Airbus A320: Engine Failure
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- čas přidán 19. 04. 2012
- www.balticaa.com Baltic Aviation Academy (Lithuania) makes a comparison of an Airbus A320 with a Boeing 737 at different situations. This time Pranas Drulis, a student of the ATPL integrated course, demonstrates how to execute the flight whilst having an engine failed at V1, the take off decision speed.
- Auta a dopravní prostředky
This actually helped me in FSX
For all the people complaining about how he advances the thrust levers...
First off, the Airbus thrust levers are different than a Boeing's. They have "gates" (clicks) that are designated positions for things like Climb, TO/GA etc. so you can't really move them forwards smoothly.
Second, the computers take care of it, so no matter how quickly they are advanced, the computers make it advance nice and slow.
Real question: In Alternate Law, how do they control power? Do the click position detach from the leaver to make smooth, direct thrust operation possible?
I think i would like boeings more...sadly, my only option will be to fly airbus...lets hope a pre-FBW one...
Canonical The "clicks" are detents
andromedarr The detents are made to make switching to certain N1's easy, all of which are used
On Airbuses, you can think of the throttles as being similar to the flaps (or the spoilers, as on some aircraft like the DC-10). They have specific detents that they go into, rather than having an infinite number of positions.
As long aa you stabilize the engines, it doesnt matter how fast he advances the levers.
I don't know all that much about this but this kid seems like a damn good kid and will soon (if not already) be a damn good pilot!! Nice to know there's young men (and women) like this still left in the world!!
hes a 747 pilot now
I was watching him on the Airbus simulator a couple of years ago,and I knew he would be a damned good pilot. He just had that way about him that made you give him the thumbs up!
45ºC in Frankfurt? Maybe 66 million years ago, at the end of the Cretaceous period? ;-) No wonder why the plane didn't climb and the approach speed is so high. Nice video, as always.
it gets 45 degrees here all the time....... well I am Australian!
45 ° indicated only for a lower speed and lower costs, and less suffering of the motors
HAH!
@@franco_albi9559 Nope, 45° was specifically chosen in order to make this scenario harder. You're confusing FLEX with IAT here.
"Flying itself was piece of cake" LOL. Love this guy. :)
I hope all pilots are this calm and smart! Very good video.
Good job on the instructional video! Thanks for posting.
Looking forward to transitioning to the A320 soon. (1st Airbus).
45 degrees celcius in Frankfurt...woaw...that's crazy, lol
People is drying at that temperature.... Nice video!
P
Not in 2018 😂
Hunter Michaelson or Dubai at night
tarmac gets very hot in any country during summer
"Well thats just a random call" xD
Thanks for sharing this video! I too only fly (FSX) and don't think I will ever have the chance to fly a commercial aircraft for real. It's cool to see a person work the pit and provide explanations. Good Job and Keep up the Good Work!
Tiankhy Hinton never give up , you can be whatever you want to be
Small remark: the limitation for TOGA thrust with one engine out is 10 minutes, with two engines it will be 5 minutes. And don't bother about exceeding a time limit if you need the thrust. Its better to have an extra engine check by maintenance then a close encounter with a mountain.
What even
Why would you be doing a terrain escape maneuver for more than 5 minutes? Are you taking off at the bottom mt everest?
Seriously this guy is awesome. No one else does these videos with great video quality and actually does comparisons.
Thanks for sharing. I have watched countless training videos on the Airbus A318-20 series, and BAA exceeds most - if not all - by far. I really enjoy the proficient and professional manner in which Pranas Drulis teaches the systems and procedures of this model aircraft. I am curious to know why during the approach phase did he not set the auto-brakes according to the checklist, though I did see that he set the ground spoilers. I was wondering if it had something to do with the emergency nature of the engine failure and or the aerodynamics of landing with one engine - I also realize the difficulty of simulating this without a first officer. Once again, thanks so much for sharing these wonderful videos .
Nicely done. Such a young man, and excellent communicator. it was a joy to watch.
I love these videos thanks for making them.
Currently studying to become a B.1.1 technician and I find this video very interesting, thanks for making them :)
I found this channel just by chance. It never occurred to me the level of instrumentation involved in flying a jet. Thank you for creating this channel. Have always wanted to know the details of flying. So interesting. Am amazed by the auto-pilot features.
Hi Pranas...you are a real instructor , very useful videos...stay cool !
Best youtube channel!..love these! (I only fly FSX) but I've learned so much...thank you :)
We all love the 'Emergency shit!....Keep 'em coming! :)
Great video! Thanks for these, they are beyond cool.
Great content! Quick question, when you were on effective downwind, setting up for the were making speed reductions. Were these based on a procedure, improvised speeds or were you just using the flap limit speeds with an added safety margin? Thanks.
thums up....next vedio regarding extreme weather!??
always a pleasure to watch ypir videos!
big learning factor!!
I really like the Airbus. I have sim flown the Boeing PMDG for many years but this really looks like a much more interesting cockpit environment
.
What a very nice video, can you do some concerning the fmc.
very well done !!! Keep up the good work of sharing knowledge .
This actually helped me in FS 2020
Love your videos, very informative- learned a lot.
Would love a video (Boeing 737 800 NGX) on the rationale for dropping flaps for landing as it relates to speeds. Is the flap dropped first followed by speed reduction to the flap speed indicated on the speed tape?
love to fly that aircraft, really like your videos and please may you do more videos about the airbus a320, keep them flowing.
Great flight!! Well done
Hey marketingBAA! Can you have Pranas do a comparison on gravity gear extension on the A320 and B737? I have watched all of your comparisons on the A320 and B737.
Question for you, sir. Will the AP make all turns in the direction of the operating engine? I see the AC made all left turns with the right engine failed, which makes sense, but had your course called for a heading change to the right of your course, would the AC have turned left or right to the new heading? In small planes, they warn you to turn in the direction of the operating engine whenever possible.
Where you on TOGA for your takeoff? I noticed that your trim wheel moves is that common on this sim. The one in the UK the trim wheel does not move.
"Aah, that was just another random call" lmao
the rotating wheels are the vertical trim the trim allows the aircraft to pitch up down left or right without the pilot having to apply input to the flight controls via the control colum or side sitck...
Thank you so much for directing me to EPST! It definitely looks like something I could do, especially with their financial assistance program. You're right in saying that it is much harder in the U.S. to become a pilot, since there is not much help from the government. There is an aviation school (Embry Riddle), but I'd rather study in Europe. I'll keep researching, but thank you again.
Does the FMC have an optimum page or are the figures shown on the page specific to that function?
@Monkey10Boy
You can find the QNH in a Metar. If you search at google for example: EDDF Metar, then you find a Metar for Frankfurt.
Muy bien explicado flaco, felicitaciones.
Why did you keep engine mode selector on ignition start position and why didn't you switch off the engine 2 fuel pumps?
Also I am wondering if the air bleed from engine 1 was on in order to start engine 2 with it when APU was off.
Nice vid. But why did you clear the EO on the APPR Perf page?
Pranas, the legend!
thanks for the video,but i didn't know that u can use the thrust reverser with one engine inop,please view TAM 3054 crashing at Congonhas Airport at Sao Paulo, please help me understand. thanks once again
Awesome! Thanks for share!
Brian Jones TAP!
sir ive got a question, i had read about the take off segments and i thought you had to clean up the airplane in the acceleration altitude and after doing this perform the emergency procedures, is AIRBUS different regarding this?
I think that's the FADEC that controls fuel delivery, based on inputs from the thrust levers, and/or the autothrottle system.
And Rambo9700 has made an excellent point about cross checking that there is no fuel leak before getting the x feed on.
Would be possible to repeat this simulation on a more chalenging airport? Like Gustaf III (SBH)?
I love your videos!! where is the B737 engine failure video?
I'm no airbus expert, but you mentioned in your 737 vs 320 video that the airbus would in the event of an engine failure or asymmetric thrust condition "Trim everything by itself" whist the 737 required manual trim. Why did you have to use "Immense" force on the rudder Mr. Pranas?
What kinds of shoes are you wearing?
Is it also possible to takeoff with an engine failure at v1 with a wide-body twin-engine aircraft such as the a330 or 777?
Thank you very much for all of your fantastic videos:
I've got few questions on this and I would appreciate it I have a chance to get answers to them:
1) Don't you think on an engine failure it can be somehow risky that prior to checking oil pressure and temperature you do a cross-feed? It means the fuel will be balanced in tanks but if there is a leakage then what happens is that you'll lose a lot of fuel possibly causing gliding on no fuel.
2) Soon after departure you lost an engine, wouldn't that be safer if you could head back to the air port
3) Landing checklists ignored?
4) Where the heading numbers are obtained from?
Thank you
Hello Ali Rahimy, it is dangerous to go for cross feed without checks but he clearly did not mention as he assumed there to be no fuel leakage. Weight balance is def a go with given situations.
He would return back to the same airport depending upon the situation. if its an emergency, he might get directed to an airport that is either near by or that falls on the way or head back to the same airport.
Your right, landing checklist should not be ignored.
Work on the heading, its no hard task. Navigation plays in again as in asking vectoring or fly to an airport near by.
Hope this helped. Have a great time.
Dear Roy, I might have done it quickly, but I am sure that the engine control units wouldn't let the thrust increase too rapidly. Correct me if I'm wrong!
because stopping power is drastically reduced due to lack of hydraulic pressure for slats, flaps ans spoilers as well as half of the amount of reverse thrust, v1 is different with two engines than it is with one engine
Nice one again, thanks!
Hardly climbed 1000ft with an engine failure at V1, I think there are other priorities than to disarm GND spoilers and the proper setting of the lights ;-) oh yeah, and what happened with the centerline there? just teasing, thanks for sharing!
nice landing and explaination
and he is just a student?
Super. Happy. Very easy to learn. Feeding my hunger of fly knowledge like a mother feeding her baby. 👌👌👍
Hi Pranas, How is the training going?
So in these case 737 or 320 is better to control ? which aircraf is easy to handle I mean
The difference between ap1 and ap2 is that ap1 is used for captain and ap2 is used during cat3 landings and when the first officer is in control.
What is it rotary black and white wheel right hand (center panel)? Thanks. :) time 15:13
Can someone please explain to me what those two black rings with white stripes on, next to the throttle sticks, do?
why did you have to reset the rudder trim just before landing??
the ap may trim the aircraft to a postitive rate which will increase angle of attack resulting in more lift due to the loss of speed. the result is more drag over the wing and this can cause the aircraft to stall. it has happend to me in flightt sim x
GREAT JOB.
Great great video!
Is flaps and slats r interconnected to each other bcoz whenever flaps r extended slats also get extended..
Whoops! Rudder is not most critical flight control surface. Elevators are. You can use ailerons/spoilerons to turn the aircraft along its longitudinal axis, as a last resort you can also turn the aircraft with asymmetric thrust. The rudder isn't overly used unless there's crosswinds for example, although it is a primary flight control surface, yes, but not the most important. We could agree had you stated about the tail fin, but you were mentioning of important control surfaces... Elevators are.
Very well done and a pleasure to watch! Very professional IMHO. I also thought the pilots accent is quite amusing, something like the 'Swedish Cook' cartoons, no offense. My only criticism was that his landing was a bit left of the center line but still excellent because of single engine landing! Bravo.
I like this guy he makes it all sound real safe. I know this is all state of the art stuff in the cockpit but all the switches to me look real old fashioned apart from the display screens, but I guess it comes to the old saying,if it aint broke don't fix it.
srry abaut that again can u make a video when u make a normal flight with an a320 or with a dc_10
before starting the descent with the glide slope, you should have an estabilished localizer?!
i would love to learn how to do all that. i understood a little bit, i learned a lot just by watching. a lot of it i still dont understand, thanks for the video though :D
on the comparison though he said that the airbus trims itself in ailerons, rudder, and elevator
Where is this simulator? Watching this makes me want to give it try. Really great flying! You saved the plane!
whats the difference between the autopilot1 and autopilot 2?
Your information about the Localizer and the Glideslope were incorrect* .. the localizer is the Vertical component and the Glideslope is the Horizontal component =]
No autotriming the rudder with one engine out?
He makes it look so easy
nice video
what are those rotating wheels?
Can u try a landing without hydraulics as United Airlines Flight 232.
ap needs to be engaged to have automatic control over any trim surface
very good video, just when you arm the APP you need arm AP 2 too
That seems like reasonable explanation, thanks :)
I think he has to followed the Bêta target, and set the thrust levers in MCT detent.
great stuff mcdu always have it logged in bfore take off so you dont hsave to faff with the box on 1 engine
yes ap 2 is used during ap1 failure
pls can you make a normal flight the a320 or dc_10 if u have ir
so if the captain is in control and he pressed that red button on his sidestick, will AP2 turn off?
For how long can the single engine last in TOGA mode?
its very simple, its just after leaving the ground the pilots will look at the primary flight display and when it says a positive rate of climb (numbers usually start at like +500), the pilots have established the aircraft is climbing, and they can retract the gear.
On this aircraft I believe the throttle quadrant has fixed detents. He is simply setting the take-off power setting.
show how to taxi the aircraft and keep it in steady position and when landing also
He is so happy even with engine failure.
next to the throttles? the trim wheel wheels, they are automatic.
Hello You are Good Pranas
I am an IFR pilot on Cirrus22
i appreciate your presentation
jacques Tisserand
45 degrees Celsius in Frankfurt?