@MentourPilot hi thanks iv just been watching through your older videos . Iv seen many videos where you have described engine failures and the crews rearly act as calmly and forget many of the check lists and items even at times getting the wrong failures and even engine. How often do you train like this and is the training standard for every pilot/ airline or do they make up there own. ? Thank you
As an occasional flyer I have sometimes wondered about a few of the things discussed in this video. I must say, this is an encouraging video. I have reason now for good faith in the airliner crew, confident that things are being handled in an intelligent, professional manner. Thank you. I will rest easy on my future flights now.
Great video! I think you get 100% on this one. The reason you check with your crew is 1/2 dozen crashes have a contributing factor of a hostile cockpit environment with the crew afraid to assert themselves. The KLM crash was one of the best examples of this.
I would hope all pilots have your knowledge but I am sure that’s not the case. I have never been very big on flying. I know it’s suppose to be safer than driving but at least driving I have the wheel. If I am to die in a crash then I want my hands on the wheel not on my head that’s tucked between my legs hoping the guy in charge is competent as you sure seem to be. All your videos are extremely educational and very well done. Glad I found this channel.
Thank you for sharing this briefing. I am myself in a Type Rating Instructor Course Part 2 at the moment and I can take many hints and techniques from your video.
Excellent videos. I'm curious, in an incident such as this, what is the likely aftermath (assuming not injuries or significant damage to the aircraft); will the pilots be taken out of rotation for the rest of their shift?; be busy with debriefing/investigation?; or continue their duty time on another aircraft (if available)? Thanks
Nice methodical brief. Please can you produce another video continuing from this one till the flight ends with either evacuation or taxiing to the ramp?
Thanks for the video, about 2 months ago I got a flight in a small aircraft at the local airport for my birthday. I cannot wait, I think I'm going in the Summer and this may be where I get the 'aviation bug'.
I used to watch fully loaded 727’s flying out of Adelaide going to Perth. I could see them for over 10 minute sometimes they seemed to climb so slowly. Evidently I am told they did but once they got to a certain speed the went into a much steeper climb. I also remember stopping there one night to upload extra fuel because of head winds. They used Vor’s in those days, upgrading to the Omega system did not have anyway of finding the best track for fuel usage. Today they go a OMG way south to get the best winds.
Am a physician, very well travelled passenger, about 10 million flying miles. Was sitting at the window, left wing was hit by lightning at below 200' in a DC-9 flying out of ATL while gears were still retracting. We were still over the runway... . Both engines winded down to nothing. Could hear the air outside. Climb angle remained the same, I could feel the climb rare slowing down... I expected a stall warning anytime & a "brace for pact" . Engines were restarted in about 30 seconds as climb continued. No announcement from cockpit. I was surprised the engines rev'd down to nothing! After all we are in a "Faraday cage" and strike would go around & to ground. Landing in MIA, the tip of the left wing had a 2 cm hole on it, blackening all around. It was not a static discharge... What's your experience being hit by lightning ja few seconds after "rotate"? Thanks Sergio
(Spot 2:39 in the video) When the PNF announces an engine failure or engine fire, he or she SHOULD also say which engine it is. The PNF knows which engine it is. Why would you make the PF try to guess and figure that out at THE most critical time in the take off? I disagree when you state you don't need to say which engine is the bad engine. The job of the PNF is to help the PF fly the airplane with ALL pertinent information...not to hide information from them. I'm a retired Part 121 (airlines) pilot instructor and we always identified the bad engine on take off after passing V1.
Wouldnt it be obvious as to what engine it would be with the yaw difference in the case of a failure? In the case if a fire normally thrust is broadly similar so thus no major yaw variance... the main thing is to get airborne and then diagnose the situation... the engine that has the issue isn't important at that moment in time... if some one is breaking into your house it doesnt matter if its a bungalow or a mansion the main thing is someone is breaking in... airbus as well as boeing have these standard protocols in place, not sure on embraer overall but the CrJ's have this as their standard protocols...
Having only one engine then return to the runway, that's a heavy landing for sure, with engine breaking only on one side, whats the procedure for that?. Great video, you flight crew guys are under appreciated by many for sure, but I hold you guys in very high regard. Thank you all for keeping us safe.
I understand the priorities of flying the plane first and foremost but Im kind of surprised ground arent notified absolutely as soon as possible, even if its just a very short message of "callsign/engine failure on takeoff", given the possibility that the failed engine has left bits of itself on the runway which could pose a risk to the next plane to take off.
I design complex (and very expensive) scientific equipment and I am learning a lot from these videos about how to teach people to deal with failures and problems without them jumping to conclusions or engaging their "confirmation bias" filter. I know a few other professions have used a similar approach (surgeons for example). Does much of the cockpit training carry over to your approach everyday life?
Yes. Mechanics medical personnel... chefs. You would not believe the chaos that can be created in the kitchen among manager waiters head chef...customers.
I can both understand and dont understand the 4000ft rule. I have the Gottröra incident in mind, as far as i can understand from reading reports and general physics, emediate throtthle down the engines could have saved the compressors from surging and this action shuold be taken far below 4000ft. So even if u notice dual compressor stall, u dont do anything about it below 4000ft?
Hey Mentour thanks a lot for all these great videos, you brought back my interest in flying to life ! (I'm even leaving a comment... which I never do on YT ;) ) May I ask where you shot this video ? This format is great and more entertaining but the echo isn't pleasant to hear. If you own the place then maybe some acoustic panels would do the trick. Thanks for all the hard work you put into this channel !
Dear captain! Hope you will be flying me to Italy when I travel with you airline this coming September. I have a scenario - you are placed behind the yoke of a 737-200 with an old manual cockpit - do you land the aircraft safely or is it too different from an NG?
Somebody asked "difference between N1 And N2." ==> I claimed "In "glib" terms, N1 describes how much air the engine "sucks in" (and consequently, engine thrust) and N2 describes how much energy the 7combustion chamber "blows out"." (How wrong is
Would it be an idea to show a practice round in a simulator what you guys are doing physically in this case. I believe a lot of people do not know the workload involve. Would be interesting to watch.
nice video. can you show us dual engine failure on 737 at cruise altitude procedure and how to calculate vertical, horizontal speed to nearest runway distance please thank you.
So what about dual engine failure? This is probably very uncommon and is hopefully something you'll never have to deal with in real life. I suppose that if it happens right after lift off, depending on how much runway there's left, you might be able to put her back down safely? And if you've reached a certain speed and altitude you might be able to safely glide back to a runway? But I assume there's also a point in between where you're just royally screwed (and there's no Hudson river for you to land on)? And at what point, realizing you can't save the aircraft (is this something you realize?), would you diverge your attention from saving her to minimizing damage on the ground (e.g. to houses and stuff)?
There’s a good example on TH-cam. A twin engine ( I forget whether 737 or A320) takes off at Manchester, and gets a bird strike just on takeoff. They continue and return safely.
Normal rotation rate is 3degrees per second so that you achieve the 15 degrees pitch by 05 seconds . Single engine is 2.5 degrees per second so that you can achieve 12.5 degrees by 05 seconds after initiation of rotation.
Wow. It all makes sense but damn🙈. You have to do all that stuff , some of it from memory while dirting your drawers and get it right. Secondly why don’t you immediately firewall the other good engine to assure positive climb as soon as the issue is noticed? I’m referring to on the ground before you rotate. Also if climb is begun and that ILS tower / gigantic tree is beginning to seem to close for comfort is that allowable?
No, and the reason is that you don’t want to overboost the remaining engine. The power is calculated to be enough for a safe single engine departure if needed.
A great video as always. But I am curious about why you retract the landing gear and flaps as soon as you can in these case? Would it not be recomendeble to first identify the problem in order to see if the hydrolic and electronic systems are all operational before you do that? Cause in case you are losing hydrolics you might want to fly with gear and flaps down in order not to lose the abilty to re engage those later for example. Johan.
I can understand that and its a great aproache when all the other systems are working as they should. But it could be less great when they are not - Or do you get warning lights and info if they do not? Johan.
@@JohanMsWorld when the flight envelope is such a close proximity to stalling and the immediate risk of the aircraft and that of people in the flight path is great the main thing is to get airborne, altitude is your friend... the undercarrages are designed to not need hydralics to lower them if they fail. They can be dropped down. Aircraft have APU systems on board as well to back up hydraulics pressures if needed, some times you can hear this during start up/shutdown like a barking dog in the nose wheel section of most aircraft... to get to 400 feet takes a few moments and once a positive rate of climb can be established and drag minimised then troubleshooting can begin... As a comparison its like getting a puncture on a motorway, you would still roll the car to safety and then assess the situation when safe to do so
" normal engine failure" ==> Engines do fail during all phases of flight. That's why "engine failure" is a common simulator scenario, "spiced up" with simultaneous fire, hydraulic failures, bad weather, failed electronics, low altitude, etc, etc, etc. The real fright arises from unfamiliar scenarios where NO CHECKLIST exists. (Checklists mean a LOT of people thought a LOT about failure modes and anticipated error recovery. Checklist items often mean "somebody died to teach a lesson to the rest of us.")
Good points. I don't care whether you are a pilot or a passenger, going several hundred MPH at 35,000 feet does come with certain known accepted risks.
@@mlx39996 depends on where you are, if landing at mexico city and the engine has failed at 2000feet then you know something has gone wrong, badly wrong...
wow, you filmed this in FEB 2017, just 2 months after this happened to me on Dec 22 2016. It was the scariest 30 minutes of my life as the pilot announce a fire in the engine, turned back to the airport, got rid of the oil from the wings...which freaked me out as I thought it was flames burning from the engine. Does engine failure happen often?
Hey mate, really like your videos. Thanks for sharing. I've just recently watched the movie Sully and I wanted your views of the movie but also the real life incident. Cheers
Well, all passengers and crew came through it alive. So, I'd say it was good landing. If not for Sully, they all could have easily been killed. Easily. Moral of the story: I want an experienced pilot.
I never was scared to fly. I became an aircraft mechanic at 24 in the US AirForce after college. I still did not understand flight working on the ground. So i took ground school aftet3 years and learned to fly in a Cessna one engine prop job. I had engine failure on my 9 th flight. Called mayday tried to land in a lettuce field gliding down to 49 feet. Engine kicked back in. I got back up and la nded on the runway. It scared the mess out of me after. The instructor asked was I scared and I said no. Why he asked? As a joke i said because i was taking you with me. He got mad. I still flew afterwoods with a different instructor. I wonder why.
Pilot moniroring watches gauges and calls out blow by blow description of airspeed and radio calls. If plane is banking involentarily. Pilot flying has the controls. Using yoke rudder pedals if needed.pitch Trimwheel if has to.
what happens in the almost unheard of level of bad luck when you get dual engine failure between V1 and VR do you hit the anchors (and almost certainly run off the end of the runway) or pull up and aim for a paddock or a large body of water near the airport (lets assume you are taking off toward the sea or some relatively flat, empty terrain)
Can you please expand your thought process. You say that N1 is running down slowly, followed by EGT fail alert with a positive N2. After which you conclude an engine failure on engine nr 2. Isn't that contradictive or have i missed something? Shouldn't it be engine failure nr1? Thank you.
Is there any requirement to gain as much altitude possible or a certain level of altitude during an engine failure or other type of failure after take off, should the other engine fail and there not being enough height to glide the aircraft back to the airport etc safely?
just a question from me , don't you need some time to dump fuel in order to not land overweight in a scenario you have to return and land ? very good video keep it going :)
If yheres time prior to landing and high enough altitude for fuel to dissipate in air. You would not want to drop raw wet jet fuel jp1 on someone's head.if not high enough.
Can you make a video about failure of all toilets? Well, I hope this catastrophe will never happen, but if... is the captain or the first officer calling out the problem? Is this going then on memory items?
Mattes Rocket Depending how long the flight is. If it is a long haul then they have to divert to let it fix. I know a case that the waste tanks were full and the toilets were not working. They had to divert to offload the waste. It’s an expensive joke for an Airliner.
Thank you, Captain for all the great videos, I can't say which one is the best, simply because all of them are amazing :) I have a question: On my last flight aboard Boeing 737-800, while landing I realized that there is a sliding part opened after touching down, showing the inside of the engine, then slowly slides back to its original position... I thought there was something wrong with the engine, I informed one of the cabin crew who explained to me that this is some kind of a new tech of the jet engines... could you please explain it to us in one of your upcoming videos? much appreciated.
Mentour does. It s thrust reverser pushing air back thru engines to slow airplane down. Brakes and spoilers are also applied but these bucket looking part of engine cowling spoil air foil like drag chutes on fighter planes.
I just started watching your videos few months ago as a student pilot your information has helped a lot and answered many questions. I thank you as well as Captain Joe. I do have a question if you could answer. If carnard type aircraft are so stable almost stall proof why are there more of that type in the skies flying. Like my favorite Starship 80
Hi edgar, most aircraft on fly by wire systems are pre programmed not to stall and thus the extra drag would make the aircraft less efficient and modern aircraft carriers are looking towards fuel savings over stability... happy flying
Love the videos and I would be extremely at ease if you were my Captain. I wish I would have learn by interest for flying when I was younger. At 47 it's probably too late to try to become a private pilot. Well I guess if you have enough money you can do anything. Anyways excellent videos!
It’s very expensive (around £8 to £9.5K in the UK for a PPL) but you are definitely not too old, as long as you can get a Class 2 medical you can learn to fly privately! Things get a bit more involved in terms of the legality once you hit 55 but still completely possible.
What happens if for some reason all engines fail during takeoff? At V2 in your explanation. Does it mean the end for the plane and passengers? Always wonder and fear during every take off.
I don't understand why you have to check parameters, speed and roc before gear up. no way you can go back down to runway, so sooner you get the gear up the better. is it that if you have for example zero climb then putting gear up could increase drag and give you descent instead of climb?
There had been instances where pilots retracted the gear too early and the plane collapsed onto the runway and slid along. That's why the procedure was put in place to check these parameters and announce "Positive Rate", followed by the command "Gear Up", regardless of emergency or not. The entire procedure takes 2 seconds.
If the plane isn't climbing at that point, there's a high chance you're going back down onto the runway, if that happens you don't want to already have your gear up and belly slide.
Thx for the video cpt i followed all yours videos because im in QT 737Ng, 400ft set HDG Sel BA15 if there’s Eng out procedures (10-7 )that’s will be safe in case of emergency turn
In the case of an engine failure, and the plane lands safely on the runway with no danger of fire or anything else... Does the plane taxi back to the ramp on its one remaining engine (if it's a 737) or is it going to be towed?
AFAIK, it's basically pretty simple. Modern "fanjet" engines have two rotating spindles N1 describes percent-of-maximum RPM for the fan and low-pressure turbine on the "low pressure" spindle, whilst N2 describes the percent-of-maximum RPM for the compressor and high-pressure turbine on the "high pressure spindle". In "glib" terms, N1 describes how much air the engine "sucks in" and N2 describes how much energy the combustion chamber "blows out".
N1 = percentage of the maximum rotation speed of the big fan at the front of the engine N2 = percentage of the maximum rotation speed of the compressor and turbine stages
Great job you are doing, I must say. I really appreciate. Is it safe practice for a 737 to be flown by just one pilot? I once had an experience where someone I had thought was the copilot ended up among the cabin crew for virtually most of the 50 min flight.
Without a doubt another pilot on a taxi flight. They may well use the jump seat in the cockpit to take-off but found the cabin seats more comfortable. It's a two man operation at all times. Could have been a check pilot who was there to monitor take-off procedures? Not sure. But certainly wasn't the first officer.
First officer wear 3 stripes on shoulders pilot wear 4. There are 2 capts or 1 first officer & 1 capt. In the cockpit. That pilot may have been deadheading just riding as a passenger or taking his turn to rest on longhaul flight.
is any situation when the damage to the engine is such that actually blocks the fan from spinning, get stuck? if so, doesn't the engine become a really heavy drag? a mean is like havin a flat surface agains de airstream, unaerodinamical?
Hi mentour. Whats your advice for some1 who is not 100% sure about going into the airline industry? I will love to fly around the world but Im not sure if Ill get bored or I may not be able to do other things that I also like. Thanks
" normal engine failure" ==> Engines do fail during all phases of flight. That's why "engine failure" is a common simulator scenario, "spiced up" with simultaneous fire, hydraulic failures, bad weather, failed electronics, low altitude, etc, etc, etc. Unfamiliar scenarios with NO CHECK LIST are more adrenaline-worthy. Checklists mean a LOT of failure modes were considered and addressed by a LOT of people. Checklist items often mean "somebody died to teach a lesson to the rest of us.")
That´s another great video with very high quality content. I appreciate your work very much. I have just one question about the appropriate course of action regarding the departure route. In which cases do pilots consider to stay on the SID and in which cases is it more suitable to continue on rwy heading? (Or is it standard procedure to continue on rwy heading (track)?) Thanks:)
Much respect to pilots, your description only makes me more confident as a passenger.
Great to hear!
@@MentourPilot You don't increase thrust on the operating engine if one fails before rotation after v1?
@@mmtot depends on the aircraft, 737 doesn’t unless you need it for terrain clearance, because you increase the induced Yaw
@@mmtot some aircraft automatically increase the thrust of the running engine
@MentourPilot hi thanks iv just been watching through your older videos . Iv seen many videos where you have described engine failures and the crews rearly act as calmly and forget many of the check lists and items even at times getting the wrong failures and even engine. How often do you train like this and is the training standard for every pilot/ airline or do they make up there own. ? Thank you
"Aviate, Navigate, Communicate!" I can see why Mentour is an instructor!
Honestly, for me this was the best video you've done and the one that I learned the most. Congrats, keep it up, captain!
As an occasional flyer I have sometimes wondered about a few of the things discussed in this video. I must say, this is an encouraging video. I have reason now for good faith in the airliner crew, confident that things are being handled in an intelligent, professional manner. Thank you. I will rest easy on my future flights now.
Great video! I think you get 100% on this one. The reason you check with your crew is 1/2 dozen crashes have a contributing factor of a hostile cockpit environment with the crew afraid to assert themselves. The KLM crash was one of the best examples of this.
Yes, CRM always.
I would hope all pilots have your knowledge but I am sure that’s not the case. I have never been very big on flying. I know it’s suppose to be safer than driving but at least driving I have the wheel. If I am to die in a crash then I want my hands on the wheel not on my head that’s tucked between my legs hoping the guy in charge is competent as you sure seem to be. All your videos are extremely educational and very well done. Glad I found this channel.
All the things as a non pilot I didn't know that make perfect layman sense. As always awesome video :)
Great to hear that you liked it!
Thank you for sharing this briefing. I am myself in a Type Rating Instructor Course Part 2 at the moment and I can take many hints and techniques from your video.
I have you also have a fantastic day! You are great man Mentour. So many future pilots watching your clips and get inspired to fly high ..
Very informative even to a layman like me. You sound like a professional instructor Captain. Congratulations. !!!
Thank you!
Your videos are fantastic for aviation enthusiasts who wish to understand.
Thank you 😊
Ur videos are always informative.. it never gets old
By the way, I'm ATPL student in Sabadell and I sometimes do low passes in LEGE and listen carefully on the radio in case I ever hear your voice ;)
You have to be a great asset to your airline. I had to many bad experiences flying, and will never board a plane again unless I can fly in the cocpit.
I always ask if i can fly in the black boxes...
I'm like a sponge absorbing all this great information,
So much valuable information on this, thank you Sir
that was an amazing video!
After watching this king of video's and feel much safer when flying.
Excellent videos. I'm curious, in an incident such as this, what is the likely aftermath (assuming not injuries or significant damage to the aircraft); will the pilots be taken out of rotation for the rest of their shift?; be busy with debriefing/investigation?; or continue their duty time on another aircraft (if available)? Thanks
Feeling informed and with increased confidence. Thank you sir.
Nice methodical brief. Please can you produce another video continuing from this one till the flight ends with either evacuation or taxiing to the ramp?
Thanks for the video, about 2 months ago I got a flight in a small aircraft at the local airport for my birthday. I cannot wait, I think I'm going in the Summer and this may be where I get the 'aviation bug'.
Marc Watson have fun. once you're bitten, there is no cure for the aviation bug😊
Ava Mendez I can't wait.
My co-Pilot would definitely notice my bowel failure in a situation like this.
DJ Maxx Saint hahahaha damn
HAHAHAA
I used to watch fully loaded 727’s flying out of Adelaide going to Perth. I could see them for over 10 minute sometimes they seemed to climb so slowly. Evidently I am told they did but once they got to a certain speed the went into a much steeper climb. I also remember stopping there one night to upload extra fuel because of head winds. They used Vor’s in those days, upgrading to the Omega system did not have anyway of finding the best track for fuel usage. Today they go a OMG way south to get the best winds.
As a non pilot it is astounding just how many procedures you have and all of them are written in blood
The model is of 747 that has 4 engines:)
It's great to watch your earlier videos, it great yet you improved tremendously
thanks Captain for your briefing and detailed explanation of this case. Grettings!
Amazing video great tips thanks for the information mentour!!
Perfect explanation . . best video and most informative . . I shall test immdeately on my Lockheed M. simulator
Goodluck safe flying.
Am a physician, very well travelled passenger, about 10 million flying miles. Was sitting at the window, left wing was hit by lightning at below 200' in a DC-9 flying out of ATL while gears were still retracting. We were still over the runway... . Both engines winded down to nothing. Could hear the air outside. Climb angle remained the same, I could feel the climb rare slowing down... I expected a stall warning anytime & a "brace for pact" . Engines were restarted in about 30 seconds as climb continued. No announcement from cockpit.
I was surprised the engines rev'd down to nothing! After all we are in a "Faraday cage" and strike would go around & to ground.
Landing in MIA, the tip of the left wing had a 2 cm hole on it, blackening all around. It was not a static discharge...
What's your experience being hit by lightning ja few seconds after "rotate"?
Thanks
Sergio
Awesome. The ATPL theory would be far more bearable if you were doing lectures. More of these please!
(Spot 2:39 in the video) When the PNF announces an engine failure or engine fire, he or she SHOULD also say which engine it is. The PNF knows which engine it is. Why would you make the PF try to guess and figure that out at THE most critical time in the take off? I disagree when you state you don't need to say which engine is the bad engine. The job of the PNF is to help the PF fly the airplane with ALL pertinent information...not to hide information from them. I'm a retired Part 121 (airlines) pilot instructor and we always identified the bad engine on take off after passing V1.
Wouldnt it be obvious as to what engine it would be with the yaw difference in the case of a failure? In the case if a fire normally thrust is broadly similar so thus no major yaw variance... the main thing is to get airborne and then diagnose the situation... the engine that has the issue isn't important at that moment in time... if some one is breaking into your house it doesnt matter if its a bungalow or a mansion the main thing is someone is breaking in... airbus as well as boeing have these standard protocols in place, not sure on embraer overall but the CrJ's have this as their standard protocols...
Having only one engine then return to the runway, that's a heavy landing for sure, with engine breaking only on one side, whats the procedure for that?. Great video, you flight crew guys are under appreciated by many for sure, but I hold you guys in very high regard. Thank you all for keeping us safe.
I understand the priorities of flying the plane first and foremost but Im kind of surprised ground arent notified absolutely as soon as possible, even if its just a very short message of "callsign/engine failure on takeoff", given the possibility that the failed engine has left bits of itself on the runway which could pose a risk to the next plane to take off.
Woaw this is different compared to recent episodes :) but still pretty good :)
You are amazing captain!!!! A real genius and professional!!
essencially if we hear "nr. 1 to the flight deck" we should panic xD
Yeah... perhaps he shouldn't have told us that.
surly you just turn on the "ok, panic" sign!
I design complex (and very expensive) scientific equipment and I am learning a lot from these videos about how to teach people to deal with failures and problems without them jumping to conclusions or engaging their "confirmation bias" filter. I know a few other professions have used a similar approach (surgeons for example). Does much of the cockpit training carry over to your approach everyday life?
Yes. Mechanics medical personnel... chefs. You would not believe the chaos that can be created in the kitchen among manager waiters head chef...customers.
Just loving ur videos... Flying is my biggest dream
Very well done, clear and to the point. Thanks!
Thanks for very thorough explanation
I can both understand and dont understand the 4000ft rule. I have the Gottröra incident in mind, as far as i can understand from reading reports and general physics, emediate throtthle down the engines could have saved the compressors from surging and this action shuold be taken far below 4000ft.
So even if u notice dual compressor stall, u dont do anything about it below 4000ft?
Hi, what about your opinion about preeliminary report Sriwijaya Air Flight 182 that talk about left engine thrust lever that move back by itself?
It’s a very strange case.
Awesome video, great information ! I'm taking a flight training course here ! :)
All this basically sais, no matter what happened, have a "POSITIVE ATTITUDE".
Hey Mentour thanks a lot for all these great videos, you brought back my interest in flying to life ! (I'm even leaving a comment... which I never do on YT ;) )
May I ask where you shot this video ? This format is great and more entertaining but the echo isn't pleasant to hear. If you own the place then maybe some acoustic panels would do the trick.
Thanks for all the hard work you put into this channel !
Thanks for your quick answer, you deserve them without a doubt ! Can't wait to see that !
It sounds like a museum in there.
Dear captain!
Hope you will be flying me to Italy when I travel with you airline this coming September.
I have a scenario - you are placed behind the yoke of a 737-200 with an old manual cockpit - do you land the aircraft safely or is it too different from an NG?
Somebody asked "difference between N1 And N2." ==> I claimed "In "glib" terms, N1 describes how much air the engine "sucks in" (and consequently, engine thrust) and N2 describes how much energy the 7combustion chamber "blows out"." (How wrong is
Have you ever had to eject your warp core ?
That won`t be needed until he has given it all he`s got!
Nah, reversing the polarity always helps.
Peter Q That's what she said.
+DailyFrankPeter but only that of the neutron flow!
It mostly happen following a coolant leak...
Would it be an idea to show a practice round in a simulator what you guys are doing physically in this case. I believe a lot of people do not know the workload involve. Would be interesting to watch.
Great video as always man!
What about a double failure or a fire at 3,000 agl after take off and Turnback to side runway on your left side??
nice video. can you show us dual engine failure on 737 at cruise altitude procedure and how to calculate vertical, horizontal speed to nearest runway distance please thank you.
I can see what I can do.
You are exceptional.
So what about dual engine failure? This is probably very uncommon and is hopefully something you'll never have to deal with in real life. I suppose that if it happens right after lift off, depending on how much runway there's left, you might be able to put her back down safely? And if you've reached a certain speed and altitude you might be able to safely glide back to a runway? But I assume there's also a point in between where you're just royally screwed (and there's no Hudson river for you to land on)? And at what point, realizing you can't save the aircraft (is this something you realize?), would you diverge your attention from saving her to minimizing damage on the ground (e.g. to houses and stuff)?
There’s a good example on TH-cam. A twin engine ( I forget whether 737 or A320) takes off at Manchester, and gets a bird strike just on takeoff.
They continue and return safely.
Normal rotation rate is 3degrees per second so that you achieve the 15 degrees pitch by 05 seconds . Single engine is 2.5 degrees per second so that you can achieve 12.5 degrees by 05 seconds after initiation of rotation.
Wow. It all makes sense but damn🙈. You have to do all that stuff , some of it from memory while dirting your drawers and get it right.
Secondly why don’t you immediately firewall the other good engine to assure positive climb as soon as the issue is noticed? I’m referring to on the ground before you rotate. Also if climb is begun and that ILS tower / gigantic tree is beginning to seem to close for comfort is that allowable?
No, and the reason is that you don’t want to overboost the remaining engine. The power is calculated to be enough for a safe single engine departure if needed.
This was one of the best video...!!!
I want to become a pilot what can be the barriers which can prevent me from being a pilot?(I am about to go for the CPL training in 2-3 months
A great video as always. But I am curious about why you retract the landing gear and flaps as soon as you can in these case? Would it not be recomendeble to first identify the problem in order to see if the hydrolic and electronic systems are all operational before you do that? Cause in case you are losing hydrolics you might want to fly with gear and flaps down in order not to lose the abilty to re engage those later for example. Johan.
That has to do with performance. We first want to get the aircraft safely up on the air, then we can trouble shoot further.
I can understand that and its a great aproache when all the other systems are working as they should. But it could be less great when they are not - Or do you get warning lights and info if they do not? Johan.
@@JohanMsWorld when the flight envelope is such a close proximity to stalling and the immediate risk of the aircraft and that of people in the flight path is great the main thing is to get airborne, altitude is your friend... the undercarrages are designed to not need hydralics to lower them if they fail. They can be dropped down. Aircraft have APU systems on board as well to back up hydraulics pressures if needed, some times you can hear this during start up/shutdown like a barking dog in the nose wheel section of most aircraft... to get to 400 feet takes a few moments and once a positive rate of climb can be established and drag minimised then troubleshooting can begin...
As a comparison its like getting a puncture on a motorway, you would still roll the car to safety and then assess the situation when safe to do so
"In the event of a normal engine failure" makes me want to fly tomorrow!
" normal engine failure" ==> Engines do fail during all phases of flight. That's why "engine failure" is a common simulator scenario, "spiced up" with simultaneous fire, hydraulic failures, bad weather, failed electronics, low altitude, etc, etc, etc.
The real fright arises from unfamiliar scenarios where NO CHECKLIST exists. (Checklists mean a LOT of people thought a LOT about failure modes and anticipated error recovery. Checklist items often mean "somebody died to teach a lesson to the rest of us.")
Good points. I don't care whether you are a pilot or a passenger, going several hundred MPH at 35,000 feet does come with certain known accepted risks.
@@mlx39996 depends on where you are, if landing at mexico city and the engine has failed at 2000feet then you know something has gone wrong, badly wrong...
Fantastic teaching... Thank You!!!
wow, you filmed this in FEB 2017, just 2 months after this happened to me on Dec 22 2016. It was the scariest 30 minutes of my life as the pilot announce a fire in the engine, turned back to the airport, got rid of the oil from the wings...which freaked me out as I thought it was flames burning from the engine. Does engine failure happen often?
Worldwide once a week or so a very very small percentge of the 10's of thousands of flights daily, hope this helps
Great explanation,
Hey mate, really like your videos. Thanks for sharing.
I've just recently watched the movie Sully and I wanted your views of the movie but also the real life incident.
Cheers
Well, all passengers and crew came through it alive. So, I'd say it was good landing.
If not for Sully, they all could have easily been killed. Easily. Moral of the story:
I want an experienced pilot.
I never was scared to fly. I became an aircraft mechanic at 24 in the US AirForce after college. I still did not understand flight working on the ground. So i took ground school aftet3 years and learned to fly in a Cessna one engine prop job. I had engine failure on my 9 th flight. Called mayday tried to land in a lettuce field gliding down to 49 feet. Engine kicked back in. I got back up and la nded on the runway. It scared the mess out of me after. The instructor asked was I scared and I said no. Why he asked? As a joke i said because i was taking you with me. He got mad. I still flew afterwoods with a different instructor. I wonder why.
Can you clarify the terms "pilot flying" and "pilot monitoring' please.
Pilot moniroring watches gauges and calls out blow by blow description of airspeed and radio calls. If plane is banking involentarily. Pilot flying has the controls. Using yoke rudder pedals if needed.pitch Trimwheel if has to.
what happens in the almost unheard of level of bad luck when you get dual engine failure between V1 and VR
do you hit the anchors (and almost certainly run off the end of the runway)
or pull up and aim for a paddock or a large body of water near the airport (lets assume you are taking off toward the sea or some relatively flat, empty terrain)
Can you please expand your thought process. You say that N1 is running down slowly, followed by EGT fail alert with a positive N2. After which you conclude an engine failure on engine nr 2. Isn't that contradictive or have i missed something? Shouldn't it be engine failure nr1? Thank you.
2:31 Holy moly is that a miniature 747 with only one engine??😱😱
Is there any requirement to gain as much altitude possible or a certain level of altitude during an engine failure or other type of failure after take off, should the other engine fail and there not being enough height to glide the aircraft back to the airport etc safely?
just a question from me , don't you need some time to dump fuel in order to not land overweight in a scenario you have to return and land ? very good video keep it going :)
If yheres time prior to landing and high enough altitude for fuel to dissipate in air. You would not want to drop raw wet jet fuel jp1 on someone's head.if not high enough.
Is the checklist sequence true ?
1. memory items.
2.NN checklist (only NNC with memory items)
3.After takeoff checklist.
4.NN checklist without memory items.
5.related checklist on going.
This is why pilots are worth their crust.
Can you make a video about failure of all toilets? Well, I hope this catastrophe will never happen, but if... is the captain or the first officer calling out the problem? Is this going then on memory items?
Mattes Rocket Depending how long the flight is. If it is a long haul then they have to divert to let it fix. I know a case that the waste tanks were full and the toilets were not working. They had to divert to offload the waste. It’s an expensive joke for an Airliner.
engine failure on both engines right after rotation , what is the procedure ?. :) .
Great video! Thank you Sir!
Excellent video!
Thank you, Captain for all the great videos, I can't say which one is the best, simply because all of them are amazing :)
I have a question: On my last flight aboard Boeing 737-800, while landing I realized that there is a sliding part opened after touching down, showing the inside of the engine, then slowly slides back to its original position... I thought there was something wrong with the engine, I informed one of the cabin crew who explained to me that this is some kind of a new tech of the jet engines... could you please explain it to us in one of your upcoming videos? much appreciated.
It is not some kind of new tech, what you are seeing is reverse thrust, which is on all modern commercial aircraft. It helps slow the aircraft down.
Mentour does. It s thrust reverser pushing air back thru engines to slow airplane down. Brakes and spoilers are also applied but these bucket looking part of engine cowling spoil air foil like drag chutes on fighter planes.
Actually I have a question for you: How ATC recives something like fPlan, route etc. from pilots/aircraft
Its logged before flight etc...
Hello Mentour! I wonder why the vertical stabalitior always shakes when a aircraft is touching down. Greetings Ludvig
I just started watching your videos few months ago as a student pilot your information has helped a lot and answered many questions.
I thank you as well as Captain Joe.
I do have a question if you could answer.
If carnard type aircraft are so stable almost stall proof why are there more of that type in the skies flying.
Like my favorite Starship 80
Hi edgar, most aircraft on fly by wire systems are pre programmed not to stall and thus the extra drag would make the aircraft less efficient and modern aircraft carriers are looking towards fuel savings over stability... happy flying
What if all the engines suddenly fail at the same time and you have no thrust at all just after take off, below 200knots and 5000ft?
Brace for impact!
With a complete one engine out, do you really have enough thrust to have a 2,000'/min climb with a fully loaded aircraft?
great as usual! 👍
Love the videos and I would be extremely at ease if you were my Captain. I wish I would have learn by interest for flying when I was younger. At 47 it's probably too late to try to become a private pilot. Well I guess if you have enough money you can do anything. Anyways excellent videos!
It’s very expensive (around £8 to £9.5K in the UK for a PPL) but you are definitely not too old, as long as you can get a Class 2 medical you can learn to fly privately! Things get a bit more involved in terms of the legality once you hit 55 but still completely possible.
What happens if for some reason all engines fail during takeoff? At V2 in your explanation. Does it mean the end for the plane and passengers? Always wonder and fear during every take off.
Where did you buy that model please tell me I want to buy please tell me
I don't understand why you have to check parameters, speed and roc before gear up. no way you can go back down to runway, so sooner you get the gear up the better. is it that if you have for example zero climb then putting gear up could increase drag and give you descent instead of climb?
No waste more energy?
There had been instances where pilots retracted the gear too early and the plane collapsed onto the runway and slid along. That's why the procedure was put in place to check these parameters and announce "Positive Rate", followed by the command "Gear Up", regardless of emergency or not. The entire procedure takes 2 seconds.
If the plane isn't climbing at that point, there's a high chance you're going back down onto the runway, if that happens you don't want to already have your gear up and belly slide.
Thx for the video cpt i followed all yours videos because im in QT 737Ng,
400ft set HDG Sel BA15 if there’s Eng out procedures (10-7 )that’s will be safe in case of emergency turn
In the case of an engine failure, and the plane lands safely on the runway with no danger of fire or anything else... Does the plane taxi back to the ramp on its one remaining engine (if it's a 737) or is it going to be towed?
That depends on the damage. If it’s just a failure, we Taxi in.
Would you feel safe flying a 2001 global express win 6500 hours on it.
Can you do a video about the engine instrument page? I am confused on the difference between N1 And N2.
+Aaron Frick I will see what I can do.
AFAIK, it's basically pretty simple. Modern "fanjet" engines have two rotating spindles N1 describes percent-of-maximum RPM for the fan and low-pressure turbine on the "low pressure" spindle, whilst N2 describes the percent-of-maximum RPM for the compressor and high-pressure turbine on the "high pressure spindle". In "glib" terms, N1 describes how much air the engine "sucks in" and N2 describes how much energy the combustion chamber "blows out".
N1 = percentage of the maximum rotation speed of the big fan at the front of the engine
N2 = percentage of the maximum rotation speed of the compressor and turbine stages
Great info for a non pilot,thk you.
Great job you are doing, I must say. I really appreciate. Is it safe practice for a 737 to be flown by just one pilot? I once had an experience where someone I had thought was the copilot ended up among the cabin crew for virtually most of the 50 min flight.
Without a doubt another pilot on a taxi flight. They may well use the jump seat in the cockpit to take-off but found the cabin seats more comfortable. It's a two man operation at all times. Could have been a check pilot who was there to monitor take-off procedures? Not sure. But certainly wasn't the first officer.
First officer wear 3 stripes on shoulders pilot wear 4. There are 2 capts or 1 first officer & 1 capt. In the cockpit. That pilot may have been deadheading just riding as a passenger or taking his turn to rest on longhaul flight.
accelerated stop distance as you know V1 to at the end off rwy now... is there chart for this or everytime we have to calculateregards retire captain
is any situation when the damage to the engine is such that actually blocks the fan from spinning, get stuck? if so, doesn't the engine become a really heavy drag? a mean is like havin a flat surface agains de airstream, unaerodinamical?
sacd25 🐦 birdstrike
Great job, thank you very much!!!
Hi mentour. Whats your advice for some1 who is not 100% sure about going into the airline industry? I will love to fly around the world but Im not sure if Ill get bored or I may not be able to do other things that I also like.
Thanks
I didn't know that there is a one-engine-version of the 747 ;)
also took my eye
That's why he is making this video about engine failure... Very important to be able to react to an engine failure in a single engine 747
Every plane can become a glider
Look up UA 811. 747 lost engines 3 and 4 due to a cargo door failure.
" normal engine failure" ==> Engines do fail during all phases of flight. That's why "engine failure" is a common simulator scenario, "spiced up" with simultaneous fire, hydraulic failures, bad weather, failed electronics, low altitude, etc, etc, etc.
Unfamiliar scenarios with NO CHECK LIST are more adrenaline-worthy. Checklists mean a LOT of failure modes were considered and addressed by a LOT of people. Checklist items often mean "somebody died to teach a lesson to the rest of us.")
That´s another great video with very high quality content. I appreciate your work very much. I have just one question about the appropriate course of action regarding the departure route. In which cases do pilots consider to stay on the SID and in which cases is it more suitable to continue on rwy heading? (Or is it standard procedure to continue on rwy heading (track)?) Thanks:)