Engine failure after Takeoff - Briefing
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- Опубліковано 22 лют 2017
- In this video I will be explaining what pilots do in case the aircraft suffers an engine failure after the decision speed (V1).
I will be explaining both handling and procedures including checklist use and Cabin-crew communication.
This video is supposed to be used together with the "Engine failure after takeoff" series inside my "Mentour Aviation" app.
Download the free app and purchase the playlist to REALLY learn how its done.
"Aviate, Navigate, Communicate!" I can see why Mentour is an instructor!
Much respect to pilots, your description only makes me more confident as a passenger.
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.
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.
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!
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 ..
Your videos are fantastic for aviation enthusiasts who wish to understand.
Thank you 😊
So much valuable information on this, thank you Sir
Feeling informed and with increased confidence. Thank you sir.
Ur videos are always informative.. it never gets old
Very informative even to a layman like me. You sound like a professional instructor Captain. Congratulations. !!!
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 ;)
I'm like a sponge absorbing all this great information,
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...
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
thanks Captain for your briefing and detailed explanation of this case. Grettings!
You are amazing captain!!!! A real genius and professional!!
Thanks for very thorough explanation
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?
Amazing video great tips thanks for the information mentour!!
Very well done, clear and to the point. Thanks!
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.
Awesome. The ATPL theory would be far more bearable if you were doing lectures. More of these please!
Just loving ur videos... Flying is my biggest dream
The model is of 747 that has 4 engines:)
It's great to watch your earlier videos, it great yet you improved tremendously
You are exceptional.
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.
As a non pilot it is astounding just how many procedures you have and all of them are written in blood
Perfect explanation . . best video and most informative . . I shall test immdeately on my Lockheed M. simulator
Goodluck safe flying.
Fantastic teaching... Thank You!!!
Great video as always man!
My co-Pilot would definitely notice my bowel failure in a situation like this.
DJ Maxx Saint hahahaha damn
HAHAHAA
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.
Great explanation,
Awesome video, great information ! I'm taking a flight training course here ! :)
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.
Great video! Thank you Sir!
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.
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
Woaw this is different compared to recent episodes :) but still pretty good :)
Great job, thank you very much!!!
Excellent video!
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
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:)
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?
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
great as usual! 👍
Great information
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.
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
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.
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.
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
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
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?
Great info for a non pilot,thk you.
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.
Fantastic
There’s a good example on UA-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.
Very good
Quick question, was this video recorded when you were explaining something to someone else?
(For example Airline briefing or line check or anything like that?)
Lol, just wondering!
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)
Amazing !!!!
With a complete one engine out, do you really have enough thrust to have a 2,000'/min climb with a fully loaded aircraft?
Hello Mentour! I wonder why the vertical stabalitior always shakes when a aircraft is touching down. Greetings Ludvig
What about a double failure or a fire at 3,000 agl after take off and Turnback to side runway on your left side??
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
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.
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
Nice captain appreciate
This was great
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?
Is there a video for all engines failure short after V1 or V2? Or is it simply straight into brace brace brace mode? =P
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...
Fascinating.
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 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.
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.
engine failure on both engines right after rotation , what is the procedure ?. :) .
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.
I was expecting "Baby don't hurt me" when the intro music started lol
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!
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.
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.
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
(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...
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!
Thank you.
Sir what happened if the flaps on both wings cant work properly or fail?
Would you feel safe flying a 2001 global express win 6500 hours on it.
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)?
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
Where did you buy that model please tell me I want to buy please tell me
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
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.