Fenix A321: Engine Failure at Maximum Takeoff Weight | Real Airbus Pilot
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- เผยแพร่เมื่อ 8 ก.พ. 2025
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My system specs:
Intel i9-14900k
RTX4090
Corsair DDR5 7200 48GB RAM
Asus ProArt Z790 Board
Windows 11 Pro
My hardware:
Thrustmaster Boeing Yoke
WinWings Orion2/F16 Grip
Thrustmaster Pendular Pedals
Honeycomb Bravo Throttle
Would be nice to see a 1-engine go-around in one of these scenarios, and how to handle that!
The repetitive chimes were due to the THR LK and the Thrust levers not being set in the detent (see ECAM : THR Levers…move). However as you said, the ATHR shouldn’t have been disarmed. Nice video, great work!
You should not have gotten repetitive chimes for that, it's just a single chime. There is no thing like repetitive chimes in the Airbus, until you go to the next higher warning level, where you get CONTINIOUS repetitive chimes (CRC).
@@A330Driver definitely wrong! Move out the thrust levers out of CLB detent with ATHR active and you will get it every 5 seconds. For the thrust lock function it is even described in the A320 FCOM: DSC -> 22_30-> 50 -> 40 -> ATHR disconnection. Try it out :-)
@@A330Driver Uff he roasted you :D
@@JulianEDFM Not in ours it seems, I just checked that part of the FCOM (both A320 and A330) and ours doesn't list that. Nor do I recall ever seeing that during the type rating.
Probably related to the software version installed in the plane. Are yours rather new or rather old ones?
@@rumpel6625 in aviation it is not about roasting people, but sharing experience and Knowledge. If someone is unsure about a certain procedure or how a system works you look it up and discuss it together without blaming anyone. That‘s how safety culture in aviation works. It is almost impossible to know everything and with every day and flight you have the chance to learn something new.
Great video ! The only mistake I’d fix , is that you could’ve went to the INIT phase and changed your ALT to 5000ft so you can get back the managed mode and the profile , keep it up , thank you for your efforts
that's the thing I love with aviation: you practice this so much that it becomes more muscle memory than relying on your brain
I have noticed that A321 seems more bugged than the 320 and 319.
I keep getting that same XTRK errow erronously sometimes jumping from 0.3 L to 0.3R as the aircraft is struggling to determine where it is either side the NAV line.
It also struggle's to delete some hold's as well.
I love your failure videos! Making me more confident to give some a go myself
very informative, had this sort of situation but just at Singapore haha
Excellent and informative video Emi!!
Love it, can't get enough of a330 driver!
This was an interesting video. An idea for the next one. Dual engine failure on one of the SOBRA SIDs, and then gliding to EDFH.
Pity, I was hoping to get back to Cyprus considering the weather here 😄
Weather wise we should certainly have continued! Perhaps we should hire that chief pilot of a certain Eastern European airline who flew single engined from Samos to Prague 😂
Hi, could you possibly do a video on how to re align (quick align) IRS after multiple legs as they can lose accuracy also maybe explain how to check the allignment of the differnt systems aswell please a320
Just turn it off and then on again within a few seconds. Nothing more to do.
Awesome video, thanks again. I know you mini-briefed a Flaps 3 Config landing (in case of excessive MCT), however should you have also ran the full checklist for it just in case? Just checking my learning here! Thanks 🎉
Also wenn dieses Video als Tutorial gemeint ist dann solltest Du eine wichtige Sache nicht unerwähnt lassen: Fly the aircraft und dafür sollte der PF den Rudder Trim setzen bis das Beta Target es erlaubt den AP1 zu aktivieren. Du versuchst das irgendwie leise und wirkst dabei etwas verzweifelt. Dann beginnst Du mit den ECAM Actions ab 400 Agl. In Deinem Fall ging die Speed zu lange außerhalb des Targets. Hier hättest Du den TOGA eher setzen müssen. Es empfiehlt sich auch bei Crosswind in der FCU den Track Modus zu aktivieren. ATC räumt die kein GA Traffic ohne announcement aus dem Weg. In gerade dicht beflogenden Gebieten kann hier ein Heading selekt schon schnell gefährlich sein. Nur eine kleine Beobachtung als Feedback von einem TRI. LG
Moin, das Video ist sicherlich kein Tutorial. Du hast mit all deinen Punkten absolut Recht, das Problem ist nur: Wie lässt sich das im MSFS umsetzen?
Zum Beispiel die Rudertrimmung und die damit verbundene Einschaltung des AP:
Der AP ließ sich nicht einschalten, weil ich das Ruder getreten hatte (deshalb auch die Seitwärtsbewegung, als ich ihn dann eingeschaltet habe - da bin ich kurz vom Ruder gegangen). Nur: Wie soll ich im MSFS vernünftig das Ruder trimmen? In 200ft nicht mehr nach draußen gucken, um die Kamera runter zu bewegen, um trimmen zu können, ist auch schlecht. Dazu kommt noch, dass man kein Force Feedback auf den Pedalen hat, um den Trimstatus erahnen zu können. Meiner Erfahrung nach kann alleine das Austrimmen des Ruders mal eine halbe Minute in Anspruch nehmen im MSFS. Wie Du richtig erkannt hast, war ich da leicht verzweifelt, den richtigen Kompromiss zu finden zwischen Pedaldeflection und AP Engagement - bis ich am Ende einfach resigniert vom Pedal gegengen bin, um den AP endlich einschalten zu können.
Die abfallende Speed war auch ein simulatorbedingtes Problem. Des öfteren verliert der Simulator beim Wechsel von FLX auf TOGA einfach die Kontrolle (auch wenn die Speed noch knapp über V2 ist und nicht schon darunter). Das wollte ich für das Video nicht riskieren. Ich bin mir nicht ganz sicher, auf welche Genauigkeit MSFS die Aerodynamik simulieren kann, beim P3D damals waren es nur ca 20 Knoten.
Die Limitationen der Single Pilot Heimcomputer Ops machen leider einige Abweichungen erforderlich. Das ist nicht schön, aber leider unvermeidlich.
@@A330Driver Ich gebe Dir in vielen Punkt recht. Vorallem das fehlende Force feedback in einem wahrscheinlich gängigen Thrustmaster Ruderpedal. Den Camera Schwenk kannst Du nur mit dem Tobii Eye Tracker oder alternativ mit einem VR Capture zeigen. Hier muss ja der Trim auf circa 12 Einheiten eingestellt werden. Das gelingt in einem echten Trainingssimulator natürlich kinderleicht ;-) auch vor 400 feet AGL. Der Autothrust bleibt auch gewöhnlich drinnen. Ich denke es hat für die Zuschauer einen Mehrwert, wenn Du das Video mit Präsentations Folien aus dem FCOM oder FCTM unterlegst, sodass man wirklich alles versteht, was in einem solchen Use Case zu tun ist. Schönes Weekend
@@tuningjohnny8478 Ich würde das Video liebend gerne mit FCOM/FCTM Inhalten unterlegen, aber bin mir da Copyrighttechnisch nicht sicher. Erlaubt wäre es sicher nicht, ob es am Ende tatsächlich jemanden interessieren würde bei Airbus, der mich dann verklagt... das will ich lieber nicht herausfinden.
Im echten Simulator geht das alles deutlich leichter :)
Aber immerhin muss ich nicht um 22 Uhr im Briefingraum sitzen, um hier zuhause soetwas zu filmen! :D
Schönes Wochenende dir!
Could you run the number 2 pack from the APU to get more power from the remaining engine? And I would love to see the same flight from Las Vegas on a hot day :)
No, you couldn't. If Engine two was failed you could run Pack 1 from the APU bleed, but not the other way round. That's because of the location of the crossbleed valve. The side where the fire extinguisher was shot into must not be pressurized anymore.
Great lesson thank you Emanuel.
Got today my Boeing Yoke. Is it okay that there is a little chafe
full left / full right ?
great video...
nice video bro
Very cool, thanks!
Would it be policy to avoid turning/changing direction on the dead engine, even if that means a wider turn to a new heading favouring the working engine?
No, not at all. That's a flight sim myth.
Did I miss something or why is the number 1 engine thrust reverser unlocked after landing? ("Drone view" after stopping on the RWY) Wasn't that the failed Engine? Is that a bug?
Probably cause the thrust reverse binding on MSFS affects both engines, ENG1 being out, with no hydraulic pressure/bleed air, the thrust reverser sleeve will unlock but not move, generating the caution
@@xeels2708 you can see on the video that it looks deployed
I think we need sections of failures for aircraft we fly Eman think about it …✈️✈️
Nice video! On which graphic Settings are you Playing?
Hi, mostly ULTRA these days.
👍🏻👍🏻👍🏻
Hey, nice video.
If you would decide to burn the fuel in holding to reach MLW
(considering a situation where you have two engines)
at which altitude, speed and flap setting would you do it?
Would you use speedbrakes for more fuel burn?
Thanks in advance :)
Hi, the altitude would be assigned by ATC, but I'd request something slightly above FL100 so that VFR traffic and birds aren't as much of a concern.
Keep the flaps up and don't use the speedbrake. While they would increase fuel burn they would also cause significant passenger discomfort over a longer time.
Basically, just fly a normal holding.
@@A330Driverwould you lower the landing gear or the increased noise would also hinder passenger comfort?
Hey Emmanuel, could you still have done an autoland with CAT 3 single instead of CAT 3 Dual?
Yes
What add on u use to create failures situations
Just the Fenix A321, the failures are included.
Does the Fenix Family feature a functional pws?
No - MSFS itself does not have windshear, so there's nothing the plane could detect.
@@A330Driver Copy, thanks for the reply!
The sound of roll out Is included?
I didn’t change any of the sounds.
How to simulate this?
You can activate the failure in the EFB.
@@A330Driverty
Dear Emmanuel, I sent a ticket to Fenix few days ago concerning these bugs happening at the beginning of your video. And they are working on it at the moment to be fixed on a future update. ATHR is disconnecting after the engine FAILS where it should not and so THRUST LOCK appears. then wrong ECAM Appears with Thrust lock where only ENG FAIL should be displayed. The second bug is the ECAM itself where ENG SHUT DOWN ecam inserts itself in the ENG FAIL ecam after you put the ENG MASTER to Shut down. Anyway these bugs mostly appears when selecting IAE vesions of the plane.. If you try with CFM sometimes it works the correct way! Also try the ENG FAIL during cruise, YOu will see there is a bug with the ATHR between the indication from the FMA and the Engine display..
So eng failure at v1 is only a Master Caution
The speed doesn’t matter, a „normal“ engine failure (not a fire!) is just a level 2 warning, not a level 3.
But remember: Your ECAM filters any „non important“ warnings during takeoff until 1500ft. So anything that DOES show WILL be important.
I NEED HELP….. I fly the a320 from fenix as lomg as it was released. But after i bought and installed the a319/321 i have a big problem. Let me tell you, im on the runway, clears for takeoff, i push my thrust (thrustmaster airbus) to flex with all calculated things on the efb. The plane rolls bachwards, than after that the plane goes foreward but than, it feels like the breaks activated first left than right than left and right and it feels like the plane would like to go to the left, every time to the left, not to the right (i use the pedals but that does not work well) when i reach 120 knts it feels like the thrust goes reduce. If i use toga i have no problems with takeoff. The point is, befor i installed the a319/321 i have no problems with the 320 but now i have that problem with the 319/320/321…why😢i contacted fenix support, they told me to deinstall the planes but that doesent helps me, can you help me pleas? Is there a problem with the peddals ore with the autobrake max an spoilers armed?
I really haven’t heard anything like this before, but I’d recommend you to open a support ticket with Fenix. They have a very good and fast support.
3:50 " those are too many dings" all bro had to do was move the left lever to idle to shut it up...
Not in the real Airbus.
@@A330DriverCome on Emi, someone quoted from the real A320 FCOM that this behavior is correct.