NNC B737 (Video#1) V1 Cut (Eng. Failure on Takeoff)
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- Опубліковано 5 жов 2024
- This video cover the procedure to identify engine failure and the sequence need to be accomplished. That is check list execution and mode selection for the flight.
The failure here will take place after V1 in which the take off will be continued.
1- PM announce "Engine failure" (regardless of what exactly is the failure).
2- At Vr PM will announce "rotate".
3- At 400ft the PF should request or verify a roll mode in the FMA. For example LNAV or HDG SELECT.
4- Also at 400ft the PF should request the PM to identify the problem.
5- Eng. flame out does not have any recall items so no action is required till
a- 1000ft in which the PF will request "flaps up speed".
b- after the flaps retracted and the indicated air speed match the up speed. PF should engage the A/P that will result in the Pitch mode to change to MCP SPD (same as selecting LVL CHANGE).
c- PF will request Max continous N1 to be set.
6- For ENG. Sever Damage, Seperation, or FIRE. The sequence of events is as follow:
a- After identifying and confirming the failure.
b- Above 400ft airplane under control recall items can be performed depending on area of responsibility.
c- After completing the recall items and at or above the acceleration altitude (1000ft) PF will request the PM to "set flaps up speed" or "set up speed".
d- Flaps should be retracted on schedule.
e- When indicated airspeed is at the UP speed bug PF should engage the A/P or request LVL CHANGE. and max continuous N1.
f- The NNC (Non Normal Checklist) of the failure should be performed followed by the after takeoff flow and after take off normal check list.
g- PM should get the latest weather and perform the one engine inop landing checklist.
That is a brief overview of the sequenc of events in an Eng. Failure on Takeoff.
If you have any questions or comments, please let me know.
Just wanted to add a couple of pointers on engine failure after V1:
1- During take off as the engine failure happens, push the rudder all the way to the floor. That is due initially to the low speed (rudder effectiveness is low) and as you rotate due to high angle of attack.
So full rudder till you rotate and as you get back on your take off path then you may adjust the rudder. As soon as you can trim the rudder 4-6 units or so. That is a good trim setting but you may need to keep some rudder input as required.
2- During single engine G/A, make sure to press the rudder all the way to the floor as will, that will keep the ball centered and will help you keep the proper flight path on the G/A.
Roll will be used as needed through the process.
Thank you Captain Abdulmuati Asiri for the great points given, however id like to request one tutorial on handling the rudder during engine failure especially when we change our altitude using LVL CHG or V/S let say from holding at 4000 ft to approach at 2200 ft. Reason being sometimes we need to hold at published level before making an approach which at lower altitude. Thus the two questions below;
1) Which one is better, on establishing idle thrust just about to start descent (example left engine failed and on right rudder trim), do we ;
a. free/zero the trimmed rudder, and reapply right rudder trim back once level off at 2000 ft
or
b. press the opposite rudder (in this case left rudder) to maintain ball in center during descent so we dont change any trim and release left rudder after lvl off
2) If the ball/slipskid indicator failed is there any means to maintain aircraft nose/heading not skid/slip and maintain a good coordinated flight
I find sometimes while on Autopilot and busy preparing the aircraft the aircraft heading can unnecessarily be all over the place+ uncoordinated turns) and this has been bothering until now. Hope you can clarify the correct way on handling this so prevent unnecessary slip/skid during critical phases of the flight. Thank you Captain
Hello Rukawa,
That is really a great question, I will make a raw video soon to answer your questions.
Thanks for the great questions.
All the best
Abdul
Really nice, accurate, and informative. I'm a rated Captain and I enjoy watching these to brush up before Sim
More non-normals please!
Thank you Capt. for your kind words.
I will do my best to upload more non-normals.
Capt. Asiri...as always I find your videos to be concise, to the point and wealth of information. Bringing the vanilla boeing FCOMs to to life. Thank you so much for you efforts...Keep up the great work!!!
Thank you Ahmed for your kind words.
Glad you found these videos helpful.
Please let me know if you suggestions for topics to cover.
Thanks again.
Sir,Can you explain how you maintain 3degree glide in a non precision approch looking at PAPI lights for single engine
Hello arun,
On a single engine approach, I try to note a reference pitch attitude that the A/P is using and then I use that pitch attitude when I manually fly, both for single engine or both engines running.
The second technique I utilize is, noting the distance between the bottom of the windshield and the RW. That is a powerful tool to use and can help you maintain the PAPI but it needs some practice. You can note and use both whether you are PF or PM.
Hope I answered your question if not or if you have any further questions please let me know.
Thanks again
Abdul
Another great video Captain. Thank you for your contribution. Could you please share your MANUAL REVERSION exprerience? Looking forward to a Manual Reversion video from you. Learnt a lot from you. Thanks again
😎👍
Thank you Onur for your kind words and taking the time to write.
Sorry to disappoint you regarding manuel reversion, unfortunately I just did it twice only in the simulator. The only thing I can say is that the rudder might help you to turn.
Thanks again and please let me know if you have any other questions or suggestions for future videos.
Wish you all the best
Abdul
Good videos you have on your channel Sir. Really helpful to us newbies in aviation. Would like to request other NNCs such as engine failure during cruise, emergency descend and diversion procedure/your consideration post and during non normal situations. Thank you Captain :)
Thank you, Rukawa for your kind words, and the topic suggestions.
Nice videos add more nnc like windshear gpws and upset recovery
+Abinesh Siva thank you. Regarding NNC will do hopefully soon.
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العفو حياك الله
اي سؤال استفسار إقتراح انا تحت امرك
@@AbdulmuatiAsiri37 الله يطول في عمرك ويبارك فيك...اسمي ناصر من الامارات ،،+971504818103
اتشرف باضافتك لي واتس اب.
الشرف لي بأضيفك
Appreciate
Hi Captain any videos for u have for visual pattern especially on single engine?
Hello Mohamadou,
So far I don’t have anything, planning to do one though.
In the mean time if you need any help or you want to go over it real quick, let me know we can get on a call together.
All the best
Abdul
Capt what kind of equipments you have at home? What kind and where can i buy it? Thanks!
+Faizal Wong hello Faizal
Software:
- Microsoft Flight Simulator X. Although it is not stable prepar 3D might be a more stable software.
- PMDG 737 Add on.
Thank u so much,and could u please make a single engine landing tutorial, thank u
Hello Owen,
I will put it on my list 😊
And you are most welcome
@@AbdulmuatiAsiri37 thank you, you know especially the raw data ILS single engine landing with CAT I,😪
for flameout, there is no memory items so we should do A/T chcklist firstly before NNC, is it correct? 16:45
True thier is no memory items for Eng flameout so what you will do is
Retract flaps on schedule then do the NNC for flameout followed by the Normal after takeoff checklist
what software are you using please ?
+Jeandre Grixti Hi their. I am using FSX with 737 PMDG add on.