PilotsEYE.tv Preview - "ALL ENGINE FLAME OUT" - Episode No.19 - A350 Boston
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- Опубликовано: 14 ноя 2017
- - Bestellung | Order @ petv.co/amzdebos
- Video on Demand @ vod.pilotseye.tv
Subtitles: ENGLISH • DEUTSCH • FRANÇAIS • ESPAÑOL • TÜRK • 中国字幕 (Chinese) •
All Engine Flame Out - der Super-GAU im Simulator
(Story-Preview - with english Subtitles visible)
Was passiert eigentlich, wenn im Flug plötzlich beide Triebwerke ausfallen? Dieser größtanzunehmende Zwischenfall wird regelmäßig trainiert und PilotsEYE zeigt erstmalig, wie die beiden Trainingskapitäne unter ihren Sauerstoffmasken gehörig ins Schwitzen geraten.
Die Zeiten von vierstrahligen Flugzeugen aus Alublech sind endgültig vorbei. In der neuen Folge von PilotsEYE.tv wird der neue Airbus A350 vorgestellt, der für die derzeit modernste Bauweise eines Verkehrsflugzeuges steht. Die wichtigsten Fakten: 20% weniger Gewicht und 25% weniger Spritverbrauch.
Der wichtigste Mann des Filmes ist Flottenchef und Kapitän Martin Hoell, der sich bei seinen Fabrikbesuchen in Hamburg, Bremen und bis in die Final Assembly Line (FAL) nach Toulouse begleiten hat lassen. Eingebettet in den Erstflug von München nach Boston, erzählt er von den einzelnen Fertigungsschritten dieses ersten von 25 Flugzeugen, für deren Indienststellung er verantwortlich ist.
Erstmals in zehn Jahren PilotEYE.tv gelang es, den fast heiligen Abnahmeflug zu filmen, bei dem zum Beispiel alle für die Steuerung notwendigen Hydrauliksysteme im tatsächlichen Flug ausgeschaltet werden. Ein echter “Highly Emergency Test“.
Ebenso durften die Kameras erstmals auf den Iron Bird gerichtet werden, das skelettierte Flugzeug, das bereits drei Jahre vor dem Prototypen in einem geheimen Hangar für erste Flugtests gebaut wurde.
Highlights
Telemetrie - Der Erstflug des Prototypen (MSN001) aus Sicht der Kommandozentrale
WLAN Antenne am Dach - Zwei A4 Blätter für 400 Surf-Passagiere
IronBird - Das Flugzeugskelett im Hangar - Erstmals aus der Nähe
All Engine Flame Out - Erstmals gezeigtes SIM-Trainingspattern
Rumpfbau zu Hamburg - Tausend Nieten und kein Fehler
3D-Drucker - Die ersten Serienteile aus Titan
Modular - Sehr schlau, dieser Innenausbau
FAL - Ein Blick in die Röhre, der fasziniert
Flügelausbau - 35000 Einzelteile in 7 Tagen
E&E Bay - Electronic Equipment - Ein Keller voller Computer
Auto Emergency Descent - Neue Sicherheit bei Druckabfall
Acceptance Flug - Der erste Kunden-Testflug - Noch nie gezeigt
CFK Flügel - Herstellung, Wasserschnitt, Lackierung, Seitenleitwerk
Roll in Party - Glückwünsche vom Chef und Kollegen (Ein Flugzeug am Catwalk)
DVD: EAN 4260139480296 ISBN 978-3-943781-29-8 ASIN: B0711WL4R3
BD: EAN 4260139480395 ISBN 978-3-943781-39-7 ASIN: B0725PC74L
- - Bestellung | Order @ petv.co/amzdebos
- - Video on Demand @ vod.pilotseye.tv
Subtitles: ENGLISH • DEUTSCH • FRANÇAIS • ESPAÑOL • TÜRK • 中国字幕 (Chinese) •
Official Website Lufthansa: lufthansa.com
Official Website A350 Airbus: a350xwb.com
Official Website: pilotseye.tv 
Наука
Der A350 ist einfach nur nen geiles Flugzeug. Schöne Flugeigenschaften, schickes Design und moderne Avionik!
I love how the flight computer tells the pilots to “Land ASAP”. As if they have a choice!
Well, it had to, because in the past pilots have become over-fixated on trying to restart the engines instead, and decided too late to divert.
03:48 He is points with his finger the numbers he goes through. Exactly like the train-driver in japan. And they do it for safety reasons. focus focus focus. Great! love it
Superlative recovery using optimal Crew Resource Management (CRM). Radio communications excellent. This is another reason I chose to fly Lufthansa to Europe.
Sehr professionel. Es war prima, pilots!
I respect all pilots that remain cool in such a scary situation but if I had an all engine flame out I would be trembling with adrenaline!
Gute Performance, ich bin beruhigt, wenn ich mal privat in den Urlaub fliege. !!!
Fantastic video.
Awesome teamwork.
ATC forgot to ask for souls and fuel onboard.
gingers dont count
Well they’re testing the pilots not the ATC. And as it’s a simulator they probably don’t know how many pax they have onboard
But it doesn't have any fuel. Just electricity. ;-)
That sim would probably fit in my living room. Lol I want one!
Not unless your living room has a 25ft ceiling.
Glider time
this is intense
I thought I'd see dual engine flameout landing as well. Interesting though.
well, on the MD we usually cant recover any engine and we have to lad it like a glider
Howard B that’s why MD planes are old :)
No one had seat belts fastened in such an emergency!!!WOW
Jasonsenipor seat belts aren’t worn to save your life in a plane crash. They’re to restrain your body in the seat so it’s easier to identify in the event of a fatal crash
Was war denn das am Schluss für ein "Amateur" Simulator? Ansonsten dankeschön für die vielen netten Einblicke die man so sonst nicht zu sehen bekommt.
@TheBonoLP Das ist ein normaler Simulator, um Dinge zu üben, für die es keine "motion", also keinen bewegten Simulator bedarf. Man sieht auch die Instrumente auf Touchscreens abgebildet, was für diesen bestimmten Lernabschnitt völlig reicht . Alles Gut :-)
Nennt sich auch "Flat Panel Trainer". Dient dazu die "Basics" zu erlernen, damit man überhaupt "fit" für den richtigen Simulator ist und es dort dann direkt zur Sache gehen kann ;-)
TheBonoLP §
Abläufe, Kommunikation; Sprache, etc kannst Du auch ohne einen sündhaft teueren Simulator üben
What is the music in the video ?
Assertiveness - In einer echten Situation würden sie dem ATC nicht "requesten" sondern nur "informieren" was sie machen
How long can a plane fly with 2 engines on fire? No risk of explosion or dislocation?
In aviation, a flameout refers to the run-down of a jet engine caused by the extinction of the flame in the combustion chamber. Kind of the opposite of being on fire.
snd977 ok understood thanks. So both engine dead in that case? How long can a commercial plane fly with both engines dead and at 30000ft?
Yes, both engines dead. An engine flameout can be caused by a number of factors, including fuel starvation, compressor stall, insufficient oxygen (at high altitudes), foreign object damage (such as caused by birds, hail or volcanic ash), severe inclement weather, mechanical failure and very cold ambient temperatures. I don't know the answer to your second question. It would depend on many factors such as wind direction and speed.
I refer you to the flight Air Transat 236 where both engine where lost because of fuel starvation (fuel leak in engine n°2).
The Airbus A330 was able to manage a long glide of nearly 170km (21min) and landed successfully at the military air base of Lajes in the middle of the north atlantic.
A lot depends on the pilot, his/her experience, meteorological conditions, and whether there is a suitable place to land. AirTransat was a perfect example of what is fully possible. But their proximity to a suitable runway was pure chance. A water landing in the ocean usually ends badly.
CRM 101: Nobody spoke with the cabin crew.
@CRM 101: This segment has been edited - as all of our insights. In the real version, they certainly spoke with the cabin.
Also ATC is quite schematic (of course, it's a simulation and such simplification is in order), yet no clearing block altitude\ block FL, no SOB\FOB request on ATC part - those things can be quite distracting - so I wonder were those edited out as well?
No need for a block altitude/FL as they were cleared to descend. Any experienced pilot would answer ATC with "standby" for FOB/SOB if at a bad time, so it shouldn't be a distraction.
Это хорошо, а если после отрыва и пожар(истинный пожар), аэропорт горный?
Hoffentlich setzt der PNF bei einer echten Decompression seine Oxygen Mask richtig auf, sonst wird es schnell leise auf dem rechten Stuhl.
The baterry dont suport glass cockpit? How they use RAT ?
This could answer your question:
en.wikipedia.org/wiki/Ram_air_turbine
The RAT deploys automatically if all 4 engine driven generators are lost. And since they had fuel the APU started automatically but as this take a minute or so the RAT provides essential power until the APU generator can take over
Mayday request??
VachuGames 0:46
What i've just seen... Does that mean a350 can glide using autopilot?! o.O
in this case yes. A flame out like that was probably because the engine did not get enough air and could not sustain the flame in the engine and that cause the flame out. The pilots descended down the thicker air below flight level 250 and retried. At that point the engines have enough air to restart.
Yes as long as there is no excessive loss of sensors or failure of computers
💪👍🙏
Right seat didn't affix his o2 mask properly.
State of the mo-fukin art
Thanks for your kind _and very special_ words. If you are interested in the f***in whole episode, this is the link: petv.co/bosvod
Have a good and eye-opening flight.
@@PilotsEye 🔥🔥🔥
turning into the dead... interesting...
I love reading wannabe pilots comments ... they think they know better than two experienced wide body captains... LOL
I thought it should wear the mask instant when the engines frame out. These guys wear it a minute after
No. The aircraft doesn't decompress immediately; the outflow valve closes automatically and the APU provides air. Aircraft will sound an alarm if cabin altitude exceeds 10,000. Priority whilst cabin altitude is below 10,000 is to get the aircraft pointing towards a landing area and try to restart engines.
VachuGames if the APU provides air then surely the outflow valve reopens. Otherwise aircraft would be over pressurised
@@tomstravels520 correct, but only once pressure has got back scheduled level.
Na ja wenn der Fall in der Realität auftritt dann ist das noch eine ganz andere Geschichte als wenn das im Simulator geübt wird. Denn ich befürchte das Piloten die das im Simulator üben wissen dass das letztlich nur im Simulator ist und im Prinzip gar nichts passieren kann aber in der Realität im fliegenden Flugzeug sähe das vermutlich ganz anders aus. Trotzdem halte ich die Übungen im Simulator für sehr wichtig.
Why both flight crew did not put the oxygen masks on immediately after Dual engine Fail? even though there are still some remaining cabin air available
It should be done as the first item on top of all procedures..
Oxygen masks on after almost 1 minute will definitely increase the risk of hypoxia and Crew Incapacitation , as long as the aircraft is flying at FL370.
In real life the Time of useful consciousness at this attitude will be just around 20-30 seconds....
Reference to similar incident: Helios Airways Flight 522
The aircraft wont rapidly decompress just because of a dual engine failure. It will be a very slow decompression so trying to get the engine started quickly is a better course of action. It will eventually decompress if you don't descend quick enough so masks might be required. If cabin pressure becomes too low, this warning will be prioritised by ECAM and ask them then to put on oxygen masks. Communication is very difficult when wearing the masks so it makes sense to not use them if not totally necessary. Easy communication may be a significant help with diagnosing and solving the engine failure problem.
No, the outflow valve will close and APU (he confirmed it was running) will supply air to the packs, so no - not a priority item on this aircraft... keep in mind that checklists in Airbus are automated (onscreen) - you need no QRH or anything, just go item by item on remaining FDU
Oxygen masks should be number 1 on the check list
Still, Daniel makes a good point. Waiting for the checklist to tell you to don oxygen masks seems risky to me. Hypoxia can come on suddenly and the pilots are not on oxygen then very bad outcomes follow.
Colin Southern you made a good point. But what if the APU was off when both engines flameout? There’s no apu bleed that supplies the air.
Daniel Costa What characteristics do you all have that make you more qualified to make decisions and suggestions than actual pilots?
@@pecintaaviasi the Apu turns on automatically
I love these couch pilots. BTW, the Airbus systems prioritize the most urgent emergency first. If the cabin went even close to being in dangerous pressure levels the corresponding abnormal checklist would to the top. It's that simple.
do they actually let the the autopilot glide the aircraft? that's insane ; the pilot should at least assume control shouldn't they??
No it's fine. The autopilot of a modern Airbus jet keeps the plane within the flight envelope (= specified safe flight conditions).
Oxygen mask on first!!!
Why? There is no immediate pressure loss as the outflow valve closes automatically and the APU still provides pressure. Rather use the time to get the plane heading in the right direction.
Durchgefallen . Der Pilot hätte bzw müsste seine Brille absetzten , da sonst giftige Stoffe durch den Spalt der Maske gekommen wären und somit die Bewusstlosigkeit. Nicht erkannt vom Chef .
Maske steht unter Überdruck. Giftige Gase nicht vorhanden.
Bigalinjapan Danke . Wusste ich nicht .
Wusstest du nicht haha ja dann laber nicht so groß ohne Witz...
Hauptsache das Maul aufreißen...
Sieht eindeutig so aus, als ob unser lieber julien_Blue sich damit natürlich auskennt. Wusste selbst nicht, dass man dann in einen OP Des geht, aber cool ist die ALL ENGINE FLAMEOUT-Emergency-Checkliste beim A350 schon :)
Hä wann hab ich behauptet dass ich mich mit dem A350 auskenne?
Mich stört nur wenn Leute hier so kommen mit z.B. "Durchgefallen!" obwohl sie nichtmal wussten dass in der Maske ein Überdruck drinnen ist...
Ein Emergency Decend ist btw immer ein Open Decend...