I like how he is so honest by telling us he forgot some things and at the end that he ended up all sweaty. He is really professional and well prepared.
I think he sets the temperature high to model a worst case scenario - higher temperatures mean less lift and make flying harder in general. Basically means in a tpyical situation where it would be much lower, he should be able to handle it easily.
This is an interesting insight into just some of the issues associated with an engine failure-at a critical phase of flight-approaching V1 on take-off. I am a very experienced Airline captain and have flown these sequences many times in my career. For those interested I make the following comments. Firstly maintaining control is obviously vital-nothing except this matters until at least 400' AGL-Speed not below, V2 tracking correctly and gear up with positive climb. Rudder trim to centre the control yoke. Thrust can be increased to full power and maintained for 10 minutes on one engine, normally 5 minutes for both engines operating. Above 400'AGL " identification phase"-for a "simple" engine failure- i.e.: no fire/severe damage or separation no actions required, otherwise the memory items are carried out-A/T disconnect, affected thrust lever closed.affected start lever cut-off-then for fire only affected fire warning switch pulled and rotated to discharge extinguishing agent. A second shot is available if fire light remains on. The climb then continues until acceleration altitude - at least 1000'AGL. Some operators allow for APU start, fuel crossed open( fuel balancing) and alt. equipment cooling to restore RASTA on the EFIS whilst waiting for acceleration. At acceleration altitude speed bug wound up to the 'green dot" speed( clean manoeuvre) in TOGA mode-the pitch bar on the FD commands a shallow climb as the aircraft accelerates-flaps retract from 5 to I then Up as required. when 'clean" then Autopilot engaged, thrust set at MCT, speed mode on MCP set ,HDG on MCP set-Boeing don't recommend auto throttle in one engine operations-so manual thrust now. Then all the checklists are actioned-Recalls are rechecked ( corrects any errors made earlier) the Engine Failure and Shutdown checklist actioned for the first time ( for a simple engine failure) and finally the After Takeoff checklist. The autopilot needs to be monitored closely, it does not handled the rudder channel. Trim changes with speed and thrust change. Sounds simple doesn't it??
Great work! The most important thing in case of emergency is, to fly the aircraft. This is the first, what a student pilot have to learn. And avoid panic. Good job.
I am not a pilot. Dreamed about doing it next thing you know life happened and I'm over 50. I was shocked at how much harder it was to land the 737 with 1 engine out as opposed to the A320. Is this strictly because you were flying a 737 classic as opposed to a 737 NG? Will the new 737 max even things up? I know I will be more aware of the type of plane I am in from now on. Love your videos! For a non pilot it truly helps explain what's involved.
@Ron Lipp the 737NG is probably slightly easier to control because it has more compatible auto thrust and EEC (electronic engine control). However, the many protections of the Airbus make losing a system’s full capability almost impossible. Things like auto trimming and other convenient systems and anti-crash protections make flying the A320 with one engine easier than flying the 737 classic or 737NG. But, newer Boeing planes such as the 787 also have these protections and automatic convenient systems to make one engine operations easier.
Can you please make a video : Dual Engine failure at cruising altitude on boeing 737. The first time without fuel ( NO APU) The second time with fuel avail ( APU):
One hint: If you disconnect the Auto Throttle by pressing one of the side-swiches at theThrottle TWO times, you avoid this nasty red blinking of the auto-throttle-disengage-warning-light in front. You should do this, this permanent blinking all the time is awful.. Blink blink blink almost all the time.... AND: PLeASE press the take-off-buttons at the Throttle from ABOVE (not with one finger from below) and KEEP your hand at the Throttles, when applying take-off-power ALL THE TIME. If one engine fails with severe damage (N1 and N2 = zero) at this position at about 10 to 30 knots, you will be off the runway within two seconds, when the other engine sets takeoff-power. In this case you are to late with your hand at the throttle to set idle. During approach checklist: The master caution "Aircondition" was caused by "Pack Trip Off", you had no cabin-pressurization all the time after the Pack tripped. Warning light (Pack Trip) was left, the dead engine was right, this pack was switched off. But over all it was a very good information to compare this computorized A320 with this fine-art-Airplane B 737. Sure, there is a lot more to do in the Boeing 737, but if you have done it, its done. No one knows, what the computer in the A320 will do ..or may be not, or may be wrong or....whatever. Edit, one more hint: NEVER fly manually (auto pilot off) with AutoThrottle aktive. Because you will have a lot of extra work to stay stable. May be, you go inadvertantly above the Glideslope, you get slower. This will be compensated by the auto throttle with higher thrust setting. This leads to a pitch-up-moment, which works against your intended correction to descent to match the glideslope again. Same with coming below, airplane accelerates, AT reduces thrust, pitch down moment lets the nose fall, thats the wrong direction. And why do you switch off the flight director during approach. That is stupid! FD helps a lot, mainly during this phase of flight - and with engine out even more. Best regards.
Dude... 1) chill 2) everyone has their ways of doing things. 3) he is in a dire situation to get back onto the ground and might miss certain steps. If you want to know the thinking behind his actions, go ask him.
Actually it's NOT elevator trim it's horizontal stabilizer trim. It will trim the nose up or down in response to: either pilot's yoke switch, autopilot commands or via the flight control computers (2 each) Speed Trim commands. Note that the pilot's input will override the other two.
That is the manual trim wheel. The pilot has an electronic trim button on his joystick that permits him to automatically spin the wheel (nose up or nose down position). There are trim servo-tabs on essentially all flight control surfaces. Search it up and you'll learn more on that subject.
if youre talking about the spinning weels. those are TRIM CONTROLS. in a "normal" aircraft, it moves little trim tabs on the elevators helping the pilot "recenter" hes yoke. or in small planes, helps the pilot reducing the force he has to apply to the controls.
A Glideslope will be intercepted from the bottom up. E.g the initial approach fix is 3.000 feet QNH an the GS needle is coming down to center, you have to start the descent with a standard-sinkrate.to keep the path. If you fly via autopilot, the "APP" (Approach) will maintain the glideslope AND localizer automatically. Also you can select LOC or G/S only.Single Engine Piston Aircrafts like Cessna only have APP and NAV.(mostly).
That's your trim wheels used to adjust the pitch of the aircraft. Modern aircraft have powered trim but in the old days your trim was adjusted by hand, hence the wheels on each side of the throttle quadrant. The white lines are just for visual reference that the wheels are rotating.
For B737CL, there are no memory item for engine failure, at 1000'AGL, you do not PUSH N1 for single engine instead you keep TOGA power until you have Flap up, No Light, then select MCT, LVL CHG and for B737 you no need to lever off to accelerate, you can climb .and clean up at the same time
He is correct as well, because it's also the power the engine can give out. The fan blade that you see in the front of the engine is was produces the most of the thrust that jet engines we have today and that N1 is most common measure of power in a jet. EPR is also used in some airacrafts, but N1 is less confusing as N1 shows power in percentages and that EPR shows power as Engine Power Ratio thing, and that it shows 1.xx for certain power setting.
Some people are asking, why change the settings for heading course and altitude if the auto pilot is disconnected. The answer to that is, even flying manually the pilot is using the flight director for guidance. Also it is useful in the event that the pilot needs to re engage the autopilot, everything is set up correctly. Hope that helps.
I don’t even think he set the v1 and vr speed he just said that because it was a habit You can see he was in the touchdown zone of the other end of the runway so it is very possible that he was actually over v1 speed
Those are called trim wheels. Their are what are called trim tabs on the elevator and rudder of an aircraft. the purpose is that these small trim tabs can move independantly of the actual control surface and move very slightly. However this slight movement releases alot of what pilots call back pressure on the control yoke. Basically, when an aircraft is trimmed correctly, you can let go of the control yoke and the plane should fly straight and level on its own. It saves the pilots from fatigue.
In XL 888T, the crew were conducting an alpha protection test when there was 1 or more contaminated AOA vanes, the plane unexpectedly stalled whilst in normal law (comp had put THS to 12 degrees nose up during test). It then entered direct law and recovered from the stall but climbed steeply because the pilots were unawear of the THS psotion (which WAS being controlled by the comp) and failed to recognise it, the plane stalled again, didn't recover and crashed into the ocean.
I see, I used to think the same thing a while back. Congrads on you type rating. I hope to get a type rateing on a comercial jet some time in the future (a long time).
Those wheels on the throttles' sides move the whole section of the tail with the elevators(not the rudder) up and down in order to keep the nose of the plane more stable.They can be moved by the autopilot or by the pilots with a small button on the yoke.Please correct me if I am wrong.
Thanks, I watched it again and could see you working the ET from the steering column. Also noticed them working during flap retraction. Nice Flight Simulator. I think I'll check Ebay for a used one.
They are 'trim wheels'. When a plane goes faster, the wing generates more lift, so the aircraft pitches up. To counteract this, the pilot trims down. In the most basic form: the trim changes the centre point of the control column, so the pilot no longer has to push down all the time, so to speak. They are not moving by themselves as such; the trim can also be controlled by switched on the yoke by the pilot's hand so he/she does not have to remove their hands from the controls.
N1 its the indicator of RPM of the main turbine of the engine, N2 its the indicator of RPM of the secondary turbine of the engine. when you turn on one engine of the 737, you put the engine start on ground, then you wait for N2 to reach 20%, then you feed the engine with fuel, N1 and EGT rises up and the engine is on.
About 08:30 he changes his heading to 70 and then to 80 degrees to be heading back to the airport. Is he calculating this in his mind by just doing a 180 degrees turn or how does he get the heading for the airport? Cool video!
Yep, about 60knots depending on plane and/or airline.To stop potential FOD damage and also because the engines don't like re-ingesting the same air. In some emergancies like some high speed MTOW RTO or somthing where you need to stop ASAP or have limited breaking (fire, brake failure, ect) then you can use reverse all the way to the stop.
This is a part of the MCP (Mode Control Panel) in a Boeing 737 and means the N1 limitation of Autothrottle. Normally this limits will be set on the "ACT PERF INIT" page of the FMC/CDU (Flight Management Computer / Control Display Unit), Another function of the Autothrust is the level-change button. One reason for that ist the speed limitation 250 knots in FL100 and below - if you want to climb into a higher flightlevel without this limitation. In this case you will need a higher N! climbpower
Nicely done! I like to use the rudder trim to ensure the yoke is centered up. this ensures you don't have any unwanted drag as result of defecting ailerons and even spoilers in power deficient situation. Food for thought;-)
They don't spin by themselves, it's just there is a tab / switch on the yoke that you push up or down that trims the aircraft for you. The trim wheel spins in compliance with the tab on the yoke.
Awesome. Thanks for this video. I'm interested in flight, but I only have X-plane 10 at my disposal. Seeing how professionals do it makes me respect your profession more. What type ratings do you have? You seem to fly just about anything with wings. Except maybe rotary wing aircraft :)
That is the Stab Trim (a.k.a. Elevator Trim). This is controlled by either the autopilot or the pilot him/herself by a switch on the left side of the Pilot's control yoke (Right side of the yoke on the F/O side of the cockpit). This is to keep the aircraft at a certain attitude (pitch up or pitch down) while climbing, descending, or while cruising without autopilot, which pilots never do regardless.
Which model of 737 was that, please? It looked like hard work getting it down, compared to the Airbus, but I would guess a later model of 737 would be easier.
Nice work! Never flew the Abus but I'm typed on the 737 and a few other Boeings. A few ideas for you- once stable climbing out, the pilot flying is supposed to make the INITIAL rudder trim movement. Just get it going in the correct direction and then tell the other pilot to set 15 against the dead engine.Start with15 climbing, 10 level, 5 in a stable descent. If the control wheel points steadily to one side or the other, you need more rudder (pressure or trim). Continued next comment.
Hey Pranas, you used A320 procedures for your engine failure. There's no green dot speed in a Boeing. And you don't press ALT Hold nor do you reduce to Climb thrust in here. You wait for MFRA (minimum flaps reduction altitude) and you clean up, then you select LVL Change, then Max continuous. Boeing SOP's
Part II: --- On engine-failure it can be nessessary to select a higher approachsped with less flaps (for example max. 15 degrees). This settings can do at another point than during a "normal" approach with all engines running.
Pranas...I'm sure it's your training facility's procedure, but I am puzzled as to why they suggest turning off the F/Ds at 500 feet. This makes no sense, in the event of a go-around, and also especially if you were in low vis, or IMC conditions. Also, RE: rudder, and the trim - you may find it useful to *not* trim the rudder fully, only enough to relieve the force required, keeping a need for just a little...it helps to control, since you can vary rudder pressure slightly, as needed.
He was almost reaching Rotation Speed. You have to account for the runway lenght and OAT. At such high outside temperatures, reverse thrust wouldn't be as effective as in any other standard day. Besides, in the TO briefing, you'd probably stated to go airborne in case of failure at V1+ since no significant physical obstacles are present in the climb phase. He did well but once established at his selected altitude, he should have run through the engine failure checklist...
Hydraulic system A retracts the landing gear. There are mechanical uplocks that hold the main gear in the up position. An overcenter lock link holds the nose gear up. The pressure stay up, but not connected to the landing gear anymore.
Just prior to approach he changed the course setting. However, he had previously disconnected the AP and stated he would be manually flying the aircraft.
In this case the warnings are about the AC, generator, hydraulic pressure and other´s powered by the engine, so they skip that control and recall it later when the plane is at a secure air speed and altitud. Let´s not forget that in a normal flight there are two members, a pilot and a co-pilot, and the task´s are divided.
May I ask why it wasn't necessary to dump fuel? I was under the impression that a return-to-airport landing would require the pilot to shed fuel in order for the aircraft not to exceed its landing-rated weight. (I apologize if this is a naive question.)
Hello, how are you? I Respect your video and l want to tell you some details that you forgot.. You Never select MCT, the bank not put it in 15^. But thanks for share... Greetings
In the sim he could have set 45*C for OAT, or he could just entered an assumed temp of 45*C to have a reduced power take off, but he said it was "really hot outside" so the OAT is an unrealistic 45c for Gatwick. It's the nice things about a good sim like this.
This video makes me glad I fly mostly on JetBlue, since they use A320s. The A320 seemed a lot better able to cope with the loss of the second engine and the workload seemed a lot lighter. Granted, they usually have two pilots, but still. Not to mention, it seemed like the easier plane to land in the nigh on impossible event I'm ever put in the position of having to do so.
thats a good idea about the side sticks being linked....but i don't think that electric shock thing would catch on (even though it would definatly do its job). i definatly agree that the engine failure would be much easier in a320 than 737 classic. I like boeing's modern FBW system, because you still have the full imporession of flying the plane and therfore know how it is flying. they aslo make it dead obvious the plane is exeeding the flight envolope (stickshaker, stickpusher, resisting input)
Will the Torque factors effect a turbo jet in the same way as props? it's still a spinning engine, but the airplane is much bigger. Do you have to split the ball to maintain directional control?
Those are the elevator trim wheels. They basically control how the plane will pitch (point up and down) if you release the yoke. There's a switch on the yoke that controls them.
I'd like to add I've heard that if you pull on the yoke when autopilot is controlling altitude, the trim wheel can go to maximum trim to compensate and if you turn autopilot off at that moment, all hell would break loose. I'm not a pilot just heard that.
Those would be the pitch trim wheels. They are being driven by electric motors controlled from a switch on the yoke. They could be turned by hand if a failure happened, but it is easier to just use the switch on the yoke.
thats the elevator trim the autopilot controls so that it can pitch airplane up or down but also a pilot can use it when autopilot is off when flying a cessna you use it to keep the airplane level
Would the airline that employs you as a pilot object to the PIC deciding to turn back towards the departure airport to fly a downwind leg (once safe altitude is reached) before reading the QRH procedure that tells you to find a suitable landing area. I would think that this would fall under PIC authority
I didn't know that the high outside air temperature affected airoplanes so much. Is it because hot air reduces the engine performance?. I remember on my motorbike that you could hear and feel the difference in performance when the air was cold.
sorry, part 2: Don't go beyond flaps 5 until inbound on final app course. Select gear down and flaps 15 when glide slope is within 1 dot and closing. Passing 200'AGL have the other pilot center the rudder trim for landing. One other thing to ease the workload- at 400' climbing out declare an emergency as follows: "Heathrow dep, Pranus73, declaring an emerg, rt eng failed request vectors for ILS rw##, stand by for further info. This will delay the dialogue about souls on board/fuel till later.
Normally you can intercept an ILS with 30 degrees, e.g. the runway heading is 250 an you fly a heading of 280 to intercept the localizer, It's not a good idea to do that with a high airspeed, so you have to reduce first to a smooth speed. Or the controller says "Reduce speed to 170 knots!" For that speed you need flaps (not gear down) for a safe flight and for keeping the approach-path.
It is very true, however when you see how much runway was left I would have continued.. not sure if that is actually how much runway was left or that was a trick my eyes played on me but in the case that I saw the remaining runway correctly I would have continued as well
I think it was at the exact same time as V1 was reached, the thing is that there's no callouts from the airplane, so he's the one noticing the engine failure and V1 afterwards. Again, I thing both happened at the same time. You're right though, engine failure before V1 = RTO
Just so you know V1 is calculated from weight and runway length (among other things) Before V1 you can safely stop everytime, the runway wasn't too short
a better way to understand that is to watch 05:40 , when the weels spin back, the aircraft nose go UP, when they go forward, airplane nose goes down WITHOUT pilot control. thats the autopilot playing with it to keep the vertical speed to the selected range.
I like how he is so honest by telling us he forgot some things and at the end that he ended up all sweaty. He is really professional and well prepared.
I would feel quite safe with Pranas piloting my aircraft...
I would, definitely.
You have an airplane?
He’s a flight instructor, not going to find him on your flight.
I Agree
He's a cutie pie.
I think he sets the temperature high to model a worst case scenario - higher temperatures mean less lift and make flying harder in general. Basically means in a tpyical situation where it would be much lower, he should be able to handle it easily.
This is an interesting insight into just some of the issues associated with an engine failure-at a critical phase of flight-approaching V1 on take-off. I am a very experienced Airline captain and have flown these sequences many times in my career.
For those interested I make the following comments. Firstly maintaining control is obviously vital-nothing except this matters until at least 400' AGL-Speed not below, V2 tracking correctly and gear up with positive climb. Rudder trim to centre the control yoke. Thrust can be increased to full power and maintained for 10 minutes on one engine, normally 5 minutes for both engines operating.
Above 400'AGL " identification phase"-for a "simple" engine failure- i.e.: no fire/severe damage or separation no actions required, otherwise the memory items are carried out-A/T disconnect, affected thrust lever closed.affected start lever cut-off-then for fire only affected fire warning switch pulled and rotated to discharge extinguishing agent. A second shot is available if fire light remains on.
The climb then continues until acceleration altitude - at least 1000'AGL. Some operators allow for APU start, fuel crossed open( fuel balancing) and alt. equipment cooling to restore RASTA on the EFIS whilst waiting for acceleration.
At acceleration altitude speed bug wound up to the 'green dot" speed( clean manoeuvre) in TOGA mode-the pitch bar on the FD commands a shallow climb as the aircraft accelerates-flaps retract from 5 to I then Up as required. when 'clean" then Autopilot engaged, thrust set at MCT, speed mode on MCP set ,HDG on MCP set-Boeing don't recommend auto throttle in one engine operations-so manual thrust now.
Then all the checklists are actioned-Recalls are rechecked ( corrects any errors made earlier) the Engine Failure and Shutdown checklist actioned for the first time ( for a simple engine failure) and finally the After Takeoff checklist. The autopilot needs to be monitored closely, it does not handled the rudder channel. Trim changes with speed and thrust change.
Sounds simple doesn't it??
Yes very simple as ABC
Oh my.
Ya very simple
Any part of the checklist include a restart attempt of the number 2?
@@raymondlantz9278 yes it does depending on the nature of the failure
I love these videos. Very informative! Pranus is an excellent teacher.
Great work! The most important thing in case of emergency is, to fly the aircraft. This is the first, what a student pilot have to learn. And avoid panic. Good job.
Love the voice, love all the cockpit sounds from autopilot to the trim wheels!
I am not a pilot. Dreamed about doing it next thing you know life happened and I'm over 50. I was shocked at how much harder it was to land the 737 with 1 engine out as opposed to the A320. Is this strictly because you were flying a 737 classic as opposed to a 737 NG? Will the new 737 max even things up? I know I will be more aware of the type of plane I am in from now on.
Love your videos! For a non pilot it truly helps explain what's involved.
@Ron Lipp the 737NG is probably slightly easier to control because it has more compatible auto thrust and EEC (electronic engine control). However, the many protections of the Airbus make losing a system’s full capability almost impossible. Things like auto trimming and other convenient systems and anti-crash protections make flying the A320 with one engine easier than flying the 737 classic or 737NG. But, newer Boeing planes such as the 787 also have these protections and automatic convenient systems to make one engine operations easier.
Both engines: dont expect for dinner.
Can you please make a video : Dual Engine failure at cruising altitude on boeing 737. The first time without fuel ( NO APU) The second time with fuel avail ( APU):
One hint:
If you disconnect the Auto Throttle by pressing one of the side-swiches at theThrottle TWO times, you avoid this nasty red blinking of the auto-throttle-disengage-warning-light in front.
You should do this, this permanent blinking all the time is awful.. Blink blink blink almost all the time....
AND: PLeASE press the take-off-buttons at the Throttle from ABOVE (not with one finger from below) and KEEP your hand at the Throttles, when applying take-off-power ALL THE TIME.
If one engine fails with severe damage (N1 and N2 = zero) at this position at about 10 to 30 knots, you will be off the runway within two seconds, when the other engine sets takeoff-power. In this case you are to late with your hand at the throttle to set idle.
During approach checklist: The master caution "Aircondition" was caused by "Pack Trip Off", you had no cabin-pressurization all the time after the Pack tripped. Warning light (Pack Trip) was left, the dead engine was right, this pack was switched off.
But over all it was a very good information to compare this computorized A320 with this fine-art-Airplane B 737.
Sure, there is a lot more to do in the Boeing 737, but if you have done it, its done.
No one knows, what the computer in the A320 will do ..or may be not, or may be wrong or....whatever.
Edit, one more hint: NEVER fly manually (auto pilot off) with AutoThrottle aktive. Because you will have a lot of extra work to stay stable. May be, you go inadvertantly above the Glideslope, you get slower. This will be compensated by the auto throttle with higher thrust setting. This leads to a pitch-up-moment, which works against your intended correction to descent to match the glideslope again. Same with coming below, airplane accelerates, AT reduces thrust, pitch down moment lets the nose fall, thats the wrong direction.
And why do you switch off the flight director during approach. That is stupid! FD helps a lot, mainly during this phase of flight - and with engine out even more.
Best regards.
Dude... 1) chill 2) everyone has their ways of doing things. 3) he is in a dire situation to get back onto the ground and might miss certain steps. If you want to know the thinking behind his actions, go ask him.
this guy is totally addicted to idle reverse
+Matheus Magno Yep
Lmao
What do you think will happen if he applies full reverse with 1 engine?
Actually it's NOT elevator trim it's horizontal stabilizer trim. It will trim the nose up or down in response to: either pilot's yoke switch, autopilot commands or via the flight control computers (2 each) Speed Trim commands.
Note that the pilot's input will override the other two.
really miss this man
4:10 That warning horn
Was that the GPWS going off, or was that to warn you of the A/P getting disenganged?
45 degrees Celsius in London WTF😂😂😂
That is the manual trim wheel. The pilot has an electronic trim button on his joystick that permits him to automatically spin the wheel (nose up or nose down position). There are trim servo-tabs on essentially all flight control surfaces. Search it up and you'll learn more on that subject.
if youre talking about the spinning weels. those are TRIM CONTROLS.
in a "normal" aircraft, it moves little trim tabs on the elevators helping the pilot "recenter" hes yoke. or in small planes, helps the pilot reducing the force he has to apply to the controls.
They are the trim settings that adjust how the rear "wings" at the airplane. They adjust their angle for landing, cruise and takeoff.
That photo never let me down... :) The standby horizon is operational now though
A Glideslope will be intercepted from the bottom up. E.g the initial approach fix is 3.000 feet QNH an the GS needle is coming down to center, you have to start the descent with a standard-sinkrate.to keep the path. If you fly via autopilot, the "APP" (Approach) will maintain the glideslope AND localizer automatically. Also you can select LOC or G/S only.Single Engine Piston Aircrafts like Cessna only have APP and NAV.(mostly).
That's your trim wheels used to adjust the pitch of the aircraft. Modern aircraft have powered trim but in the old days your trim was adjusted by hand, hence the wheels on each side of the throttle quadrant. The white lines are just for visual reference that the wheels are rotating.
Knew something was wrong when at 3:09 it showed an altitude of 2300 ft , but he just said 400 ft 2 seconds prior.
For B737CL, there are no memory item for engine failure, at 1000'AGL, you do not PUSH N1 for single engine instead you keep TOGA power until you have Flap up, No Light, then select MCT, LVL CHG and for B737 you no need to lever off to accelerate, you can climb .and clean up at the same time
He is correct as well, because it's also the power the engine can give out. The fan blade that you see in the front of the engine is was produces the most of the thrust that jet engines we have today and that N1 is most common measure of power in a jet. EPR is also used in some airacrafts, but N1 is less confusing as N1 shows power in percentages and that EPR shows power as Engine Power Ratio thing, and that it shows 1.xx for certain power setting.
Some people are asking, why change the settings for heading course and altitude if the auto pilot is disconnected.
The answer to that is, even flying manually the pilot is using the flight director for guidance. Also it is useful in the event that the pilot needs to re engage the autopilot, everything is set up correctly. Hope that helps.
He said:
"Engine failure, continue"
"V1, Rotate"
Ik, if the failure is before V1 they have to abort takeoff
Smh it was literally ONE second before V1. The engine wont respond that fast. Dont act smart when ur stupid
I think it happened whilst the engine failed which is why he said it quickly
Should have aborted. Poor instructions
I don’t even think he set the v1 and vr speed he just said that because it was a habit
You can see he was in the touchdown zone of the other end of the runway so it is very possible that he was actually over v1 speed
Those are called trim wheels. Their are what are called trim tabs on the elevator and rudder of an aircraft. the purpose is that these small trim tabs can move independantly of the actual control surface and move very slightly. However this slight movement releases alot of what pilots call back pressure on the control yoke. Basically, when an aircraft is trimmed correctly, you can let go of the control yoke and the plane should fly straight and level on its own. It saves the pilots from fatigue.
MrSkypony Those are the elevator trim wheels, the autopilot operates them by itself but you can turn them manually when the autopilot is turned off.
In XL 888T, the crew were conducting an alpha protection test when there was 1 or more contaminated AOA vanes, the plane unexpectedly stalled whilst in normal law (comp had put THS to 12 degrees nose up during test). It then entered direct law and recovered from the stall but climbed steeply because the pilots were unawear of the THS psotion (which WAS being controlled by the comp) and failed to recognise it, the plane stalled again, didn't recover and crashed into the ocean.
I see, I used to think the same thing a while back. Congrads on you type rating. I hope to get a type rateing on a comercial jet some time in the future (a long time).
Those wheels on the throttles' sides move the whole section of the tail with the elevators(not the rudder) up and down in order to keep the nose of the plane more stable.They can be moved by the autopilot or by the pilots with a small button on the yoke.Please correct me if I am wrong.
Thanks, I watched it again and could see you working the ET from the steering column. Also noticed them working during flap retraction. Nice Flight Simulator. I think I'll check Ebay for a used one.
They are 'trim wheels'.
When a plane goes faster, the wing generates more lift, so the aircraft pitches up. To counteract this, the pilot trims down. In the most basic form: the trim changes the centre point of the control column, so the pilot no longer has to push down all the time, so to speak.
They are not moving by themselves as such; the trim can also be controlled by switched on the yoke by the pilot's hand so he/she does not have to remove their hands from the controls.
who said pilots are bus drivers?
N1 its the indicator of RPM of the main turbine of the engine, N2 its the indicator of RPM of the secondary turbine of the engine. when you turn on one engine of the 737, you put the engine start on ground, then you wait for N2 to reach 20%, then you feed the engine with fuel, N1 and EGT rises up and the engine is on.
About 08:30 he changes his heading to 70 and then to 80 degrees to be heading back to the airport. Is he calculating this in his mind by just doing a 180 degrees turn or how does he get the heading for the airport? Cool video!
Yep, about 60knots depending on plane and/or airline.To stop potential FOD damage and also because the engines don't like re-ingesting the same air. In some emergancies like some high speed MTOW RTO or somthing where you need to stop ASAP or have limited breaking (fire, brake failure, ect) then you can use reverse all the way to the stop.
This is a part of the MCP (Mode Control Panel) in a Boeing 737 and means the N1 limitation of Autothrottle. Normally this limits will be set on the "ACT PERF INIT" page of the FMC/CDU (Flight Management Computer / Control Display Unit),
Another function of the Autothrust is the level-change button. One reason for that ist the speed limitation 250 knots in FL100 and below - if you want to climb into a higher flightlevel without this limitation. In this case you will need a higher N! climbpower
Nicely done! I like to use the rudder trim to ensure the yoke is centered up. this ensures you don't have any unwanted drag as result of defecting ailerons and even spoilers in power deficient situation. Food for thought;-)
They don't spin by themselves, it's just there is a tab / switch on the yoke that you push up or down that trims the aircraft for you. The trim wheel spins in compliance with the tab on the yoke.
Awesome. Thanks for this video. I'm interested in flight, but I only have X-plane 10 at my disposal. Seeing how professionals do it makes me respect your profession more. What type ratings do you have? You seem to fly just about anything with wings. Except maybe rotary wing aircraft :)
That is the Stab Trim (a.k.a. Elevator Trim). This is controlled by either the autopilot or the pilot him/herself by a switch on the left side of the Pilot's control yoke (Right side of the yoke on the F/O side of the cockpit). This is to keep the aircraft at a certain attitude (pitch up or pitch down) while climbing, descending, or while cruising without autopilot, which pilots never do regardless.
awesome video... you put the landing gear from up to off, what exactly does that do?
Pranas! What a pilot. Hope to fly with you some day Capt. Drulis!
Which model of 737 was that, please? It looked like hard work getting it down, compared to the Airbus, but I would guess a later model of 737 would be easier.
Nice work! Never flew the Abus but I'm typed on the 737 and a few other Boeings. A few ideas for you- once stable climbing out, the pilot flying is supposed to make the INITIAL rudder trim movement. Just get it going in the correct direction and then tell the other pilot to set 15 against the dead engine.Start with15 climbing, 10 level, 5 in a stable descent. If the control wheel points steadily to one side or the other, you need more rudder (pressure or trim). Continued next comment.
Hey Pranas, you used A320 procedures for your engine failure. There's no green dot speed in a Boeing. And you don't press ALT Hold nor do you reduce to Climb thrust in here. You wait for MFRA (minimum flaps reduction altitude) and you clean up, then you select LVL Change, then Max continuous. Boeing SOP's
Part II:
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On engine-failure it can be nessessary to select a higher approachsped with less flaps (for example max. 15 degrees). This settings can do at another point than during a "normal" approach with all engines running.
Pranas...I'm sure it's your training facility's procedure, but I am puzzled as to why they suggest turning off the F/Ds at 500 feet. This makes no sense, in the event of a go-around, and also especially if you were in low vis, or IMC conditions.
Also, RE: rudder, and the trim - you may find it useful to *not* trim the rudder fully, only enough to relieve the force required, keeping a need for just a little...it helps to control, since you can vary rudder pressure slightly, as needed.
He was almost reaching Rotation Speed. You have to account for the runway lenght and OAT. At such high outside temperatures, reverse thrust wouldn't be as effective as in any other standard day. Besides, in the TO briefing, you'd probably stated to go airborne in case of failure at V1+ since no significant physical obstacles are present in the climb phase. He did well but once established at his selected altitude, he should have run through the engine failure checklist...
Hydraulic system A retracts the landing gear. There are mechanical uplocks that hold the main gear in the up position. An overcenter lock link holds the nose gear up. The pressure stay up, but not connected to the landing gear anymore.
Just prior to approach he changed the course setting. However, he had previously disconnected the AP and stated he would be manually flying the aircraft.
In this case the warnings are about the AC, generator, hydraulic pressure and other´s powered by the engine, so they skip that control and recall it later when the plane is at a secure air speed and altitud. Let´s not forget that in a normal flight there are two members, a pilot and a co-pilot, and the task´s are divided.
I have a question about the acceleration altitude and keeping the flaps out. Is that specific to the engine out?
May I ask why it wasn't necessary to dump fuel? I was under the impression that a return-to-airport landing would require the pilot to shed fuel in order for the aircraft not to exceed its landing-rated weight. (I apologize if this is a naive question.)
Hello, how are you?
I Respect your video and l want to tell you some details that you forgot..
You Never select MCT, the bank not put it in 15^.
But thanks for share...
Greetings
its the pitch trim wheel. you can trim airplanes to keep a certain flight position.
In the sim he could have set 45*C for OAT, or he could just entered an assumed temp of 45*C to have a reduced power take off, but he said it was "really hot outside" so the OAT is an unrealistic 45c for Gatwick. It's the nice things about a good sim like this.
This video makes me glad I fly mostly on JetBlue, since they use A320s. The A320 seemed a lot better able to cope with the loss of the second engine and the workload seemed a lot lighter. Granted, they usually have two pilots, but still. Not to mention, it seemed like the easier plane to land in the nigh on impossible event I'm ever put in the position of having to do so.
i always fly southwest and they only use 737s and have one of the vest saftey records ever
Katie i agree
Awesome video. What software is behind your flight simulator? XPlane by any chance?
It helps controlling the pitch of the aircraft (that means how much you fly up or down), so you don't have to push or pull the yoke too much.
thats a good idea about the side sticks being linked....but i don't think that electric shock thing would catch on (even though it would definatly do its job). i definatly agree that the engine failure would be much easier in a320 than 737 classic. I like boeing's modern FBW system, because you still have the full imporession of flying the plane and therfore know how it is flying. they aslo make it dead obvious the plane is exeeding the flight envolope (stickshaker, stickpusher, resisting input)
Will the Torque factors effect a turbo jet in the same way as props? it's still a spinning engine, but the airplane is much bigger. Do you have to split the ball to maintain directional control?
Why are the trim wheels constantly spinning? Are they automated?
The flaps are extended when taking off, creating more lift.
I understand why you keep the rudder trim, but then why did you reset it on the airbus ?
Does the standby horizon not work in the 737 sim? It looks like it didn't match up with the artificial horizon on the primary flight display.
Those are the elevator trim wheels. They basically control how the plane will pitch (point up and down) if you release the yoke. There's a switch on the yoke that controls them.
I'd like to add I've heard that if you pull on the yoke when autopilot is controlling altitude, the trim wheel can go to maximum trim to compensate and if you turn autopilot off at that moment, all hell would break loose. I'm not a pilot just heard that.
the spinning wheels are the trim wheels? and when they spin by themselves, thats just the plane's computer doing it automatically correct?
Those would be the pitch trim wheels. They are being driven by electric motors controlled from a switch on the yoke. They could be turned by hand if a failure happened, but it is easier to just use the switch on the yoke.
what will you do if AP disconnects and you haven't finished reading your checklist?
Can you tell me the difference the civil aviation v1 speed and the military refusal speed?
It's a very nice vidéo like the other thx and continu like that !!
Just one question what serie of 737 it is ? -400 I gess ?
What if we have a dual engine failure right after V1 speed. Without both engines how will you climb
Turning on final after reducing speed and setting flaps? Do you not turn to runway center line first?
I think you're an awsome teacher, Pranas
Excellent job. The " I'm sweating " part is funny, your a person with a since of humor, you are my inspiration,,,
thats the elevator trim the autopilot controls so that it can pitch airplane up or down but also a pilot can use it when autopilot is off when flying a cessna you use it to keep the airplane level
Why wait so long to put the flaps up on climb? Wouldn't you want the extra airspeed instead of the lift?
Would the airline that employs you as a pilot object to the PIC deciding to turn back towards the departure airport to fly a downwind leg (once safe altitude is reached) before reading the QRH procedure that tells you to find a suitable landing area. I would think that this would fall under PIC authority
Which engine did you lose? I think right engine becouse of lefthand rudder deflection ?
Curious as to what those two black wheels are ?? the ones that automatically start spinning ???
I didn't know that the high outside air temperature affected airoplanes so much. Is it because hot air reduces the engine performance?.
I remember on my motorbike that you could hear and feel the difference in performance when the air was cold.
Are the black wheels either side of the throttle levers the elevator trim?
Why does the elevator trim automatically adjust even before autopilot is switched on, does the trim even have a manual mode?
More Pranas soon?
sorry, part 2: Don't go beyond flaps 5 until inbound on final app course. Select gear down and flaps 15 when glide slope is within 1 dot and closing. Passing 200'AGL have the other pilot center the rudder trim for landing. One other thing to ease the workload- at 400' climbing out declare an emergency as follows: "Heathrow dep, Pranus73, declaring an emerg, rt eng failed request vectors for ILS rw##, stand by for further info. This will delay the dialogue about souls on board/fuel till later.
Normally you can intercept an ILS with 30 degrees, e.g. the runway heading is 250 an you fly a heading of 280 to intercept the localizer,
It's not a good idea to do that with a high airspeed, so you have to reduce first to a smooth speed. Or the controller says "Reduce speed to 170 knots!"
For that speed you need flaps (not gear down) for a safe flight and for keeping the approach-path.
Pranas - you have a very nice speech, those video are really nice to watch. Keep up the good job.
I wish you would have similar for smaller PPL planes
Why did the autopilot disconnected on the first time? The aircraft seemed leveled and correctly trimmed...
is the button he's moving with his left thumb adjusting the elevator trim? (on the stick)
No fuel dump on the 737, like most light / medium aircraft. MLW will be pretty close, if not the same as MTOW anyway.
If he had done an RTO before V1 why make the video? Hello!
If you get a engine failure before V1 should you not have carried out a RTO??
They are the elevator trim wheels. They are controlled by a switch on the control yoke.
OK, (possibly) nooby question, what are the things going mad in the centre of the cockpit (black circles spontanously rotating)
engine failure before V1... should have rejected.
It is very true, however when you see how much runway was left I would have continued.. not sure if that is actually how much runway was left or that was a trick my eyes played on me but in the case that I saw the remaining runway correctly I would have continued as well
AviationNonstop Never continue OEI below V1.
true! I mean always follow the rules.
I think it was at the exact same time as V1 was reached, the thing is that there's no callouts from the airplane, so he's the one noticing the engine failure and V1 afterwards. Again, I thing both happened at the same time. You're right though, engine failure before V1 = RTO
Just so you know V1 is calculated from weight and runway length (among other things)
Before V1 you can safely stop everytime, the runway wasn't too short
What are the two circular objects that keep spinning on either side of the throttle levers?
a better way to understand that is to watch 05:40 , when the weels spin back, the aircraft nose go UP, when they go forward, airplane nose goes down WITHOUT pilot control.
thats the autopilot playing with it to keep the vertical speed to the selected range.