video).
You should also discuss engine failure on approach followed by a GA. I think its a plausible theory with the Yeti ATR crash. Aircraft on approach AP on then left engine fails. Alarms triggered, crew startled, failure not identified immediately bec little yaw at this point due to low engine power. Crew initiates GA, not fully understanding whats happening. PLs are advanced, cpt commands flap one notch, PM retracts flaps to 15 immediately while pitching to 8 deg with speed below vga as they were initially at vapp Airplane starts to roll (Vmc roll) and crew not appreciating its an engine failure compensates with aileron and little if any rudder. Airplane has no autofeather as it happened before atpcs arming sequence for GA Then thats it…..
In my thought..Setting mct in dead engine before shutting down also increases np and blade angle moves towards fine position ..which increases more drag in dead engine even though performance increases in live engine.
The increase in power (from 2192 hp to 2500 hp) gives a bigger performance benefit. As you can see in the video, NP of the failed engine increases from 82% to 85% before the propeller is feathered. The increase in drag is minimal. When the propeller is windmilling, it is the power lever that controls propeller pitch: The drag from the propeller increases when the power lever is moved towards Flight Idle. Therefore, after PF has set the power lever to Flight Idle, it is important that PM feathers the propeller without undue delay.
@@FlywithMagnar thankyou sir. In atr 72 500 simulator in paris..i got 100 percent rise in np when i put mct in dead engine..i think np cant rise above 85 percent because u are feathering the propeller shortly after putting it on mct.
This was exactly my query. If u remember my earlier question on same. Engine failure after climb procedure. And engine failure during approach. Kindly address engine failure during approach also. Kindly help for engine start procedure with battery only. Thanks and regards.
Engine failure during approach: In you have time, feather the propeller and go around. If not, land. Battery start: Same procedure, but without the GPU. The only difference is that you don't have oil pressure indication until the first generator is online.
@@FlywithMagnar Believe it Will be slightly different. First both PLs to notch. Identify and feather the failed CL. Once above VGA.. Then only go around. Ur expert opinion and demo will help. Regarding engine start..on battery only.. Don't we shut both packs.. Both recirculation fans.. Shed utility service busses and fuel pump of one engine..not sure if both.. In 500..we could start with both fuel pump off. Thanks and regards
The procdure for engine failure in flight is also valid during approach: Affected PL to FI, then affected CL to FTR then FUEL S.O. But if you are very close to the runway, you don't have time to feather the propeller, and you just add power and land. Never attempt to go around with a windmilling propeller. DC SVCE & UTLY BUS are not powered when you start the engine from battery. (Therefore, the recirculation fans will not run.) You might be confused with the procedure for engine start with weak GPU. Regarding the bleed valves, they are automatically kept shut when the engine is started, reagardless of the position of the bleed valve pushbutton. FCOM DSC.36.1: "During a starting sequence, the opening of the bleed air shutoff valve is inhibited." Apparently, many pilots are missing this information. Fuel pumps: In many companies it's normal procedure to switch them OFF after shutting down the engines. There's no reason to let them run during turnaround. Fuel pumps are expensive. Before starting an engine, you select the associated fuel pump ON (ref FCTM chapter 38). Technically, it's possible to start the engine with the fuel pumps OFF, but it's not normal procedure. When the fuel pump is OFF, the motive flow valve is also closed, disabling the jet pump. So, if you forget to select the fuel pump ON after engine start, the feeder tank will not be topped up. Consequence: FUEL LO LVL alert.
When NP is 100%, and you move the PL to the wall, you will get up to 115% torque (3,162 shp.) When NP is 82%, you will get up to 120% torque (2,706 shp.) The time limit is 20 seconds. Maintenance action is required if the limitation is exceeded.
Hi Capt, another great video as always, just one doubt, why does the speed magenta bug change from 170 to v2+10? I understand the auto speed change of the magenta bug in case of an engine flame out in flight is to change to Vmlb0 in normal conditions (white bug or min en route speed), in any case it wouldnt be VFTO, am I right?Thanks in advance
Greetings Capt Magnar, Great videos! I find myself checking your content when I find it hard to understand ATR explanations. I have a query with regards engine failure on approach. In the ATR FCOM PRO.NNO Engine failure in flight additional information it states: "In approach, the flight crew has to manually feather the affected engine before setting the PL below 45°" can you shed some light on this? Why PL below 45, and which engine are they refereeing to the live one or the failed engine? Your assistance will be greatly appreciated.
After an engine flame out, the power lever controls propeller pitch directly. The further aft you move the power lever, the higher the drag will be. Therefore, you must feather the propeller before you move the power lever to flight idle.
What's your take about guarding Throttle Levers at low altitude? I see the FO not guarding them. Is that what they get teached these days? I do not permit this personally but I see it all the times. I find it disturbing but I'm genuinely interested in your opinion.
At take-off, we are not touching the power levers after V1. This is ATR procedure. The power levers are in a detent (called the "notch") and cannot move out of this position by themselves. In fact, the power levers will always stay in the position you set them. On approach, it is required for the pilot to hold the power levers when flying below 1000 feet. This enables the pilot to react to speed variations and adjust the power accordingly.
@@FlywithMagnar interesting.. didn’t know about “The notch”. Say you fly trough a microburst on departure.. wouldn’t you need to apply max power wile your hands are elsewhere? Just trying to understand the validity of the policy of not guarding flight controls during a critical phase of flight.
Microbursts don't happen often. And if they happen, you will have no problem finding the power levers. It's in the muscle memory becauses we use the power levers during every descent and approach. Here are two arguments against holding the power levers during takeoff: 1) We guard the power levers until V1. From then on, we are committed to take off. Therefore, hands off the power levers. 2) Some pilots, especially inexperienced ones, tend to hold the power levers firmly. Bumps on the runway or turbulence might cause the arm to move, and the power levers might follow.
@@FlywithMagnar well the first one is not relevant. No one in the planet and in aviation history has ever held the thrust or throttle levers after V1. That’s obviously not the alternative. The second one is also 50% not relevant because we are talking about holding the levers in the air, no runway bumps there. As of turbulence being so strong to move PF hands till he actually moves lever involuntarily.. i find that highly unlikely. Anyway i now understand the reasoning behind. Thank you.
Wouldn’t it be easier to just move up the acceleration altitude (and thereby climb procedure) to 1000ft? Then you would have both up-trim and auto feather protection available to a higher (safer) altitude?
That's absolutely an option, but it should not be exaggerated. Delaying the power reduction results in prolonged noise, and higher fuel consumption and engine wear.
@@FlywithMagnar Valid points…. Awesome videos by the way! Thanks for sharing your wealth of knowledge. Have both my PC and line check next month. When studying becomes too tedious, I always mix it up with a few “Magnar videos”:-)!
thanks!! anyway, i have other worst case scenario. what if its happening on the final, in full landing configuration, and the aircraft on approach speed?
Hi Capt, what will happen if we move CL directly to Fuel SO instead of moving to feather first and waiting for a couple of seconds. Whether propellers will still be feathered?
The propeller will still feather. The feathering process is very quick. The short pause is just to confirm that the correct propeller was feathered before you select fuel shut-off.
Hello Magnar, thank you for these really useful videos. I have a couple of questions: 1) This engine failure scenario has reminded me of the rudder. Could you develop on the system that controls the maximum rudder deflection available? 2) I understand that this might not be the best idea given the low speeds you are flying at, but wouldn't it be useful to dive just a bit to gain speed and then retract the flaps to significantly reduce drag? Or does this sound like an even more crazy procedure, given the flight condition?
1) In this aircraft, the rudder trim is automatic. When designing the aircraft, maximum rudder deflection is defined to match the minimum control speed VMC. 2) Given cicumstances, there might not be space for descending to gain speed. There might be obstacles ahead or below. The normal procedure for engine failure at take-off is to level off at acceleration altitude and accelerate to VFTO (142 kt at max weight). Then, you can retract the flaps. All take-offs are calculated with this in mind, and the take-off weight is reduced if necessary. When the engine fails at a higher altitude, you already have an advantage, as long as you remember to increase power.
You will not have autofeather if you move the PWR MGT SEL to TO after the engine flameout occured. Weather or not you get uptrim/autofeather on a takeoff or only autofeather during approach/go around if a function of the PLA (power lever angle) at the time the engine flameout accurs (with the PWR MGT SEL in TO). I have also thought alot of this and I have the same personal thinking as Magnar and that is to set ALT since we are above acceleration altitude and then PWR (MCT…but ramp is ofcourse also an option). If in icing condition, select Flaps 15. Then with ALT green and MCT (or Ramp) call ”VFTO magenta” on AT76 or ”Set speed bug W/B” on ATR classic. Then do Memo items for Engine flamout in flight: PL Flight idle, If NH drops < 30% => CL: FTR fuel shut off. AT VFTO // W/B, Set IAS…climb with VFTO // W/B-speed (Flaps 0 in Normal condition or flaps 15 in icing condition). Thanks Magnar for a good video
Well, I set up a worst case scenario. What I didn't have time to film, was a third test where I set 100% torque on the good engine. That would make a difference.
Very good worst case scenario demonstration and a great example of why training is important. Well explained and looking forward to more videos.
Thanks, Knut!
All the engine failure scenarios that we train in my airline are either at V1 or at cruise. V1 is the most dangerous situation, which is why we practice it so much. This video might be an example of the #2 most dangerous.
I wonder what is the most likely point for an engine to fail. Are there data of real engine failures and the phase of flight in which they occur?
It’s amazing that ATR doesn’t have a procedure for such a scenario with such limited power available!!
Great job helping us!!
Thank you so much. Hadn't thought of this scenario. Had practiced this only once during intial type training. Will keep this in mind now. Good day.
Another interesting scenario I did was that failure after a go around where the failure is after acceleration altitude
Thank you Capt. I appreciate your time in making this video.
It's full of great content that could be useful to ATR pilots at all levels. I'd love to see more like it.
Hi Captain Magnar,
This is a very informative video!
The first demonstration shows how long the automation will give you time to react. It is for almost a minute (10:30-11:20)! Of cause, as a pilot, you would not want to let the speed decrease below VminOps, therefore, the second demonstration. My takeaway from this video is "You don't need to rush at all when you get an engine failure if you make automation a good friend".
Here is my question:
If you select the power management BACK to T/O position when you get an engine flame out after the climb procedure is completed, will the ATPCS back online and feather the failed engine automatically for you?
Thanks for your effort and happy flying!
The answer is no. If you move the power management back to TO, the propeller will not feather. To arm the ATPCS, both engines must produce more than 46% torque.
Thank you!
Great vid, capt. But @6:00 you mentioned to set pwr mgt to mct then move the pl to the ramp if necessary. My question is, was it really necessary to execute it as the memo items on engine flame out @ T/O says pl in the notch then set mct?
When you have engine flame out at take-off, the ATPCS will give you 100% power (2,750 shp) on the good engine, and the propeller on the failed engine is automatically feathered.
When you have engine flame out after take-off, ATPCS is no longer armed. You have climb power (2,192 shp), and the propeller is windmilling, producing a lot of drag. You will not be able to climb, unless the aircraft is very light.
By selecting MCT, you get 2,500 shp. By moving the power lever to the ramp, you get 2,750 shp.
Very interersting.
Simulator "pilot" here. I have always wondered why all manufacturers always stress so much with deactivating the protections systems for takeoff as soon as you reach an altitude slightly above the runway.
The Atr has it as you mentioned in the video.
This applied for the Saab 340 where you deactivate the autocoarsen system which helps in an engine shutdown.
The dash 8 want's you to deactivate auto-feather system before power reduction.
Why are they not making these protections so that they can be used up until something around FL100 so that you have them during the most critical pasrts of the flight?
The critical pahse during a takeoff is when the aircraft passes V1, when the aircraft is still on the ground. At this phase, the pilot has his or her hands full flying the aircraft. The speed is low and the landing gear is extended. An engine failure here is critical. That's why turboprop aircraft have autofeather and other protections.
Climb power is set when the aircraft is at least 400 feet above the ground. The landing gear is retracted, and the aircraft is above any obstacles for the next 10 NM along the flight track. It is not considered to be a critical part of the flight because the pilots have time to analyse the situation before they act (which is demonstrated in the video).
Very interesting video, as usual. I can't wait to fly this in Flightsim, when it comes out next year. I hope to be prepared by your videos then 🙂
Happy new year Capti. More health wealth and success in this year.
Thanks the same!
You should also discuss engine failure on approach followed by a GA. I think its a plausible theory with the Yeti ATR crash.
Aircraft on approach AP on then left engine fails. Alarms triggered, crew startled, failure not identified immediately bec little yaw at this point due to low engine power. Crew initiates GA, not fully understanding whats happening.
PLs are advanced, cpt commands flap one notch, PM retracts flaps to 15 immediately while pitching to 8 deg with speed below vga as they were initially at vapp
Airplane starts to roll (Vmc roll) and crew not appreciating its an engine failure compensates with aileron and little if any rudder. Airplane has no autofeather as it happened before atpcs arming sequence for GA
Then thats it…..
In my thought..Setting mct in dead engine before shutting down also increases np and blade angle moves towards fine position ..which increases more drag in dead engine even though performance increases in live engine.
The increase in power (from 2192 hp to 2500 hp) gives a bigger performance benefit. As you can see in the video, NP of the failed engine increases from 82% to 85% before the propeller is feathered. The increase in drag is minimal. When the propeller is windmilling, it is the power lever that controls propeller pitch: The drag from the propeller increases when the power lever is moved towards Flight Idle. Therefore, after PF has set the power lever to Flight Idle, it is important that PM feathers the propeller without undue delay.
@@FlywithMagnar thankyou sir.
In atr 72 500 simulator in paris..i got 100 percent rise in np when i put mct in dead engine..i think np cant rise above 85 percent because u are feathering the propeller shortly after putting it on mct.
This was exactly my query.
If u remember my earlier question on same. Engine failure after climb procedure. And engine failure during approach. Kindly address engine failure during approach also.
Kindly help for engine start procedure with battery only.
Thanks and regards.
Engine failure during approach: In you have time, feather the propeller and go around. If not, land.
Battery start: Same procedure, but without the GPU. The only difference is that you don't have oil pressure indication until the first generator is online.
@@FlywithMagnar
Believe it Will be slightly different.
First both PLs to notch.
Identify and feather the failed CL.
Once above VGA.. Then only go around.
Ur expert opinion and demo will help.
Regarding engine start..on battery only.. Don't we shut both packs.. Both recirculation fans.. Shed utility service busses and fuel pump of one engine..not sure if both.. In 500..we could start with both fuel pump off.
Thanks and regards
The procdure for engine failure in flight is also valid during approach: Affected PL to FI, then affected CL to FTR then FUEL S.O. But if you are very close to the runway, you don't have time to feather the propeller, and you just add power and land. Never attempt to go around with a windmilling propeller.
DC SVCE & UTLY BUS are not powered when you start the engine from battery. (Therefore, the recirculation fans will not run.) You might be confused with the procedure for engine start with weak GPU.
Regarding the bleed valves, they are automatically kept shut when the engine is started, reagardless of the position of the bleed valve pushbutton. FCOM DSC.36.1: "During a starting sequence, the opening of the bleed air shutoff valve is inhibited." Apparently, many pilots are missing this information.
Fuel pumps: In many companies it's normal procedure to switch them OFF after shutting down the engines. There's no reason to let them run during turnaround. Fuel pumps are expensive. Before starting an engine, you select the associated fuel pump ON (ref FCTM chapter 38). Technically, it's possible to start the engine with the fuel pumps OFF, but it's not normal procedure. When the fuel pump is OFF, the motive flow valve is also closed, disabling the jet pump. So, if you forget to select the fuel pump ON after engine start, the feeder tank will not be topped up. Consequence: FUEL LO LVL alert.
@@FlywithMagnar Thank you sir. Regards
Sir during engine flame out at take-off, NO AUTO FEATHER , NO UPTRIM, which do we correct first? Thank You
Hi Capt, Thanks for this video... See you one day in ATR Cockpit, at PPT with Air Moana !
Who knows?
sir how much power does an ATR76 produce if we put PL to the wall and how long we can keep it to wall ? @Fly With Magnar
When NP is 100%, and you move the PL to the wall, you will get up to 115% torque (3,162 shp.) When NP is 82%, you will get up to 120% torque (2,706 shp.) The time limit is 20 seconds. Maintenance action is required if the limitation is exceeded.
Hi Capt, another great video as always, just one doubt, why does the speed magenta bug change from 170 to v2+10? I understand the auto speed change of the magenta bug in case of an engine flame out in flight is to change to Vmlb0 in normal conditions (white bug or min en route speed), in any case it wouldnt be VFTO, am I right?Thanks in advance
The speed is set by the low speed protection system. V2 is below the speed for minimum drag. V2 + 10 is close to minimum drag.
Greetings Capt Magnar, Great videos! I find myself checking your content when I find it hard to understand ATR explanations. I have a query with regards engine failure on approach.
In the ATR FCOM PRO.NNO Engine failure in flight additional information it states: "In approach, the flight crew has to manually feather the affected engine before setting the PL below 45°" can you shed some light on this? Why PL below 45, and which engine are they refereeing to the live one or the failed engine? Your assistance will be greatly appreciated.
After an engine flame out, the power lever controls propeller pitch directly. The further aft you move the power lever, the higher the drag will be. Therefore, you must feather the propeller before you move the power lever to flight idle.
What's your take about guarding Throttle Levers at low altitude? I see the FO not guarding them. Is that what they get teached these days? I do not permit this personally but I see it all the times. I find it disturbing but I'm genuinely interested in your opinion.
At take-off, we are not touching the power levers after V1. This is ATR procedure. The power levers are in a detent (called the "notch") and cannot move out of this position by themselves. In fact, the power levers will always stay in the position you set them. On approach, it is required for the pilot to hold the power levers when flying below 1000 feet. This enables the pilot to react to speed variations and adjust the power accordingly.
@@FlywithMagnar interesting.. didn’t know about “The notch”. Say you fly trough a microburst on departure.. wouldn’t you need to apply max power wile your hands are elsewhere? Just trying to understand the validity of the policy of not guarding flight controls during a critical phase of flight.
Microbursts don't happen often. And if they happen, you will have no problem finding the power levers. It's in the muscle memory becauses we use the power levers during every descent and approach.
Here are two arguments against holding the power levers during takeoff:
1) We guard the power levers until V1. From then on, we are committed to take off. Therefore, hands off the power levers.
2) Some pilots, especially inexperienced ones, tend to hold the power levers firmly. Bumps on the runway or turbulence might cause the arm to move, and the power levers might follow.
@@FlywithMagnar well the first one is not relevant. No one in the planet and in aviation history has ever held the thrust or throttle levers after V1. That’s obviously not the alternative.
The second one is also 50% not relevant because we are talking about holding the levers in the air, no runway bumps there. As of turbulence being so strong to move PF hands till he actually moves lever involuntarily.. i find that highly unlikely. Anyway i now understand the reasoning behind. Thank you.
Wouldn’t it be easier to just move up the acceleration altitude (and thereby climb procedure) to 1000ft?
Then you would have both up-trim and auto feather protection available to a higher (safer) altitude?
That's absolutely an option, but it should not be exaggerated. Delaying the power reduction results in prolonged noise, and higher fuel consumption and engine wear.
@@FlywithMagnar Valid points…. Awesome videos by the way! Thanks for sharing your wealth of knowledge.
Have both my PC and line check next month. When studying becomes too tedious, I always mix it up with a few “Magnar videos”:-)!
thanks!! anyway, i have other worst case scenario. what if its happening on the final, in full landing configuration, and the aircraft on approach speed?
Yes, that can be a tricky situation.
Hi Capt, what will happen if we move CL directly to Fuel SO instead of moving to feather first and waiting for a couple of seconds. Whether propellers will still be feathered?
The propeller will still feather. The feathering process is very quick. The short pause is just to confirm that the correct propeller was feathered before you select fuel shut-off.
Hello Magnar, thank you for these really useful videos. I have a couple of questions:
1) This engine failure scenario has reminded me of the rudder. Could you develop on the system that controls the maximum rudder deflection available?
2) I understand that this might not be the best idea given the low speeds you are flying at, but wouldn't it be useful to dive just a bit to gain speed and then retract the flaps to significantly reduce drag? Or does this sound like an even more crazy procedure, given the flight condition?
1) In this aircraft, the rudder trim is automatic. When designing the aircraft, maximum rudder deflection is defined to match the minimum control speed VMC.
2) Given cicumstances, there might not be space for descending to gain speed. There might be obstacles ahead or below. The normal procedure for engine failure at take-off is to level off at acceleration altitude and accelerate to VFTO (142 kt at max weight). Then, you can retract the flaps. All take-offs are calculated with this in mind, and the take-off weight is reduced if necessary. When the engine fails at a higher altitude, you already have an advantage, as long as you remember to increase power.
@@FlywithMagnar Thank you!
in Test 2 ,if.......
ALT mode set -> TO(not MCT) -> autofeatehr ? -> VFTO -> MCT ->flap 0 -> IAS mode?
You will not have autofeather if you move the PWR MGT SEL to TO after the engine flameout occured. Weather or not you get uptrim/autofeather on a takeoff or only autofeather during approach/go around if a function of the PLA (power lever angle) at the time the engine flameout accurs (with the PWR MGT SEL in TO). I have also thought alot of this and I have the same personal thinking as Magnar and that is to set ALT since we are above acceleration altitude and then PWR (MCT…but ramp is ofcourse also an option). If in icing condition, select Flaps 15. Then with ALT green and MCT (or Ramp) call ”VFTO magenta” on AT76 or ”Set speed bug W/B” on ATR classic. Then do Memo items for Engine flamout in flight: PL Flight idle, If NH drops < 30% => CL: FTR fuel shut off. AT VFTO // W/B, Set IAS…climb with VFTO // W/B-speed (Flaps 0 in Normal condition or flaps 15 in icing condition). Thanks Magnar for a good video
Is there a practice that FCOM updated from practicing pilot's recommendations?
Yes, that happens.
ai can full control of commercial planes. Is it possible. Human can develop device suddenly find error and solve .
Very informative video.Thank you for your time.Happy landings to you,too.
Thanks, you too!
Nice one
Wow, feels like it's a really bad time to lose an engine
The aircraft barely accelerates
Well, I set up a worst case scenario. What I didn't have time to film, was a third test where I set 100% torque on the good engine. That would make a difference.
@@FlywithMagnar Oh I see. Thank your for your reply Magnar.
I had it few months ago ... Funny 😂
Simulator or for real?