The Worst That Can Happen? Engine Failures on Takeoff with a Real Airbus Pilot!
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- Опубликовано: 23 фев 2021
- What do we do if an engine fails just as we try to get airborne? This is the most critical time in the flight for a failure and is something pilots spend a lot of time training for. Today we take a look at what we need to do and how the aircraft will behave!
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I am a real world Airbus pilot with thousands of hours flying the real aircraft and thought it would be fun to have a look at the new detailed simulation of the longest baby 'bus by Toliss as well as the new MSFS a320 NEO. Hopefully you find this useful and it brings another perspective to your simulation. Any thoughts or comments are welcome!
This video is intended for home entertainment only and does not reflect or represent any real world aircraft or airline procedures. It is for home flight simulator enthusiasts only and has no real world application. All views expressed are my own.
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Intro Music by Fly24: • Distance Too Far. 
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Not only is the Airbus very capable but also ToLiss for that good simulation. Great video as ever. Thanks for the great content :)
My pleasure!
You're reading my mind, was about to ask you on streams for more equipment failure type content (including LIVE). Great job!
what an absolutely precise work here! I hope I'll have enough time to watch all of these and learn just for fun.
Thanks for explaining the process.
Excellent lesson! I'm coming from the 737 and with your help, it'll be a smooth transition. Again, thanks a bunch!
Hahaha, i was waiting for it. Great one!
It's taking me a while to catch up with all the videos, but thank you for sharing all your knowledge wijt with us.
Thank you for this pedagogical video with the Toliss A321 from Xplane 11.
I'm speechless! Just brilliant 👏 All this coming from a real world Airbus Pilot! Quick question - have you ever flown into Auckland New Zealand?
I really like your videos. Definitely one of the best sources on learning how to fly in RUclips.
Thank you, really appreciate it
Please do a video where you speak about the procedures, ECAM handling and stuff haha. Really interesting material, cheers mate
Hey great video. I flew to Ljubljana yesterday for the vatsim event. As you said, great approach!!
Glad you enjoyed it George!
Very interesting video as always 👍🏻
Glad you enjoyed it Liam!
Does the real airbus has a paper checklist or electronic ? Nice video, the last time most youtube airliner videos are live streams so thanks for making a non-livestream video
Hi thanks for another awesome lesson. I was wondering what your impression is of the new APU in the A32NX. The startup seems a bit too quick to me. Maybe you could make a short video assessing it.
Hi, so far it seems OK to me! The old timings were too long. Thanks for watching!
Starting to fall in love with the A320 so very smart. I have trouble understanding all the terms you use ! Will have to study more videos. If you could go a little slower and pause for a moment when you open a window, give time to diguest. Thank you and on to the next one.
Great Info.
Thanks for watching as always Bouki!
ooooooh yay exciting!
Thanks for another great video!
I have just one question... do you know why the airbus does not command TOGA or MCT thrust if one engine fails? For me it would make sense to use the additional thrust to get away from the ground faster. For example if you do a Flex 55 takeoff, there is so much unused performance.
You are welcome and thanks for watching! The performance is calculated using the FLX thrust, so TOGA is not required to meet the certification. It is however available if required. The downside would be if you suddenly add more thrust you increase the asymmetric thrust which could destabilise the aircraft a bit more. In reality using FLEX is fine but if you are concerned you can always go to TOGA to get a bit more thrust, just be ready for more rudder needed!
Now I'm wondering, if you have a huge runway at sea level like the 4850m runway at Doha, wouldn't it be possible to abort a landing after rotation? I know after V1 you have to fully commit, but say for example half of your tail somehow falls off, an A320 can comfortably operate at runways 1/3rd the size of the one at Doha
Can you do a crosswind landing tutorial plz?
Pretty sure he’s already done that
Hi,
How do you use kind of toggle zoom without scrolling? Can you share it with me please ? Thanks❤
22:50 Where would you see these engine out procedures? I’ve never seen one on a dep chart.
hello, cap! is that accurate comparing with real mcdu that on the fslabs when i copy secondary f-pln from the active above the 10000 feet secondary f-pln follows the active like it is removing passed waypoints by itself from the sec f-pln same as active f-pln and it's no need to be copied from active after every waypoint?
or if you didn't have an opportunity to fly fslabs model, just tell if my described situation is realistic or not, because for example on the FF A320 secondary f-pln does not follow secondary, it is needed to be copied after every waypoint
at 17:27 you mention the plane weathercocks into the wind, but with a port engine failure I would have thought that the drag would have caused the plane to yaw to the port? Unless the wind was strong enough to overcome the failed engine drag? In the video the plane yaws to the starboard.
We use the rudder to prevent the aeroplane displaying much yaw. With the Beta target lined up there will be a small amount of sideslip, but we have counteracted most of it using the rudder which is why in the video you can see the wind effect more! I hope this makes sense, thanks for watching.
So will this be followed by a video for landing with one engine? Including maybe an overweight landing
Next time do an engine failure taking off from Innsbruck
Have you tried the FSLabs mod? would love to hear what you think about it compared to Toliss !
shouldn't you have clicked the throttle back to climb then to mct to get the auto throttle in mct mode instead of flx?
I was in a 2 hour flight didn’t set any engine failure things so wasn’t expecting it i am trying to find videos on what i do the fault screen saying both me engines are gone idk what’s happening I’m not a real pilot and just got this plane today
Sir, how would you handle the rudder if you have already rotated? Would you consider the rudder or would you handle pitch first? And then bank?
Great question! This will depend on where and when a lot. If you are a few feet off the ground then rudder will be needed immediately, along with pitch. But in the cruise for example the aircraft will be very stable and may not need much rudder at all (or in the descent).
A question regarding V1 same as Vr: I suppose that is because of the long runway, where the aircraft would in theory be able to stop even at a higher speed? Is there any scenario where a not so big plane (like a CRJ, CJ or so) could or should touch down and stop even after rotation?
No. V1 cannot be more than Vr and you never try to reland. Never.
Hi... when you have time, would you do a VOR and RNAV approach for R12 @ EKVG? Thank you.
There isn’t a VOR approach for Rwy12 at EKVG. Just LOC DME and RNAV (RNP)
@@tomstravels520 it’s one thing I’m confused. The charts say LOC, but in the MCDU of my A320neo (JAR) I get VOR R12. My Airac is always updated. So maybe it should say LOC R12 when selecting the approach into EKVG. This guy has so much experience and knows exactly what he’s doing that is like to see him doing these approaches at this particular airport even to learn how to touch down on a sloped runway like EKVG :-)
@@malcolmportelli4120 just look on the Toliss and it says LOC/RNAV. I gave up on the JarDesign months ago
Can the autopilot be used to help in this situation?
I know of a pilot that chose to disregard the takeoff when he noticed a critical issue after V1. As far as I know the FFA has loose recommendations on what you should do after V1. It's the PICs call it seems. It's just incredibly frowned upon.
It’s a pretty dangerous thing to do. You have no idea if you have enough runway to stop. Almost always a bad call.
Question. I’ve noticed this from another pilot as well both display this the exact same. I notice as the engine goes out and you climb up at around 200fpm. If you have a single engine climb out why is the operational engine still in a flex mode and why is it not pushed into toga for more power?
I was also wondering about exactly this. Would be interesting to understand!
That is because the aircraft is certified to perform this "maneuvre" with the engine power set to FLEX.
V2 is calculated in a way, that you don't need to alter the thrust during this very crucial part of the take-off.
However, the pilot is of course free to set TOGA on the remaining engine if he/she chooses to and/or it becomes necessary.
This in turn comes with its own set of challenges, like retrimming the aircraft, and fighting the even higher yawing moment you get.
The short answer is: It is not necessary, so pilot's don't have to think about it to keep capacity for other stuff.
I wasn’t listening to every word so I may have missed it, but is there a particular reason why you don’t firewall the operating engine into TOGA, versus leaving it in flex? Additional adverse yaw aside, I feel like utilizing whatever power is available to you is the safer approach...
He mentioned elsewhere, you can TOGO it, but it adds more yaw so it’s not desirable to do it unless you really think you need it. Normally, it can climb at Flex just fine.
fan blade detachment
Great video, I want to ask you something, I am a professonal pilot and I am trying to figure out if flight simulator 2020 could be a nice tool to prepare real sim sessions, I mean, can you simulate all kind of failures and interact properly with the ECAM?.. can you pull out the QRH and perform all the procedures?. thanks in advance
How are you doing the replay man?
This was filmed in X Plane 11 so the replay feature is included. Thanks for watching!
what program are you using to replay on MSFS?
He’s in Xplane11
This isn’t MSFS it’s Xplane. Hence why he is using the Toliss A321
I was told by another pilot that in the A321 they almost never use flap 1 as it increases the chance of a tail strike. Is that probably an airline policy?
It will be an airline policy, certainly not Airbus. Although it can't rotate as far as the 320 due to the extended length, as you point out, the centre of lift and gravity are also slightly different so it will climb at a lower deck angle. Clever stuff
Why not use TOGA when barely reaching +100fpm at V2 speed?
My guess is you’d have to apply even more rudder to compensate which could cause more drag
More yaw, plus you don’t need it.
You remained in FLEX power? I would have thought you would apply TO/GA power ?
Yeah I was curious of this too. To get that speed up and climbing away nicely. Maybe there’s a reason not to do it
@@scottfranks6362 the V2 is calculated using the flex temperature or TOGA. Whilst TOGA would give you slightly more power it would also increase the yawing and mean more rudder hence more drag
@@tomstravels520 ah yes I see. The one remaining engine causing more yaw. Thanks for clarifying that, I knew there had to be a reason for it lol.
I beg to differ, the worse that could happen is engine failure on takeoff WITHOUT a real airbus pilot onboard
This is like the Sully incident. You know that an engine failure is going to happen and when. You don't have to think about it afterwards. I understand this is why pilots train for this so it becomes second nature if it does happen. Still a great video though - very informative 👍
The psychology of what happens to people when under stress is very interesting... It is why leaders with bad intentions always use and exploit fear and crisis.. I'm not saying 911 or cov have been used to instill fear and take away freedoms while the people aren't thinking straight, but I am saying a tyrant would certainly bang on about terror and fear to frighten people into compliance, and repeating a task ahead of time, without the fear, results in a predictable behaviour. Programming if you like.
At what point would you announce Mayday to the tower?
Once you’ve established the aircraft is in a steady climb I guess. They’ll probably notice you’re climbing very slowly
Im your 100th comment
If there is a dual engine failure right after V1, I assume there is no procedure? Best to reject the takeoff? Would rather hit trees at the end of the runway than stall out of the sky probably
Aborted takeoffs have happened after V1 before, I believe it was Air Canada that hit a moose on the runway and sustained major damage to the fuselage and aborted even though it was after V1. The investigation showed that if they had taken off, there was enough damage to the airplane that it was possible it wouldn’t survive liftoff or landing. I imagine a dual engine failure would be the same.
Probably depends on the obstacle. If it’s a main road but then fields I’d probably lift off to clear the road then ditch it in the field but depends how much energy is lost
@@tomstravels520 If it were just right at or a bit after V1 I'm assuming there is a threshold for error and you should be able to brake in time. But, there's usually 500-1000m of a safety zone after the runway end filled with the runway lights and grass. I would rather hit into that than go in the air and then shortly after have to 'land' (or stall) into the ground
@@dakerbal if the runway has EMAS equipped you could be ok. You have to remember though that with no engines you then have no reversers and depending on the aircraft you would need to activate the electric hydraulic pumps as your engine driven ones would suddenly shut off
A friend of mine has been an ATP since 1982. He has aborted after V1 when his plane caught on fire (in the forward baggage, not the engine). Of course, what’s after the runway has to be considered, and I assume that’s part of the take-off brief (maybe not). Running off the runway is far more desirable than the cockpit filling up with smoke in the air. A decision has to be made immediately, the pilot does not have the luxury of dwelling over it. If I recall his story correctly, he stopped in time, although I don’t know how far after V1 it happened. Vr doesn’t always follow V1 immediately.
I have no idea how long ago this happened, nor what aircraft type he was in.
So in the real world, does the engine thrust stay de-rated on an engine failure? Or does it revert to 100% power to climb away with as much power as possible?
It looks like the Toliss is somewhere around 85%.
I think he forgot to goto TOGA then MCT. Certainly he went against the SOP.
@@CameTo I don't think so.
For the purposes of explanation the thrust was in the FLEX mode quite long, but afterwards it was explained (correctly) to select MCT by cycling the thrust lever to CLB and back to FLX.
I don't see any point where standard Airbus SOPs were not followed, other than a delay of some items for the sake of explanation.
@@Dokug without watching it over, I think on the second go be did use MCT, but on the first he left it derated. There's no way you would climb derated single engine with flaps 3
@@CameTo This is because on the first run he never got to this stage.
The rough outline is: FLX + SRS until 1000ft AGL *AND* engine secured -> Push to level off -> Clean up aircraft -> once reaching Green Dot speed (and no second earlier, except if the time approaches 10min): pull OPEN CLB -> Then set Thrust Levers to MCT.
As he never secured the engine nor cleaned the aircraft up or reached green dot speed, keeping the lever in FLX is appropriate.
@@Dokug the reason green dot is mandatory by 10mins, is because max allowed TOGA on single engine is 10minutes.
Don't worry, out of all the situations that would be remotely imaginable in our heads, it's quite unlikely we'll ever find ourselves in a situation like this in real life! :P
In all seriousness, though, this video is incredibly reassuring as a passenger, seeing how the machine is more than capable enough, and you pilots are trained to deal with it.
Thanks Salva!
If Pierre Bonin got single engine failure, he would pull the sidestick back all the time 😄
i think beta target went wrong towards dead engine(Left) with toliss aircraft.
Beta target seems to be working well in my simulator!
isn't the worst that can happen, a double engine failure AFTER rotating, and after V2, so that you can't even stop on the runway?
No, it's not the worst. Take a look at Ural Airlines 178
Do you want the TCA Addon, i got by accident 2 of them, and i can donate you my second one. Otherwise i would return it. @320 Sim PIlot
Tf how you got two of them? They are sold out like anywhere.
@@henriklmao Just reserved 2 on amazon and had the plan to cancel the other order when one has shipped, (un)-fortunately they both got shipped on the same day.
I’ll take it if it’s still available. I know this was two weeks ago so I expect not :)
hi