PMDG 777: How to manage an engine failure after takeoff
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- Опубліковано 12 січ 2016
- Here is a tutorial on how to manage an engine failure after takeoff, known as V1 cut or EFATO on the PMDG 777.
In the video, we are in Melbourne (YMML), runway 16, on the PMDG 777-200LR, with fairly good weather.
The video does not cover everything, but it is a good example. I hope you find it useful and interesting.
If you have any questions, please do not hesitate to leave them in the Comments section.
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The aim of the video and the channel is to be realistic, informative, give you tips (all videos are tutorials in a way) and generally help you enhance your flight simulation experience by watching, listening and interacting with a real world 777 (previously 737) pilot.
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![[P3D] PMDG B777 Engine Failure at VR and maximum TOW](/img/n.gif)
Great video, I really enjoy the detailed explanations and the clarity. Thanks again I look forward to watching more.
No problem, thank you. Glad you enjoyed it.
As always yet another video which is high on learning
+Fabian Vincent Thanks, I am glad you like it.
Very good video. Good demonstration of the procedures.
+EZ Ez Thank you.
Good job captain!
Thank you, I am glad you liked the video.
It looks a lot easier than on the ngx 737 , single engine operation auto throttle disengages no fuel dump and no in flight display for the checklist
but a very nice video
+Jonathan Lambert Thanks for your input. True, the auto throttle can't be used on the 737. Fuel dump is not so mjch kf a problem as there is no big difference between max landing weight and take off weight, normally. The ECL is a nice tool indeed.
Captain Nav, could you do a guide on how you would manage this on a hight alitutude airport with a heavy weight? I keep trying in SEQM with around 288t but crash all the time as it doesn't accelerate. Im using the 777F, latest pmdg version. Thank you for all of your videos.
I will see what I can do. However the same principles apply.
With PMDG I noticed it does not give you the correct speeds, so that's possibly why it doesn't work out for you.
nice video, couldn't help wondering why turn the fire bottle knob when no fire indicator lit and why you didn't turn the knob after lifted it?
Simply part of the Engine Severe Damage checklist. By pulling the "knob" you basically isolate the engine (hydraulics, electrics, etc...). As you hinted, you only "rotate" the fire warning switch when it is lit, which means a fire is detected.
Captain Nav Thank you for your detailed explanation !
Hi there, I enjoyed your video. Many thanks. I had a question. Why was thrust increased after flap retraction? Thank you.
+AceOfHearts001 Thank you for your kind comment. Thrust is increased to maximum continuous thrust to help the aircraft climb away as quickly as possible. The procedure is designed that way, as soon as flaps are up, thrust is changed to CON on the upper engine display. If you need more thrust straight away after the failure, you can push the thrust levers forward or press the TOGA switches to give you full take off power. It adds a bit to the workload, but is an option.
Hope this helps. If you have any other questions, please do not hesitate.
+Captain Nav Many thanks for your kind reply. If MCT was set after flap retraction, it would mean thrust was below MCT with T/O flaps. It does not make sense performace-wise why thrust is increased at a point where excess thrust is naturally increased with flaps = 0, if that thrust was available all along it should have been selected immediately following engine failure.
Your reasoning makes sense, and that is why I said in my previous reply that if you need more thrust after the failure, you can do so. Most of the time, we take off with less than full power (Assume temperature) to save the engines wear and tear. Even with that reduced power, we are still able to fly on one engine and clear all obstacles, etc... all regulatory requirements are met. If you need more thrust, you have it in your back pocket, so to speak.However, the procedure/flow is designed to use Maximum Continuous Thrust once the flaps are up. Just the way it is ;-)
Excellent video!!! Merci!! When the flaps are up, why don't you select FLCH?
You can use both VNAV or FLCH, it is the same.
@@CaptainNav Thx. Also, when you moved the flaps- the V2 bug went away. Is that normal ?
@@joepatroni8777 At 400 feet, the speed window on the MCP blanks, is that what you mean? This is normal. The FMC "takes over" the control of the speed at that stage.
@@CaptainNav Actually, I meant on the speed tape. Is that when the V2 Icon is removed. When flap selection is made?
@@joepatroni8777 Yes, the V2 icon on the speed tape is removed at the first flap retraction, so in this case, when flaps are moved from 5 to 1. To answer your original, yes it is normal, as you are now retracting the flaps to accelerate to clean speed, so the V2 reference is no longer relevant.
Nice video again Captain ! Est-ce que le largage de fuel peut avoir lieu au dessus des habitations ? thank you.
+François Pons Thank you. You would try to avoid dumping fuel over residential areas, etc.... but if you dump fuel at high altitude, fuel evaporates before it reaches the ground, I believe. On essaye d'eviter de larguer le carburant au dessusmdes habitations, mais je pense que le carburant s' evapore avant d'atteindre le sol si le largage se fait haut.
+Captain Nav thanks
+François Pons You are welcome!
I need some help, after landing I have a failure with breaks and tires and I cannot clear it. Also I cannot disengage the autopilot, the alarm is not going off.... what am I doing wrong?
If the problem is with brake temperature, either the aircraft is very heavy for landing and/or you brake too hard (which is easy to do in the simulation). To stop the autopilot alarm, you need to press the disengage button twice.
Captain Nav thank you so much, your advise was more than valuable! Respect!!!
@@vagsan1 You are welcome 👍
20:43 wouldn't it have been better to just leave the crossfeed valve open for the remainder of the flight with all fuel pumps on? would that still contribute to a further fuel imbalance?
Actually there is no guidance for the 777. The Flight Crew Training Manual states that Boeing does not recommend opening the crossfeed valve when an engine is shutdown (in case of a fuel leak). On the 737, if I remember, we used to leave the crossfeed valve open with all main fuel pumps on to keep the fuel balanced once balanced. On the 777, I guess you can do what I did in the video - try to balance the fuel - but I would also close the valve before landing.
@@CaptainNav yeah, I was applying the NG's philosophy here being a Boeing aircraft but nonetheless, great video and it's incredible how you're still around responding to comments having produced some real quality content for us!
The reason for not leaving crossfeed valve open is because the pumps may not have the same pressure output, even they have the same output ratings. There are minor differences due to manufacturing or installing issues, so if the pumps in the low tank has a slightly higher pressure output, then you will actually pump fuel away from the low tank without you even knowing it. It could cause further fuel imbalance.
Does it matter which way you make turns when your engine is dead. Here you make left turns with a left dead engine. Also is there a max speed we should worry about with only one engine. I practiced this scenario once and it went well. Second time the autopilot did not want to turn the aircraft. I had to do so manually to get it on a proper course but I managed to land it using a full autopilot ILS approach and manual fly once close to the ground without issue.
+XBOXORANGEJUICE In the air, it should not make any difference which way you turn. Speed wise, the same speed limitations apply on one engine as they apply for two. I am glad you gave it a try, it is good fun.
Thank you and something small I thought about. When do you turn off the seatbelt / no electronics sign. I see you have no smoking instead. And if you leave them to Auto how does the plane turn them off and when.
+XBOXORANGEJUICE In flight, we often turn the seatbelts sign off at 10000 feet if we think it is not going to be bumpy. They are different buttons options here in the simulation....
Actually, in flight, to switch the seatbelts sign off, we put the switch on the AUTO position.
Captain nav I have a one question in my mind how you calculate your fuel during jettizon and how you calculate a maximum landing wait
Hi, the system automatically calculates the amount of fuel you need to have to be at maximum landing weight. It is very clever!
Thanks for clearing my dought
Means Boeing 777 has a 12hour of burn rate
So the calculate the aircraft current weight
And fuel remain during fuel dumping rate
Means
Current weight. 91.0
Remain fuel. 40.4
Weight to loose. 50.6 tons
So first of all Boeing 777 has a 12 hours of fuel burn rate + 1 min fuel dump
12 hour × 1 min/sec
---------------------------------- = 0.2 min/ sec
60 min
So calculate with 2.2 tons
2.2tons ÷ 50.6 tons
Time taken during jettizon 23min.
Am I right to say
Once you start jettisoning fuel, look at the fuel synoptic and it will show you the time remaining to jetisson.
Captain nav I have a question due to whether is alright using flaps 20 for one eng landing
Due to whether is not good using flaps 30 for one eng landing
hey captain, wouldn't you go TOGA after rotation when you have an engine failure?
Yes you can use TOGA. There are drawbacks to it, though. You increase the thrust asymmetry and make control possibly more difficult. You also engage the flight director in TOGA mode and this is locked until 400 feet, so no proper lateral/vertical guidance.
The good thing to do is to increase thrust manually if you want more thrust. At 400 feet though, the thrust will go back to the take off setting (so will reduce).
@@CaptainNav thank you for that explanation! :)
Why don't you run the chacklist?
Immediate after safe climb and ap engagement...
Are you french?
+JaguarSparksRBLX Yes😄
:D same!
Nice video btw ;)
+JaguarSparksRBLX Yes
+JaguarSparksRBLX Thank you👍
unrealistic. most 777 flights have MUCH MORE FUEL than what you had
+Christopher Shaw To tell the truth, I can't remember how I did the fuel calculations for the flight in the video, but 34t from Melbourne to Auckland seems reasonable to me.