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abdullah ahmed (airbus a320)
Приєднався 6 кві 2013
airbus training simulator
My Edited Video
I created this video with the UA-cam Video Editor (ua-cam.com/users/editor)
Переглядів: 3 681
Відео
Engine Failure After Takeoff no Damage
Переглядів 188 тис.10 років тому
Engine Failure After Takeoff no Damage
Whys the auto callout still running?
The Capt is a local qatari Capt and he does know what he is doing
Its actually a A330 sim NOT a 777 like the plane shown as ATC speaks
3 training captains conducting the video sessions which actually shares great pointers. The Capt acting as PM a gentleman who is friendly and professional
Dual RA Fault but auto callouts still operative lol
wtf? Not even reading FCOM... no briefing, too many mistakes...
A330
I am not going in a hold with one engine left, clear the runway... we're coming back insallah haha
i love all the idiot youtube aviation experts on here. That's the best part.
fake
At least there is no FORDEC shit
Qatar air or Emirates is nothing without British and Eurpean pilots
Trainer plt/krishnawati/co suthasiwara tarikh taip dipermitkan sp5/anugerah masa 20 tahun akan datang /harap berjaya. Seluruh Lapangan dalaman negara. Amen Plt pbs /co Nill holder.
So special one
Same here! I was really confused why they retracted gear and flaps during wind shear. They don't have to change configuration (Flaps/slats, gear) until out of wind shear, closely monitor path and speed. Callouts about W/V should be made
it was a PWS warning. they were not in windshear
Bismillah.....CHECKED :D
Why the pilot flying was calling ATC: MAYDAY MAYDAY MAYDAY before announcing ECAM ACTION ?????
Bismillah, Check :D Barokallah
Looking forward to seeing more vid like this. How’s about single engine using RNV app and got map shift when on final?
So the procedure is: PF assumes controls and comms PAN PAN CALL. Thrust MCT disengage Auto thrust and go for optimum relight speed, open descend, then check the progress page for lvl off alt since there is no failure we consider relight after finishing ecam procedures before status. That's the right procedure.
twin engine aircraft with an engine failure is clear mayday lol
@@antonioa.gilflores2055 nah.. it's a a pan unless the engine is on fire and the fire is not extinguished, although it's up to the Captain... For me as a (Captain, I'll declare war,, i mean a pan pan call if the situation doesn't require more:)
@@antonioa.gilflores2055 Maybe worth having a look at what ICAO says about PAN vs Mayday before you laugh too loud
Yeah and the relight after 30 secs thingie... As mentioned in comments no need to time it again. It's after the detection.
Aaaand it's not a mayday call... It's a pan pan. Plus i haven't seen MCT... AND IT'S not stop ecam, it's engine is secured cuz there is no damage, then u hold the ecam .
What a waste - no landing? wtf
No brief, how am I going to fly the approach, how am I going to fly the go around, it’s should not be flap full, no landing distance calculation, no additional 10 knots to the VRef, no Pilot Monitoring input, distance to altitude checks, which are required for selected vertical modes, this a video of how not to fly an airbus... One last thing, Airbus golden rules... FLY .. NAVIGATE...COMMUNICATE.... Don’t just dive into ECAM, who had the radio? complete lack of failure management model, DODAR, GRADE, anyone know what the plan was?? Me neither.
Why Mayday!? You don’t have faire
Flaps 3…? Wtf?
Nice video.. but I believe that the PF has to select NAV ROSE on his side to be as a guidance for the crew to the in bound course as per the video he doesn't have a reference that he is flying the correct in bound course except the MAP which won't be accurate as the NAV ROSE specially during the initial stablish phase for the in bound course of the VOR
CM1 is PF, it seems like he selected VOR ROSE
@@АртемСигов-щ1р Yes CM1 was the PF but the ND was showing MAP till the Minima on his side
compeletly wrong procedure during go around
btw. this is A330
What a disaster. Disconnect the autopilot twice to increase the bank on a single engine?! 🤦♂️ just go direct to the next waypoint.
@@_OpdeeMist bro you're a student pilot aren't you 😆 early days so, you'll learn
@@bayly1977 🤣😂🤣 ok hero……
@@_OpdeeMist tell me I'm wrong 🤷♂️
@@bayly1977 well, no you’re not wrong. But in saying that with .3 nm before busting a restriction the 15 degrees bank angle would not have kept the a/c within the EOSID area. My statement was simply to state some portion of Airbus Golden Rules…. Condescending comments like yours might make you feel better about yourself however, they offer nothing constructive.
@@_OpdeeMist so you dont fly at all then. Just a SIM kid got it
Is this a simulation?
No damage? What about the engine?
fell
Thanks for posting. Can tell this is in the older busses, the vertical deviation indicator is still pink, despite it not being ILS.
If NO ENG DAMAGE. ENG RELIGHT CONSIDER... 🤦♂️
Why not. Sensible if you know why it wound down and can isolate the issue. NO face palm required.
These pilots are probably doing their proficiency check, therefore items to following are mulitiple single engine approaches, mulitple single engine missapproach and single engine landing. Therefore for the sake of the exercise keeping the engine shut down is usually the recommended sim practice. Of course in real life they would attempt to relight.
@@MatthewSC93 not really. They clearly state it is not Qatar policy to relight. Which is a bit shit.
This pilots did this incorrectly. You cannot retract flaps with SRS active.
Where does it say that?
@Hudson Markel 9
I guess they have been flying long more than you do.
He did it correctly 👏, though his standard callouts need to recheck, like its not "push heading" but it's call out is "Manage Nav" 😉😍
@@y2k538 different airlines different sop
A 320 cockpit and 777 exterior 😂
A330
@@sadisadihotmailcom looked like 777 🤔
@@user-wl6bw3jl4n yes I meant 330 cockpit
Nav green. Athr white. Interesting variations from airbus sop.
I believe white means A/THR is now in control as it goes white when they put the levers to CL
@@LiamHolloway yes but it’s not normal to announce it as “white”.
@@peteconrad2077 different airlines have different procedures might be the way this airline does it.
@@LiamHolloway you may be right but announcing whites is contrary to Airbus SOPs and honestly a bit odd.
@@peteconrad2077 Yeah is a bit. I’ve heard of no others who do this.
sir windshear we keep configuration why changed
For windshear AHEAD you can change config. A lot of pilots confuse ws AHEAD with ws REACTIVE.
I think it’s pretty obvious to all of us that that manoeuvre was terrible and dangerous.
In what way.
@@peteconrad2077 Read through the other comments, they’ve pointed out faults better than I ever could.
@@LunaProtogen so you’ve labelled something as terrible and dangerous that you don’t even understand.
@@peteconrad2077 I do understand, I’m just not good at listing stuff because of a bad memory.
@@LunaProtogen so you can’t reread what you’ve said either. Either way you’ve badmouthed and can’t substantiate it.
a tripple going less than 120 knots at 900 feet, scary !
It’s an A320
With WS warning better don.t change configuration and follow SRS, at the end this ís an UPSET 25 degrees nose Up is crazy!! lol
@Sagittarius Alpha Yes, start training doing a Prefictive WS and finishing it with an UPSET situation is perfect!! 25 nose up and Rising! Yeahhh
@Sagittarius Alpha First of all they’re flying with AP ON, yes of course the rate of nose up more than 25 degrees leading an Upset situation, they retard to CL mode inside the shear (yeah!), the WS caution proc for airbus has been changed, if the AC is going to go to upset yes is better FLY the first thing dont let the AP. You dont need to know more about me, see the video and study upset recovery training. Lol
@Sagittarius Alpha I’m not speaking about the Flaps, if they put FLAPS 1 its because they’re supposing be out of the shear, but they loose altitude later and Yes, a 25 degrees up is an Upset situation (25 up, 10 down, 45 bank). I know about the system, why they retard to CL mode and why in a WS situation they maintain altitude?! Tell me why they are in the shear or out!? Do you thing this maneuver is perfect!!?!?!! Pffffff if I have this situation I apply of course MEM item but later I climb to the Moon if necessary, with TOGA and don’t clean the aircraft.
WS ahead you can change conf.... WS REACTIVE you cannot. A lot of pilots confuse the 2. Predictive and reactive are 2 completely different things...
@@juanmanuelcortacero7345 all this flex, just because u didnt read its "WS AHEAD"
Specific to Qatar airways so useless for Airbus pilots
Is it simulator?
thank u shared with us have a safe flıght a cadet pılot
What!!!!!!!!!!!!
Wouldn't this just be a PAN, not a mayday?
For 2 eng aircrafts it's a must to declare mayday
Ofcourse it’s PAN ! It’s not “life threatening situation” as says the definition ! Its MAYDAY for ex in case of unextinguishable fire .
@@arabuu01 MAYDAY for two engines. If that other engine fails, you're fucked. Hence the MAYDAY.
@@cammc_0 read fcom man ... If’s are not clear .. you still have one eng so that’s pan . If other eng fails it’s mayday .
It's clearly a PAN call or if I would be there I would declare Qatar XXX Emergency
Hopeless, almost unstable Lol anyways no pilot jobs anymore
1:49
Hello! Can you, please tell me where I can find this CBT for download? Thank you so much!
Ionut Cojocaru hi.. your airline company didnt give cbt software to you?
01:08