What a great video. I loved seeing how you handled the host of other problems caused by the engine fire. The landing gear failure on final and using the gravity gear extension handle was epic. Let me see if I have this right, please correct me if I am wrong. After you extend the gear handle you crank it three times. The first crank isolates the hydraulic system from the gear. The second crank unlocks the landing gear door. The third crank unlocks the landing gear. Then gravity lowers the landing gear very slowly.
Hello Emanuel, 1) Did you press the rudder trim reset button below 50ft AGL? 2) Why did you use 1600ft for EOAltitide (100ft+1500ftAGL), while you had used 100ft+1000ft AGL for THRRED and ACCALT ? Why did you take 1500ft AGL above aerodrome level for EOACCLALT? 3) Is it permissible to set MCT when you reach the EOACCALT? Or do you need to retract the flaps and slats first? Thanks for answering.
TOLISS and on general, all the current performance calculators on my experience, are only considering runway limitations for the numbers. On toliss I use the landing perf with flaps 3 on departure to see the GA Climb gradient at 60C outside and if I comply with the take-off gradient. and I'm stuck in flaps 2. but climb performance is way more reliable.
9:40 Sorry couldnt help but notice that both packs were off for takeoff, but you turned on pack 1 despite eng 1 catching fire. Im assuming you meant to simulate them both being on and you turn off pack1 since eng 1 failed, or was this on purpose?
Losing 80% thrust in a single engine failure is kinda a myth, but you do lose about 80% of the climb rate. Think it this way: if you have both engine failed, you don't level-off, you glide down, so if you can normally climb at 2500fpm, and glide at -1500fpm, you'll got only 500fpm with 50% of the thrust, it's about right on a 737 or 320 type airliner, so you just lost a bit more than 50% of total thrust.
I mean, thrust -drag=only 20% of what it would be with two engines operating. You still have 50% thrust but the thrust/drag ratio changed since the second engine not running increased drag. Not only the fan but also the rudder/aileron inputs required and potential sideslip. So saying that you lose 80% thrust might theoretically not be correct but it’s practically helpful in simplifying and making it easy to remember.
Shouldn't flaps 2 only be allowed if not possible otherwise, for having less drag in case of engine-failure and then climb a bit better with flaps 1+F? In particular when high terrain is around?
Can you please demonstrate an engine relight mid flight. So select the fault where engine can be restarted and what scenario this may occur using the different methods to relight
Interesting. So when you are a passenger on such a flight it seems "normal" that you dont get any information from the flightdeck as the procedures (accel,climb,ecam) take so long? Good to know... lots of work for you guys in front
Turning Pack 1 ON in this scenario is a big no-no. Everyone on board would develop serious breathing issues after the 10:00 mark. I'm assuming that wasn't intentional if you are indeed a real A320 pilot...
Not tried that yet but I had issues with it on go arounds where it pitched up excessively and then I couldn’t push nose down or even trim nose down. It was only alpha floor and high AOA protection that stopped it stalling
Thanks Tom! I should know really as I have the A321 version, I was just impressed at how the EGT temp sensor increased when the fire began, that doesn't even happen on the fslabs or airlinetools a3xx! @@tomstravels520
You completely disregarded the loss of the Green Hydraulic system which affects landing distance, braking capability and go around performance (L/G RETRACT among INOP SYS list in the STATUS page). So to the question " is there anything else that we forgot?" the answer is yes. And that's why the landing gear wouldn't come down.
The 320 is such a limited plane, lol In the A330 that I fly the green system is supplied by both engines so all that stuff is still available. We need a good A330 for our Sims!
@@A330Driver I agree with you on that, but make sure to not go too fast reading that STATUS page. It might bite you on the A330 as well in a sim... Don't ask me how I know, eh.
In such a condition where L/G Gear not downlocked ECAM popped out while passing about 2000', would you still continue the approach in real life or conduct a missed approach thereafter troubleshoot and then land back? P.S: This situation may or may not include other emergencies.
Absolutely love the introduction. "And we're about to have a bad day." Brilliant
Informative and entertaining as always. Well done and thank you Sir.
What a great video. I loved seeing how you handled the host of other problems caused by the engine fire. The landing gear failure on final and using the gravity gear extension handle was epic. Let me see if I have this right, please correct me if I am wrong. After you extend the gear handle you crank it three times. The first crank isolates the hydraulic system from the gear. The second crank unlocks the landing gear door. The third crank unlocks the landing gear. Then gravity lowers the landing gear very slowly.
Pretty much
Hello Emanuel,
1)
Did you press the rudder trim reset button below 50ft AGL?
2)
Why did you use 1600ft for EOAltitide (100ft+1500ftAGL), while you had used 100ft+1000ft AGL for THRRED and ACCALT ?
Why did you take 1500ft AGL above aerodrome level for EOACCLALT?
3)
Is it permissible to set MCT when you reach the EOACCALT?
Or do you need to retract the flaps and slats first?
Thanks for answering.
TOLISS and on general, all the current performance calculators on my experience, are only considering runway limitations for the numbers. On toliss I use the landing perf with flaps 3 on departure to see the GA Climb gradient at 60C outside and if I comply with the take-off gradient. and I'm stuck in flaps 2. but climb performance is way more reliable.
9:40 Sorry couldnt help but notice that both packs were off for takeoff, but you turned on pack 1 despite eng 1 catching fire. Im assuming you meant to simulate them both being on and you turn off pack1 since eng 1 failed, or was this on purpose?
Losing 80% thrust in a single engine failure is kinda a myth, but you do lose about 80% of the climb rate.
Think it this way: if you have both engine failed, you don't level-off, you glide down, so if you can normally climb at 2500fpm, and glide at -1500fpm, you'll got only 500fpm with 50% of the thrust, it's about right on a 737 or 320 type airliner, so you just lost a bit more than 50% of total thrust.
I mean, thrust -drag=only 20% of what it would be with two engines operating.
You still have 50% thrust but the thrust/drag ratio changed since the second engine not running increased drag. Not only the fan but also the rudder/aileron inputs required and potential sideslip. So saying that you lose 80% thrust might theoretically not be correct but it’s practically helpful in simplifying and making it easy to remember.
Shouldn't flaps 2 only be allowed if not possible otherwise, for having less drag in case of engine-failure and then climb a bit better with flaps 1+F? In particular when high terrain is around?
Depends on multiple factors. Many airlines prefer not to use Flaps 1 in the A321 due to increased tailstrike risk
@@tomstravels520 I see, thanks.
Can you please demonstrate an engine relight mid flight. So select the fault where engine can be restarted and what scenario this may occur using the different methods to relight
Interesting. So when you are a passenger on such a flight it seems "normal" that you dont get any information from the flightdeck as the procedures (accel,climb,ecam) take so long? Good to know... lots of work for you guys in front
sadly i use the flybywire, which doesnt have very good failures. Great video, thank you
It's well worth considering the Fenix Airbus if you're on MSFS. It's an excellent addon!
Turning Pack 1 ON in this scenario is a big no-no. Everyone on board would develop serious breathing issues after the 10:00 mark. I'm assuming that wasn't intentional if you are indeed a real A320 pilot...
Are you passing on any issues you find back to ToLiss such as the gravity extension not appearing?
hello how to create a pilot point at takeoff and use it for an immediate return after a breakdown thank +++for your tuto ;) Eric
Would emergency vehicles be waiting upon landning?
Will you still be doing 737 content?
Hi, over the past ten days I released 4 737 videos so the answer is pretty much yes ;-)
does it make sense to simulate failures in anything else than toliss?
Depends what failures. Main one ToLiss does not yet support is flap/slat failures
Is it just me or does the fenix autopilot stuggle to follow the srs during an engine out climb and always stalls itself?
Not tried that yet but I had issues with it on go arounds where it pitched up excessively and then I couldn’t push nose down or even trim nose down. It was only alpha floor and high AOA protection that stopped it stalling
@@tomstravels520 Same thing happened to me in a go around with the Fenix.
@@lucaspedrosa2344 yeah sorry I was talking about the Fenix. Never had that problem with ToLiss
Does anybody know who made this addon? And what simulator it's running on?
ToLiss A320Neo running on XPlane 12 using auto-ortho
Thanks Tom! I should know really as I have the A321 version, I was just impressed at how the EGT temp sensor increased when the fire began, that doesn't even happen on the fslabs or airlinetools a3xx! @@tomstravels520
You completely disregarded the loss of the Green Hydraulic system which affects landing distance, braking capability and go around performance (L/G RETRACT among INOP SYS list in the STATUS page). So to the question " is there anything else that we forgot?" the answer is yes.
And that's why the landing gear wouldn't come down.
The 320 is such a limited plane, lol
In the A330 that I fly the green system is supplied by both engines so all that stuff is still available.
We need a good A330 for our Sims!
@@A330Driver I agree with you on that, but make sure to not go too fast reading that STATUS page. It might bite you on the A330 as well in a sim... Don't ask me how I know, eh.
In such a condition where L/G Gear not downlocked ECAM popped out while passing about 2000', would you still continue the approach in real life or conduct a missed approach thereafter troubleshoot and then land back?
P.S: This situation may or may not include other emergencies.