no seat belts for the pilots, no brake check, pilot in command doesn't have the throttle at takeoff, no clock watch start at takeoff, confirmation for activation of fire pushbuttons missing, no ATC communication at all, no announcement for activation of the AP, FO commands flaps 0 and sets them himself, they're not referring to QRH as said on the STATUS page, they cancelled Procedures in the ECAM without confirmation, didn't activate the approach phase in the MCDU before the approach button was pressed, you don't know who's the PIC all the time, you don't check the speed for gear down, didn't follow the landing checklist as said on the MCDU, seems that not all the lights are on for the landing, seems that the seat belts are either off or auto but should be on for landing, you don't press the CAB FWD button for landing but just to call them to the interphone, you would consider enabling APU bleed with one engine out, you would consider enabling both APs for the landing, you start the go-around only at minimum altitude when nothing of the runway is visible, but not 100 feet above the minimum no GA flaps were set, you set AP2 for FO and AP1 for CPT, when you only have one engine available you set the TCAS mode to TA Only when you only have one engine available you approach with config 3 not Full that's all for now ;)
Congratulations to the winner of this challenge! +LordNoName Please provide us with your full address and phone number to news@baatraining.com as we are going to send you your present.
When going around the command must be: Go around, Flaps. That means that you must set the TOGA power, pitch the nose up (or as required), and put flaps to the one position up. That's the mistake.
+BAA Training Will my comment still be valid? Please! I would comment your vid sooner if I have seen it before. Here are some mistakes made by my opinion: 1. No chrono started on take-off. How should you know then when will you exceed the time limit for TOGA thrust? Why haven't you started the chrono after you received fire warning for engine number 2 thus minimazing your error? 2. 0:59 You're taking-off and already squawking 7700, the emergency code? I have never seen anything like this before! 3. Capetan always has his hand on the thrust levers on take-off in case he wants to abort, because you never know what's going to happen and he always has to have the last word. In your case this rule wasn't followed. 4. Procedures are initiated on pilot flying command, and again, unfortunately, this rule wasn't followed. Pilot flying was all over the cockpit, and wasn't making the annoucments of what he did. How should then anybody know what is he doing or intends to do? They did one part correctly, and that is: No action should be taken (apart from audio warning cancel through master warning light) until: - The appropriate flight path is established - The aircraft is at LEAST 400 feet RA, if a failure occurs during take-off, approach or go-around Well done. They haven't tocuh anything for about reaching 500 ft RA 5. The crew was uncoordinated and DIDN'T followed standard task sharing procedures and that includes that pilot flying is responsible for: Thrust levers(except on takeoff as already described), flight path, airspeed, configuration, navigation, communications and pilot non flying is responsible for: ECAM or checklist reading, execution of required action on PF request, engine master and fire pushbutton switches(with consent of PF) 6. Another mistake is that PNF cleared the ECAM messages WITHOUT cross-confirmation of both pilots. 7. Pilot flying is unfamiliar with the A320, he was trying to adjust rudder trim while the aircraft was under autopilot control. Every A320 pilot should know that rudder trim rotary switch has no effect when autopilot is engaged. 8. They haven't followed or even looked up for QRH procedures. One big minus. 9.I don't know if there was ATC, but if it was not talking to them and not notifying them what happened on board is unforgivable. 10. All lights have stayed on during whole flight. 11. HOLDING agent number 1 and 2 until discharge indication lights up is something that's wrong. If they have done that on IDG disconnect switch for more than 3 seconds it would damage the IDG mechanism, luckly it wasn't the IDG.. ;) 12. No cabin call to notify them, and no "brace for impact" order before touchdown-it's just an extra line of safety for the passengers 13. No "speed check" callout after flaps extending/retracting 14. 6:10 Didn't recall cancelled cautions (indicated on status page) during entire flight! GEN 2 FAULT caution was cancelled and then never recalled again. 15. Resseting rudder trim prior to touchdown is the responsibility of pilot non flying. 16. Landing with configuration full: Beacuse of performace reasons they should have done the landing with CONF 3 not FULL, especially as it was low visibility and grave chance of doing missed approach. In case of a go-around as you can see on 11:05 they retracted the landing gear but left the aircraft in CONF FULL which, as they have initiated the go-around, resulted in an serious droop of speed, almost activating alpha floor protection. Then the aircraft, because of very high drag, didn't have enough power to climb! Look at the VSI as it plummets on 11:13 and stays around zero for more than 25 seconds until the crew engaged the autopilot and retracted the flaps to CONFIG 3! Which brings me to the next point: 17. They have never considered to rise the maximum amount of N1, thus improving the engine performance by selecting APU bleed to on or setting pack flow to low. The aircraft would then have a better performance in a case of a missed approach! 18. They could also put AP2 on during final approach, to give them an extra line of safety(as most pilots do it) if something fails again.
And do add few more things: 19. In an emergency you would consider setting TCAS to TA only but since all resolution advisories are converted into TAs below 1100 ft in climb and 900 ft in descent and majority of flight they were below these values it isn't a big deal. But the correct thing is to put it on TA only. 20. First officer constantly puts AP1 on while AP1 should be used when capetan has the controls. 21. 5:20 The pilot flying should select things with the auto flight system, callout what he is doing and the pilot non flying should verify the change has actually occur, in this case we see a breakdown in this standard pattern of communication and coordination. The pilot non flying, as we can see, does almost all changes to the auto flight system (changes heading, speed and altitude) which is the responsobility of pilot flying. That's all ;)
And do add few more things: 19. In an emergency you would consider setting TCAS to TA only but since all resolution advisories are converted into TAs below 1100 ft in climb and 900 ft in descent and majority of flight they were below these values it isn't a big deal. But the correct thing is to put it on TA only. 20. First officer constantly puts AP1 on while AP1 should be used when capetan has the controls. 21. 5:20 The pilot flying should select things with the auto flight system, callout what he is doing and the pilot non flying should verify the change has actually occur, in this case we see a breakdown in this standard pattern of communication and coordination. The pilot non flying, as we can see, does almost all changes to the auto flight system (changes heading, speed and altitude) which is the responsobility of pilot flying. That's all ;)
Name the mistakes you made? :D That's a trick question, right? It's more of a "name the mistakes you DIDN'T make"? Too many messed up things to list. Procedures out of order, checklists missing/improperly executed, CRM all over the place, unclear who's PIC at times, F/O unfamiliar with the airplane, etc. etc.
it's after 5 years, but still, i have to say the airbus is so advanced and robust that even the procedures and everything is messed up like hell in the cockpit, the plane still flies safely regardless
-No AP2 in ILS -The F.O that he's flying the plane cannot do another thing, the other pilot should do all the things of geard down, flaps, etc... ---The F.O can only fly the plane. -No cabin adviced. -No checklist. -No usage of the lights. -The F.O is not that capacited to fly it, but that's okey because he's an student. -If the F.O is flying the plane they need to turn on the AP2, not the AP1. -Not confirmation at all between the checklist and cancellation in the MCDU. -Not selected the approach in the MCDU. -With an engine out you need to land with flaps 3, not with flaps full. -Obviously not ATC notified (Not ATC at all). That's what I think, greetings from Mexico.
No seatbelts, didn't call ATC to tell about the engine fire and go around It certainly is a challenge if you don't know all the procedures, good luck to the ones who do know ;)
Failed to declare a mayday and failed to follow correct CRM procedures PF was doing PM job and PM was doing doing PF job you also failed to do controls hand over verbal and failed to do norm checklists and QRH procedures as well as NITS breif with cabin
I think you exceeded the time limit for toga thrust which is actually 5 min. You should have reduced it at the thrust reduction altitude. Moreover you should have set the clean configuration at the engine out acceleration altitude and not at 3000 feet.
+the gold movies AP1+AP2 is not needed in CAT3. CAT3 means autoland mode in Airbus. CATIII of ILS is a different thing. Sometime you don't have time for full checklist, you have to focus on another things. So you're doing only MEMO actions - this is the most important essential which you MUST do. This is a pilot decision to notify the cabin and just only stress passangers - why if it is only 1 engine failure, and you clearly can land (e.g. conditions are improving) - so why unneeded there stress for passangers??? They very few simulates operations with ATC. You don't have intercept LOC before G/S, sometimes operation allowes to intercept LOC and G/S in the same time. Also blue G/S only means that it is ARMED mode (it will automatically switch to normal when intercepting it).
Starter set to Ign, not necessary in airbus. "Pilot Flying" trimming rudder nose right when it should have been nose left. Full flaps used instead of a conf 3 landing. Not really sure who was supposed to be flying half of the time especially after captain called "my controls" then continued to ask for first officers input. Only one checklist read out in the flight.
You waited to cut the fuel on a Burning Engine until both fire pods were discharged,. The fuel cut out should be first? That might help stop the Fire from spreading.
No seat belt for the pilots No brake check No clock watch start takeoff Confirmation for activation of fire push buttons missing Pilotcommand doesn't have the throttle at takeoff No ATC communication at all No announcement for activation of the AP Fo commands flaps 0 and sets them himself They're not referring to qrh as said on the STATUS page Didn't activate the approach phase in the Ecdu before the approach button was pressed, You don't know who's the PIC all the time You don't check the speed for gear down, Didn't follow the landing checklist as said on the MCDU, Seems that not all the lights are on for the landing, You don't press the CAB FWD button for landing but just to call them to the interphone, You would consider enabling APU bleed with one engine out, You would consider enabling both APs for the landing They cancelled procedures in the ECAM without confirmation, No announcement for activation of the AP, Seems that the seat belts are either off or auto but be on
Wrong cockpit commanding (flaps and rudder trim reset on landing...) Use AP 2 for the right side pilot flying Do not use TOGA on a normal takeoff No atc and cabin contacting?
They never declared an emergency. They switched roles as PF and PM; never verbally transferred controls (probably their most serious mistake). Didn't follow checklists.
Hello these are my anwers for the mistakes they made: - Pilot Flying (right Seat) brings flaps up from 1 to 0 but it is the job of the pilot monitoring (left Seat) to do this. - Engine mode selector did stay on ing/start for the entire flight after they checked that the engine was inop it should be putt back to normal. - first arrival they didn't do a arrival briefing and didn't arm approach mode. - after go around no checklist. - flaps 1 after go around needs to be flaps 3, pilot monitoring correct's the flying pilot. - pilot monitoring takes over the controls after bringing up flaps 3 butt the other pilot doesn't confirms it, bad communication all over the flight this can lead to confusion between pilots. - after the control switch the pilot in the rigth seat calls for flaps two butt the pilot in the left seat should ask that now the roles arren't being switcht. - second approach the right seat pilot wants to drop the gear to soon, left seat pilot corrects. - at landing they right seat pilot doesnt focus on landing because right before touchdown he is doing something on they pedestal en forgets to pull the power back for a nice flare. - poor steering!!!! - no seatbelts on - no contact with atc Butt cool contest hope i am close! Greetings from the Netherlands
Minimums at 200 feet? With only one engine? In such a low visibility? Isn't it kinda low? And do they use flaps full with one engine operative? BTW, u had to add more than 5 kts to final approach speed. It's way too slow!
This is an Airbus . Engine out landings are done with Flaps Full except in exceptional circumstances when performing an overweight landing at a hot and high aerodrome.
Before Go around No configuration V1 V2 VR MFlex (speed) No TACAS on TA engines were in toga for a several time Unstead to keep flaps 2 you decide to retract it No Apu after 5 minutes No ATC Autopilot 1( captain) were used unstead autopilot 2 (copilot) NO AP1 +AP2 with aproax mode After Go around Autopilot (AP1) unstead AP2 No alternative airport plans Copilot out of focus on landing Captain allways telling the indications unstead the copilot made the indications because he was flying the aircraft.
No AP1 and AP2 on CAT 3 landing Exedet the TOGA limit FLAPS full instead of 3 Did not add 5 knots at landing speed Did not reset the ruder trim on time Retardet to late Puting ENG mod selecor to IGN was obvius not nesery because engeni fire and damage Transponder did not put in TA Was not on the center line Maket to sharp turns No ATC No checklist No pasenger notification No pasenger sings Flap 3 mode on GPWS No briefieng No cabin crew briefeng Cros feed was of APU to late No APU generater No APU bleed The first officer almost retrakted the L\D GEAR Captain did not land the plane Captain disconected the AP Flap retraction to late
These videos are really not conducive to a professional looking operation. If your idea was to promote your company. Try learning and teaching Airbus SOPs. This looks closer to kids with too much money playing with expensive toys SOPs....
no seat belts for the pilots,
no brake check,
pilot in command doesn't have the throttle at takeoff,
no clock watch start at takeoff,
confirmation for activation of fire pushbuttons missing,
no ATC communication at all,
no announcement for activation of the AP,
FO commands flaps 0 and sets them himself,
they're not referring to QRH as said on the STATUS page,
they cancelled Procedures in the ECAM without confirmation,
didn't activate the approach phase in the MCDU before the approach button was pressed,
you don't know who's the PIC all the time,
you don't check the speed for gear down,
didn't follow the landing checklist as said on the MCDU,
seems that not all the lights are on for the landing,
seems that the seat belts are either off or auto but should be on for landing,
you don't press the CAB FWD button for landing but just to call them to the interphone,
you would consider enabling APU bleed with one engine out,
you would consider enabling both APs for the landing,
you start the go-around only at minimum altitude when nothing of the runway is visible, but not 100 feet above the minimum
no GA flaps were set,
you set AP2 for FO and AP1 for CPT,
when you only have one engine available you set the TCAS mode to TA Only
when you only have one engine available you approach with config 3 not Full
that's all for now ;)
Congratulations to the winner of this challenge! +LordNoName Please provide us with your full address and phone number to news@baatraining.com as we are going to send you your present.
What was the present?
LordNoName must either be a real Airbus A320 pilot or just knows his stuff incredibly well.
Maybe flaps 3 landing with one engine out
A lot of the time nobody is flying the aircraft. They both have their heads in the problem.
When going around the command must be: Go around, Flaps. That means that you must set the TOGA power, pitch the nose up (or as required), and put flaps to the one position up. That's the mistake.
Thanks to the ones who actively participated in the challenge! We will analyse your answers and announce the winner next week.
+BAA Training Will my comment still be valid? Please! I would comment your vid sooner if I have seen it before.
Here are some mistakes made by my opinion:
1. No chrono started on take-off. How should you know then when will you exceed the time limit for TOGA thrust? Why haven't you started the chrono after you received fire warning for engine number 2 thus minimazing your error?
2. 0:59 You're taking-off and already squawking 7700, the emergency code? I have never seen anything like this before!
3. Capetan always has his hand on the thrust levers on take-off in case he wants to abort, because you never know what's going to happen and he always has to have the last word. In your case this rule wasn't followed.
4. Procedures are initiated on pilot flying command, and again, unfortunately, this rule wasn't followed. Pilot flying was all over the cockpit, and wasn't making the annoucments of what he did. How should then anybody know what is he doing or intends to do? They did one part correctly, and that is:
No action should be taken (apart from audio warning cancel through master warning light) until:
- The appropriate flight path is established
- The aircraft is at LEAST 400 feet RA, if a failure occurs during take-off, approach or go-around
Well done. They haven't tocuh anything for about reaching 500 ft RA
5. The crew was uncoordinated and DIDN'T followed standard task sharing procedures and that includes that pilot flying is responsible for: Thrust levers(except on takeoff as already described), flight path, airspeed, configuration, navigation, communications and pilot non flying is responsible for: ECAM or checklist reading, execution of required action on PF request, engine master and fire pushbutton switches(with consent of PF)
6. Another mistake is that PNF cleared the ECAM messages WITHOUT cross-confirmation of both pilots.
7. Pilot flying is unfamiliar with the A320, he was trying to adjust rudder trim while the aircraft was under autopilot control. Every A320 pilot should know that rudder trim rotary switch has no effect when autopilot is engaged.
8. They haven't followed or even looked up for QRH procedures. One big minus.
9.I don't know if there was ATC, but if it was not talking to them and not notifying them what happened on board is unforgivable.
10. All lights have stayed on during whole flight.
11. HOLDING agent number 1 and 2 until discharge indication lights up is something that's wrong. If they have done that on IDG disconnect switch for more than 3 seconds it would damage the IDG mechanism, luckly it wasn't the IDG.. ;)
12. No cabin call to notify them, and no "brace for impact" order before touchdown-it's just an extra line of safety for the passengers
13. No "speed check" callout after flaps extending/retracting
14. 6:10 Didn't recall cancelled cautions (indicated on status page) during entire flight! GEN 2 FAULT caution was cancelled and then never recalled again.
15. Resseting rudder trim prior to touchdown is the responsibility of pilot non flying.
16. Landing with configuration full: Beacuse of performace reasons they should have done the landing with CONF 3 not FULL, especially as it was low visibility and grave chance of doing missed approach. In case of a go-around as you can see on 11:05 they retracted the landing gear but left the aircraft in CONF FULL which, as they have initiated the go-around, resulted in an serious droop of speed, almost activating alpha floor protection. Then the aircraft, because of very high drag, didn't have enough power to climb! Look at the VSI as it plummets on 11:13 and stays around zero for more than 25 seconds until the crew engaged the autopilot and retracted the flaps to CONFIG 3! Which brings me to the next point:
17. They have never considered to rise the maximum amount of N1, thus improving the engine performance by selecting APU bleed to on or setting pack flow to low. The aircraft would then have a better performance in a case of a missed approach!
18. They could also put AP2 on during final approach, to give them an extra line of safety(as most pilots do it) if something fails again.
And do add few more things:
19. In an emergency you would consider setting TCAS to TA only but since all resolution advisories are converted into TAs below 1100 ft in climb and 900 ft in descent and majority of flight they were below these values it isn't a big deal. But the correct thing is to put it on TA only.
20. First officer constantly puts AP1 on while AP1 should be used when capetan has the controls.
21. 5:20 The pilot flying should select things with the auto flight system, callout what he is doing and the pilot non flying should verify the change has actually occur, in this case we see a breakdown in this standard pattern of communication and coordination. The pilot non flying, as we can see, does almost all changes to the auto flight system (changes heading, speed and altitude) which is the responsobility of pilot flying.
That's all ;)
And do add few more things:
19. In an emergency you would consider setting TCAS to TA only but since all resolution advisories are converted into TAs below 1100 ft in climb and 900 ft in descent and majority of flight they were below these values it isn't a big deal. But the correct thing is to put it on TA only.
20. First officer constantly puts AP1 on while AP1 should be used when capetan has the controls.
21. 5:20 The pilot flying should select things with the auto flight system, callout what he is doing and the pilot non flying should verify the change has actually occur, in this case we see a breakdown in this standard pattern of communication and coordination. The pilot non flying, as we can see, does almost all changes to the auto flight system (changes heading, speed and altitude) which is the responsobility of pilot flying.
That's all ;)
+BAA Training have the winners been announced yet?
+Max Manley The winner was announced last week and he is +LordNoName
Well i guess taking your eyes off the runway 20ft of the ground is the biggest of them all, isn'it? :)
Name the mistakes you made? :D That's a trick question, right? It's more of a "name the mistakes you DIDN'T make"? Too many messed up things to list. Procedures out of order, checklists missing/improperly executed, CRM all over the place, unclear who's PIC at times, F/O unfamiliar with the airplane, etc. etc.
it's after 5 years, but still, i have to say the airbus is so advanced and robust that even the procedures and everything is messed up like hell in the cockpit, the plane still flies safely regardless
Pro tip : you can watch series on flixzone. I've been using it for watching all kinds of movies recently.
@Christian Ruben yea, I've been watching on flixzone for since november myself :)
-No AP2 in ILS
-The F.O that he's flying the plane cannot do another thing, the other pilot should do all the things of geard down, flaps, etc... ---The F.O can only fly the plane.
-No cabin adviced.
-No checklist.
-No usage of the lights.
-The F.O is not that capacited to fly it, but that's okey because he's an student.
-If the F.O is flying the plane they need to turn on the AP2, not the AP1.
-Not confirmation at all between the checklist and cancellation in the MCDU.
-Not selected the approach in the MCDU.
-With an engine out you need to land with flaps 3, not with flaps full.
-Obviously not ATC notified (Not ATC at all).
That's what I think, greetings from Mexico.
You are doing the pilot community a great dis-service making such a video.
No seatbelts, didn't call ATC to tell about the engine fire and go around
It certainly is a challenge if you don't know all the procedures, good luck to the ones who do know ;)
Autopilot disengaged below RA 100ft, which should be above 110ft if a manual landing is desired.
Engine mode selector was not set to ignition
You attempted to restart a engine after a fire
Failed to declare a mayday and failed to follow correct CRM procedures PF was doing PM job and PM was doing doing PF job you also failed to do controls hand over verbal and failed to do norm checklists and QRH procedures as well as NITS breif with cabin
+Aidan McCoy Mayday Mayday Mayday I'm in a simulator and nobody is simulating ATC, he yelled into his imaginary headset he wasn't wearing.
+musicalaviator wishing they were on vatsim ;-)
BAA Training, when are you going to announce the winner? No hurry, just curious as very similar answers...
I think you exceeded the time limit for toga thrust which is actually 5 min. You should have reduced it at the thrust reduction altitude. Moreover you should have set the clean configuration at the engine out acceleration altitude and not at 3000 feet.
10 min witn one eng fail
PM should reset the rudder trim for PF
No AP1+AP2 in CAT3
No checklists
No cabin notifying
No ATC notifying
you have to press LOC before APR
+the gold movies AP1+AP2 is not needed in CAT3. CAT3 means autoland mode in Airbus. CATIII of ILS is a different thing.
Sometime you don't have time for full checklist, you have to focus on another things. So you're doing only MEMO actions - this is the most important essential which you MUST do.
This is a pilot decision to notify the cabin and just only stress passangers - why if it is only 1 engine failure, and you clearly can land (e.g. conditions are improving) - so why unneeded there stress for passangers???
They very few simulates operations with ATC.
You don't have intercept LOC before G/S, sometimes operation allowes to intercept LOC and G/S in the same time. Also blue G/S only means that it is ARMED mode (it will automatically switch to normal when intercepting it).
+the gold movies No GA Flaps
+Flaps UA In A320 you are not retracting flaps on go around like in 737. You retract it when you establish positive rate.
You did no NITS with cabin, CRM was hilarious and the PF was doing the PMs job?! On a scale of 1-10 I'd give it -2.
Unsuccessful CRM, no checklists, didn't notify the ATC even with squawk, didn't notify the cabin, F/O not sure of what he's doing, etc.
Hello!
Which airbus you are using for simulator ? Wilco maybe?
Remind me again of the black wheels with the white hash marks
It's been 30 years since I sold my 172
The checklist before landing?
there any videos that you guys have that will assist me in learning out to fly ILS and to operate most systems of the 737m
Who was flying the plane
Starter set to Ign, not necessary in airbus. "Pilot Flying" trimming rudder nose right when it should have been nose left. Full flaps used instead of a conf 3 landing. Not really sure who was supposed to be flying half of the time especially after captain called "my controls" then continued to ask for first officers input. Only one checklist read out in the flight.
No notifying ATC of mayday
No verbal hand over
Wearing no headset
Retracted flaps too early on go around
No checklists
Wrong autopilot being used
Who’s flying?
How is the PF and PM, you mix.
The Co-Pilot is looks like he can't wait to bring up the flaps and etc
You waited to cut the fuel on a Burning Engine until both fire pods were discharged,. The fuel cut out should be first? That might help stop the Fire from spreading.
What are in about. It was the crossfeed he sketched after squibs. Fuel was cut off when it’s supposed to be.
Engine mode selector is not suposted to be in IGN if engine doesen't start it suposted to be in NORM after that
Finally a new video. Keep them coming! :)
I dont know if its an mistake, but you armed the spoilers seconds before touchdown
No seat belt for the pilots
No brake check
No clock watch start takeoff
Confirmation for activation of fire push buttons missing
Pilotcommand doesn't have the throttle at takeoff
No ATC communication at all
No announcement for activation of the AP
Fo commands flaps 0 and sets them himself
They're not referring to qrh as said on the STATUS page
Didn't activate the approach phase in the Ecdu before the approach button was pressed,
You don't know who's the PIC all the time
You don't check the speed for gear down,
Didn't follow the landing checklist as said on the MCDU,
Seems that not all the lights are on for the landing,
You don't press the CAB FWD button for landing but just to call them to the interphone,
You would consider enabling APU bleed with one engine out,
You would consider enabling both APs for the landing
They cancelled procedures in the ECAM without confirmation,
No announcement for activation of the AP, Seems that the seat belts are either off or auto but be on
no checklists rushing the flaps and gear extension landing with flaps in position full
Auto brake max not medium. One engine reserver only
Wrong cockpit commanding (flaps and rudder trim reset on landing...)
Use AP 2 for the right side pilot flying
Do not use TOGA on a normal takeoff
No atc and cabin contacting?
They never declared an emergency. They switched roles as PF and PM; never verbally transferred controls (probably their most serious mistake). Didn't follow checklists.
is it possible for students pilots who study at BAA to reach their 1500HRS by type rating ( after took their ATPL ) ?
Yeah guys, its creepy when you don't notify ATC about the whole thing!
Hello these are my anwers for the mistakes they made:
- Pilot Flying (right Seat) brings flaps up from 1 to 0 but it is the job of the pilot monitoring (left Seat) to do this.
- Engine mode selector did stay on ing/start for the entire flight after they checked that the engine was inop it should be putt back to normal.
- first arrival they didn't do a arrival briefing and didn't arm approach mode.
- after go around no checklist.
- flaps 1 after go around needs to be flaps 3, pilot monitoring correct's the flying pilot.
- pilot monitoring takes over the controls after bringing up flaps 3 butt the other pilot doesn't confirms it, bad communication all over the flight this can lead to confusion between pilots.
- after the control switch the pilot in the rigth seat calls for flaps two butt the pilot in the left seat should ask that now the roles arren't being switcht.
- second approach the right seat pilot wants to drop the gear to soon, left seat pilot corrects.
- at landing they right seat pilot doesnt focus on landing because right before touchdown he is doing something on they pedestal en forgets to pull the power back for a nice flare.
- poor steering!!!!
- no seatbelts on
- no contact with atc
Butt cool contest hope i am close!
Greetings from the Netherlands
watch. this video if you wanna fail your checks 😂😂
Did it take actin for engine 2 fire immediately you could of been a fire ball in reality
I realized at the end that the PF was a PPL student ! Wow !
Forgot to radio in Emergency?
So many mistakes too many to be bothered to list :)
Flaps full with one engine operative? They should be config 3
Capt should also be PF in emergencies
Minimums at 200 feet? With only one engine? In such a low visibility? Isn't it kinda low? And do they use flaps full with one engine operative? BTW, u had to add more than 5 kts to final approach speed. It's way too slow!
+Богдан Ковальчук That's pretty standard for a CAT I ILS approach. Not sure if having an engine out makes a difference, though.
you have put the flaps at full you must put them at 3 because you are flying with one engine
This is an Airbus . Engine out landings are done with Flaps Full except in exceptional circumstances when performing an overweight landing at a hot and high aerodrome.
Untrue. Read your qrh
They r doing go around with full flaps Wow ... to much mistakes in this pc check or whatever this simulator for.
It’s perfectly safe and allowed.
PF TAKEOFF, MANUAL TOGA SRS (RWY) A/THR BLUE! STDs CALLOUTS!!!
Pilot in command doesn't have a license ;) but still skilled.
what's that? the landing isn't good and the fire engin.....
Please review your emergency procedures! Those are not airbus procedures....maybe boeing?
10:55
No AP1+AP2 in CAT3
No checklists
No cabin notifying
No ATC notifying
you have to press LOC before APR
Why pressing LOC before APRR?
Before Go around
No configuration V1 V2 VR MFlex (speed)
No TACAS on TA
engines were in toga for a several time
Unstead to keep flaps 2 you decide to retract it
No Apu after 5 minutes
No ATC
Autopilot 1( captain) were used unstead autopilot 2 (copilot)
NO AP1 +AP2 with aproax mode
After Go around
Autopilot (AP1) unstead AP2
No alternative airport plans
Copilot out of focus on landing
Captain allways telling the indications unstead the copilot made the indications because he was flying the aircraft.
Rudder trim with AP
You will be kicked out of the sim if my IP sees this.
I did the same a few days ago in the Boeing 737 NG Simulator and I have to say, that I did it better than the asian colleague on the right seat...
no checklists
It’s a pity that the guys upload this video. Very bad practice
I never want to sit in an aircraft with your student as pilot
OMG the guy flying didnt have the minimum sense of simulation
I know but it's SOPS
Nice Sops 😝
ese chinito vuela hasta el culo
No AP1 and AP2 on CAT 3 landing
Exedet the TOGA limit
FLAPS full instead of 3
Did not add 5 knots at landing speed
Did not reset the ruder trim on time
Retardet to late
Puting ENG mod selecor to IGN was obvius not nesery because engeni fire and damage
Transponder did not put in TA
Was not on the center line
Maket to sharp turns
No ATC
No checklist
No pasenger notification
No pasenger sings
Flap 3 mode on GPWS
No briefieng
No cabin crew briefeng
Cros feed was of
APU to late
No APU generater
No APU bleed
The first officer almost retrakted the L\D GEAR
Captain did not land the plane
Captain disconected the AP
Flap retraction to late
no seat-belt.. is a no go ;)
Guys it’s everything completely wrong
These videos are really not conducive to a professional looking operation. If your idea was to promote your company. Try learning and teaching Airbus SOPs. This looks closer to kids with too much money playing with expensive toys SOPs....
No comment!
Too many sugars in the coffee.
Wrong procedures!,,,
I don't believe that BAA Training approved such a poor video
To much mistakes in the demo!
Non standard
jesus !