Engine Fail after V1 Continue take off After Take off; No action should be done only gear up 400 ft AGL If the airport has a engine out sid follow it after 400 ft AGL,before reaching altitude, follow runway heading No flaps slats retracktion if you need a turn Inform ATC when you have a time After 400 AGL ECAM action When engine secure STOP ECAM When reaching EO thrust reduction altitude, push to levet off, thrust MCT and open climb to MSA and continue ECAM If you have take off alternate due to LVO divert, if you don't return where you take off NEVER FORGET:SAFETY FIRST Always remember golden rules. FLY,AVIGATE,NAVIGATE, COMMUNICATE THAN ECAM.
Very good job indeed! At first I was a little confused about why turn off the green and yellow pumps, but after a review of the fcom, I found the reason. It was because you decided to not try an engine relight. Fcom says, If engine windmilling induces transient HYD SYS LO PR warnings, it is recommended that flight crew switch OFF the hydraulic pumps associated with the failed engine. Procedure only applicable when engine will not be restarted. I guess you did not try a relight for training purpose.
''I guess you did not try a relight for training purpose.'' I would say this is OM-A mandatory, he calls ''no relight it's against qatar airways policy''. 5:40
Something weird here. 1. No relight policy. 2. Why did they turn off the Yellow Eng Pump? ECAM did not ask them to turn it off. Is this normal practice for Airbus or unique to Qatar?
Very good video! Thank you for sharing! Just an observation, I think that thrust shouldn’t be release for timing. Specially if there is a low speed engine failure.
Look at the Fuel Used on the display. It shows nothing for the engine about to failure. That's surely a tip for knowing in advanced which engine is going to fail!!! hehehehhe
Probably where the TRE has been resetting the simulator back to runway threshold using ‘clear malfunction’, and not doing a full reset each time. This suggests it wasn’t the first EFOTO they performed in this session, each time failing the same engine. Maybe it was just being filmed as a training video...
@@wannasa16 At my company we also don't relight, but we dont shut off the hydraulic pumps either. We keep in mind that in any extreme case if needed we can still relight the failed engine. (i.e. engine fire on other side) We dont really practice that though. As a side note I also think its a fine policy. In the sense that especially just after t/o the remaining engine should have absolutely no issues flying home.
Because it's driven by Engine number 2, which failed. In this case the Y HYD system is pressurized from the G HYD system via the Pressure Transfer Unit :)
Correct the PTU maintains pressure but what is the necessity to switch the Y HYd Pump OFF ? Coz neither Airbus procedures nor ECAM say switch it off . Was wondering If it is company specific procedure.
Maybe it's a company procedure because as you see they did not attempt to relight the engine so they're sure that they're not going to need the Y HYD pump. To be honest, I like this procedure and many airlines use it because the engine did not fail out of no reason, there must be something wrong and attempting a relight is a little bit of an issue for a failed engine. And a one engine inoperative A320 handles just like both engines operative so unless you need it badly, don't relight it.
Chaitanya Kartheek there is no PTU on the 330 only on the 320 the 330 has 3 hyd systems Blue Eng 1, Yellow Eng 2 & Green both Engines Yellow was switched off because Eng 2 Failed while green can run as long as one Eng is running and is the prim hyd system
These pilots are probably doing their proficiency check, therefore items to following are mulitiple single engine approaches, mulitple single engine missapproach and single engine landing. Therefore for the sake of the exercise keeping the engine shut down is usually the recommended sim practice. Of course in real life they would attempt to relight.
Positive climb, gear up (why didn’t the PM call out gears are up?) After gears up, there was 17 seconds of time wasted, should have informed atc already of the situation and intentions. If you are PIlot flying without A/P, command A/P ON because your hands should be on the side stick and thrust levers below 2500ft. Why is the PF’s hands not on the thrust levers? Why is he putting too much attention on the ecam procedures being done by the PM? He has control and comms, he should focus on flying the plane. I never heard “engine secured” Once engine secured and reaching eng out acc alt, level off, accelerate and clean up. Otherwise continue climb until engine secured, but not above max eng out acc alt.
It was probably a company mandated emergency turn (EO SID), set up ready to activate on the secondary flight plan. Aircraft was under control, safely established in the climb...
You stayed with FLEX 51° until close to reaching 2000ft (N1 102.7%). This is LESS power than MCT (N1 103.1%). Very hard to understand for me! After the engine failure, I would have expected TOGA during SRS, then reduction to MCT.
You mean because of asymmetric thrust? It would surely make an impact, but it should not be critical clearly above minimum control speed. - FLEX 51° was still applied at 5kn. above -F speed. To my understanding MCT should have been the minimum thrust applied after engine failure, if not TOGA.
I checked again: FLEX 51 has indeed been maintained until reaching 2000ft at 210kn in CLEAN configuration. Only when the SRS phase was terminated and the FMA reminded the pilot to apply MCT, he did it. I see no justification for not having applied at least MCT instantly, better TOGA.
@Fabian Bannister Very average monitoring skills by you and lack of understanding. If you pay attention the GREEN and YELLOW Pumps are indicated as Inop Systems on the status page.
Whit engine failure sfter v1 must icrease tge power and trust levers on toga expecially with 19k kg of fuel on board.. i don't like this video... aviation navigatio comunication ecam starus paper chart.
That are just horrible multicrew skills. Never seen anything like that in a training video before. Just pushing master caution without announcing anything concerning the problem. No notification from the PM. I don't no for what reason qatar airways has two pilots in the cockpit
No sir, they're great! According to Airbus, if a failure occurs above V1 no action to be taken below 400 AGL except cancelling the cautions, warnings and following a positive climb, gear up. They are professional.
First know what the procedure for Airbus is . You seem to be some PPL licence holder. Both the pilots have done the right thing. As Airbus says in case of Engine failure no action until 400 ft AGL except silencing The warning . As everything is mentioned on the ECAM. If you are not aware of the procedure. Please show some respect to the one who are doing things correctly.
They didnt wait for 400 AGL.silence was good,but mayday was so early and they did flaps 1 before reaching EO ACC ALT.i respect them but there are mistakes that can take you to catastrophic
I’m sorry guys ! But when you miss V1 callout ( the instructor from behind mentioned it ) and after you as PF say engine fail ... that’s really unprofessional . It was not even on ecam or properly checked by PM . 😂
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Engine Fail after V1
Continue take off
After Take off;
No action should be done only gear up 400 ft AGL
If the airport has a engine out sid follow it after 400 ft AGL,before reaching altitude, follow runway heading
No flaps slats retracktion if you need a turn
Inform ATC when you have a time
After 400 AGL ECAM action
When engine secure STOP ECAM
When reaching EO thrust reduction altitude, push to levet off, thrust MCT and open climb to MSA and continue ECAM
If you have take off alternate due to LVO divert, if you don't return where you take off
NEVER FORGET:SAFETY FIRST
Always remember golden rules. FLY,AVIGATE,NAVIGATE, COMMUNICATE THAN ECAM.
No opposite ruder ???? Nothing ??
@@1100BFK there will be rudder application
hello @abdullah ahmed do you have the complete video of all training video of QATAR AIRWAYS ? THANK YOU :)
Very good job indeed! At first I was a little confused about why turn off the green and yellow pumps, but after a review of the fcom, I found the reason. It was because you decided to not try an engine relight. Fcom says, If engine windmilling induces transient HYD SYS LO PR warnings, it is recommended that flight crew switch OFF the hydraulic pumps associated with the failed engine. Procedure only applicable when engine will not be restarted. I guess you did not try a relight for training purpose.
''I guess you did not try a relight for training purpose.''
I would say this is OM-A mandatory, he calls ''no relight it's against qatar airways policy''. 5:40
Nice videos, do you have any from the A330 on double FMGEC failures and total FCU Failures?
Yes, under the sea in the blackbox!
+Bismillah
-Checked!
:D
:)
Something weird here.
1. No relight policy.
2. Why did they turn off the Yellow Eng Pump? ECAM did not ask them to turn it off. Is this normal practice for Airbus or unique to Qatar?
Turning off the pumps must be a Qatar thing, very unusual
330 skippers know why they turn the yellow pump of in case eng 2 fails…
Very good video! Thank you for sharing! Just an observation, I think that thrust shouldn’t be release for timing. Specially if there is a low speed engine failure.
There is a time limit for TOGA thrust.
Why the pilot flying was calling ATC: MAYDAY MAYDAY MAYDAY before announcing ECAM ACTION ?????
Look at the Fuel Used on the display. It shows nothing for the engine about to failure. That's surely a tip for knowing in advanced which engine is going to fail!!! hehehehhe
alexismmef well picked
That sort of defeats the whole purpose of training now doesn't it?
Probably where the TRE has been resetting the simulator back to runway threshold using ‘clear malfunction’, and not doing a full reset each time. This suggests it wasn’t the first EFOTO they performed in this session, each time failing the same engine. Maybe it was just being filmed as a training video...
Good Day, What is the idea behind the "No relight policy"??
Can cause further engine damage
@@swapnilkapadia So that means never ever relight for every eng failure?
Ömer Faruk Erel depends upon company SOPs
@@wannasa16 At my company we also don't relight, but we dont shut off the hydraulic pumps either. We keep in mind that in any extreme case if needed we can still relight the failed engine. (i.e. engine fire on other side) We dont really practice that though. As a side note I also think its a fine policy. In the sense that especially just after t/o the remaining engine should have absolutely no issues flying home.
@@wannasa16 no it means until not necessary keep the failed eng of…it failed for a reason…
Can you please explain why Y Hyd Pump was switched off ?
Because it's driven by Engine number 2, which failed. In this case the Y HYD system is pressurized from the G HYD system via the Pressure Transfer Unit :)
Correct the PTU maintains pressure but what is the necessity to switch the Y HYd Pump OFF ? Coz neither Airbus procedures nor ECAM say switch it off . Was wondering If it is company specific procedure.
Maybe it's a company procedure because as you see they did not attempt to relight the engine so they're sure that they're not going to need the Y HYD pump. To be honest, I like this procedure and many airlines use it because the engine did not fail out of no reason, there must be something wrong and attempting a relight is a little bit of an issue for a failed engine. And a one engine inoperative A320 handles just like both engines operative so unless you need it badly, don't relight it.
Chaitanya Kartheek there is no PTU on the 330 only on the 320 the 330 has 3 hyd systems Blue Eng 1, Yellow Eng 2 & Green both Engines Yellow was switched off because Eng 2 Failed while green can run as long as one Eng is running and is the prim hyd system
A330 has no PTU!
Wouldn't this just be a PAN, not a mayday?
For 2 eng aircrafts it's a must to declare mayday
Ofcourse it’s PAN ! It’s not “life threatening situation” as says the definition ! Its MAYDAY for ex in case of unextinguishable fire .
@@arabuu01 MAYDAY for two engines. If that other engine fails, you're fucked. Hence the MAYDAY.
@@iamdefective1912 read fcom man ... If’s are not clear .. you still have one eng so that’s pan . If other eng fails it’s mayday .
It's clearly a PAN call or if I would be there I would declare Qatar XXX Emergency
I am not going in a hold with one engine left, clear the runway... we're coming back insallah haha
Hello!
Can you, please tell me where I can find this CBT for download?
Thank you so much!
Ionut Cojocaru hi.. your airline company didnt give cbt software to you?
If NO ENG DAMAGE. ENG RELIGHT CONSIDER... 🤦♂️
Why not. Sensible if you know why it wound down and can isolate the issue. NO face palm required.
These pilots are probably doing their proficiency check, therefore items to following are mulitiple single engine approaches, mulitple single engine missapproach and single engine landing. Therefore for the sake of the exercise keeping the engine shut down is usually the recommended sim practice. Of course in real life they would attempt to relight.
@@MatthewSC93 not really. They clearly state it is not Qatar policy to relight. Which is a bit shit.
Bismillah.....CHECKED :D
Is this a simulation?
Bismillah,
Check
:D
Barokallah
Positive climb, gear up (why didn’t the PM call out gears are up?)
After gears up, there was 17 seconds of time wasted, should have informed atc already of the situation and intentions.
If you are PIlot flying without A/P, command A/P ON because your hands should be on the side stick and thrust levers below 2500ft.
Why is the PF’s hands not on the thrust levers?
Why is he putting too much attention on the ecam procedures being done by the PM? He has control and comms, he should focus on flying the plane.
I never heard “engine secured”
Once engine secured and reaching eng out acc alt, level off, accelerate and clean up. Otherwise continue climb until engine secured, but not above max eng out acc alt.
I agree with you. Our company has the same procedure and training like yours, and more likely some of them are written in the FCOM.
The 17 seconds are just for flying! ECAM Actions earliest 400 ft AGL!!! Just like in the video.
Totally agreed
Why A330 clip on A320 video?
wdym
should have flown the airplane first. I hope its not company procedure to activate secondary flt plan under TOCA...no relight either?
It was probably a company mandated emergency turn (EO SID), set up ready to activate on the secondary flight plan. Aircraft was under control, safely established in the climb...
No damage? What about the engine?
fell
You stayed with FLEX 51° until close to reaching 2000ft (N1 102.7%). This is LESS power than MCT (N1 103.1%). Very hard to understand for me! After the engine failure, I would have expected TOGA during SRS, then reduction to MCT.
Peter Hager Below F speed applying TOGA could lead to loss of aircraft control.
You mean because of asymmetric thrust? It would surely make an impact, but it should not be critical clearly above minimum control speed. - FLEX 51° was still applied at 5kn. above -F speed. To my understanding MCT should have been the minimum thrust applied after engine failure, if not TOGA.
I checked again: FLEX 51 has indeed been maintained until reaching 2000ft at 210kn in CLEAN configuration. Only when the SRS phase was terminated and the FMA reminded the pilot to apply MCT, he did it. I see no justification for not having applied at least MCT instantly, better TOGA.
Im not an airbus skipper, but flex take off is certified for engine out ops.
You don’d do MCT if it climbs slow ! It’s clearly stated TOGA .
Why Mayday!? You don’t have faire
thank u shared with us have a safe flıght a cadet pılot
It was with damage!
puromar no it wasn’t
@Fabian Bannister
Very average monitoring skills by you and lack of understanding. If you pay attention the GREEN and YELLOW Pumps are indicated as Inop Systems on the status page.
Specific to Qatar airways so useless for Airbus pilots
Whit engine failure sfter v1 must icrease tge power and trust levers on toga expecially with 19k kg of fuel on board.. i don't like this video... aviation navigatio comunication ecam starus paper chart.
That are just horrible multicrew skills.
Never seen anything like that in a training video before. Just pushing master caution without announcing anything concerning the problem. No notification from the PM. I don't no for what reason qatar airways has two pilots in the cockpit
No sir, they're great! According to Airbus, if a failure occurs above V1 no action to be taken below 400 AGL except cancelling the cautions, warnings and following a positive climb, gear up. They are professional.
AD141107 you should learn something about take off segments and procedures then come back and watch again please
First know what the procedure for Airbus is .
You seem to be some PPL licence holder. Both the pilots have done the right thing.
As Airbus says in case of Engine failure no action until 400 ft AGL except silencing The warning .
As everything is mentioned on the ECAM.
If you are not aware of the procedure. Please show some respect to the one who are doing things correctly.
They didnt wait for 400 AGL.silence was good,but mayday was so early and they did flaps 1 before reaching EO ACC ALT.i respect them but there are mistakes that can take you to catastrophic
I’m sorry guys ! But when you miss V1 callout ( the instructor from behind mentioned it ) and after you as PF say engine fail ... that’s really unprofessional . It was not even on ecam or properly checked by PM . 😂