Dual Electrical Failure
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- เผยแพร่เมื่อ 11 ก.พ. 2025
- Hi Everyone,
I hope you are all fine. Recently I’ve been quite busy, and that’s why it hasn’t been so easy for to develop as many videos as I used to do before. Anyway, I will try my best to keep uploading some interest content whenever I can.
Well, I hope you like this video. Took a long time for me to produce it! If you find something wrongly depicted, please let me know. Your feedback is always very well appreciated.
Sorry it take a while for me to respond your comments. Again, they are all very well appreciated.
Please, before watching the video read the notes bellow.
Cheers!
Flying with Standby Power Only.
Considerations:
The Flight Simulator is not able to replicate the scenario 100% correctly, so here come some notes:
With Standby Power Only, the aircraft pressurization can be controlled using the MAN mode of operation and the aircraft is not supposed to depressurise. In case it happens, it is still possible to control the pressurization using the manual control.
The MCP is supposed to be available, so speeds, headings and altitudes can be set by the PM to assist the PF during the manual flight.
When reading an NNC and dealing with a “choose one” challenge, all the choices should be read before selecting the appropriated condition (on the video it is simplified for dynamic purposes).
ATC communications were also simplified for dynamic purposes.
Great videos by you Capt. As always.
I do have few requests on how to perform in B737 simulator
1. DME arc approaches with Dual FMC failure
2. How to fly Raw Data ILS approaches(Techniques)
3. Engine failure at V1(Initial Controllability)
4. NDB approaches.
Cheers!!!!
1. DME Arc Approaches with Dual FMC Failure
You can fly a DME arc procedure using conventional navigation systems. It is not necessary to rely on RNAV systems. Make sure your VOR or other required navigation aids are properly set on your NAV.
2. How to Fly Raw Data ILS Approaches
Fly manually and monitor the IAN (Integrated Approach Navigation) on the PFD. Maintain alignment with the localizer and glide slope indicators throughout the approach.
3. Engine Failure at V1 (Initial Controllability)
If an engine failure occurs at V1, follow these steps:
At V1: The Pilot Monitoring (PM) announces the failure, e.g., "Master warning, engine 1 & 2 fire" (if the failure involves an engine fire).
After liftoff (no actions until 400 ft AGL): The Pilot Flying (PF) continues the takeoff and does not take any immediate action.
At 400 ft AGL:
PF selects heading and limits the bank angle to 15°.
PF calls, "Identify the failure."
PM checks and reports: "No N1 rotation, no N2 rotation, and engine overheat light illuminated" (or other relevant indicators). PM confirms the failure is an engine fire.
PF approves or rejects the identification.
Engine Fire Memory Items:
Autothrottle (if engaged): Disengage.
Throttle lever (affected engine): Confirm - Close.
Start lever (affected engine): Confirm - Cutoff.
Fire switch (affected engine): Confirm - Pull, then hold for 1 second.
Discharge the left bottle. Wait 30 seconds. If the fire warning persists, discharge the right bottle.
PM announces, "Engine fire memory items completed."
At engine-out acceleration altitude:
Set IAS to the flaps-up maneuvering speed.
Retract the flaps and select a 25° bank angle.
Activate continuous thrust on the FMC.
Complete the after-takeoff checklist and inform the cabin crew.
Proceed with the engine-out SID and advise ATC.
Example: If departing Antalya and experiencing an engine failure 5 NM from the Antalya VOR, you would say: "Engine failure 5 NM from Antalya VOR, turning right to TOPUZ, holding over TOPUZ with a non-standard hold (left turns), inbound 002°."
4. NDB Approaches
If the NDB approach is included in your navigation database, you can fly it using the FMC. It is not mandatory to conduct the approach conventionally.
Another great video and excellent preparation for the sim. Thank you for your efforts!
Thank you very much Davide. I'm happy you like it. Cheers!
Great video once again! Thanks for the effort!
Ken, thank you very much for your comment! I'm glad you liked it.
Excellent simulation !. Thank you
Thank you very much for your comment. I'm happy you like it. Cheers!
Please make more videos. Excellent stuff!
Excellent Job, keep doing these great videos, helps a lot!!!!
Great and useful video as always!! Thank you.
Thank you very much my friend. Took a while for me to develop this one. Overall, I think it was possible to highlight the most important points, although it was challenging to make it in less than 10 minutes. I've been enjoying a lot the videos from your channel. Keep up the very nice work. Cheers!
Much appreciated. Thank you.
Thank you very much for your comment.
very nice educational video !! go ahead with all failures!
Excelente simulação como sempre; estavamos esperando essa pane ser demonstrada. Obrigado!
Alex, muito obrigado pelo seu comentário. Esse vídeo estava em desenvolvimento há semanas, sempre com algum detalhe pra acertar. Finalmente saiu! Não é exatamente como seria no avião, mas acho que dá pra ter uma idéia legal do que realmente é importante. Um abraço!
Phantastic video, thanks a lot!
Thank you very much for your comment. I'm happy you like it 👍
Excellent Video, Thanks for your continued effort on these nice references and topics. Obrigado!!
Show de bola Comando!! Valeu pelo esforço. Sucesso ao Canal
Valeu Elias, muito obrigado!
Obrigado mestre e vida longa ao canal
Valeu Luiz, bons voos!
Simply amazing. Could you do an updated malfunctions on current trainings sir?
Thanks for an informative and realistic flow of events. Very helpful.
Thank you so much,
Very well done!
thank you so much, very informative and good to see this, one question captain, if the stablizer trim is inoperative, should we use Flap15 according to the QRH?
correct!
A question. Which lights exactly illuminates on the overhead panel? Especially I wonder drive lights . Cos I think this is not the CSD failure or IDG failure
Parabéns pelo trabalho! Acompanho seus videos já a algum tempo e só hoje percebi que vc é brasileiro. Vc voa na Gol? Continua postando mais vídeos assim que possível! Um abraço, Czopko
Great Jorge !
Thank you very much Zanchi. Glad you like it. Cheers!
Great video！ One question: does the cabin alt controllabe？ It still shows climbing rate under this valve fully close condition
So if both electrical buses are out while the plane is at cruising altitude, would the outflow valves open up if on Auto mode? Is that what caused the cabin altitude to increase at 2:39?
Great video thank you. Could you explain why they could not land with flaps 40 please?
Hi Warren, thank you for your comment. As the Yaw Damper is inoperative, the Yaw Damper NNC says to not exceed flaps 30. If time permits, it's convenient to address all the NNC associated with the inoperative items.
Thank you so much for the quick reply and great content, very helpful. Keep up the great work
Useful video, but why would the speed brakes be up if it was not armed?
AMAZING LIKE ALWAYS CAP.!!!! THANKS
Great, thanks.
Thank Mehmet.
How come that 737 radio altimeter plays Boston instead of 50-30 callouts?
Hello, thank you very much for this important information. I am one of the people interested in this good channel. I follow all the videos. I suggest you add a video for us, a full flight with a call out between the pilot and the co-pilot if possible. Thank you
Muayyd, thank you very much for your comment and also for the suggestion. Nowadays I've been quite busy, but when I have chance, I may develop a video like you suggested. It's just important to highlight that although most operators follow the core callouts from Boeing, some variations exist from company to company.
Very professional video
Thankyou
it is awesome video. it is very helpful
So professional sir
Tnx
This is great ;)
The Best.
Why not APU available?
Just to make it interesting