Hi captain ! Just wanted to ask why was there no procedure for Engine Shutdown which is actually associated with engine failure with damage or fire... like we need to do that as well right. It is available only in FCOM procedure.
Hi there, I am wondering what would be the procedure if single engine failure comes during initial climb, flaps already zero and AP already on but after eng acc level and still climbing towards 5000 ft?
The aircraft handles this situation very well. With the autopilot engaged the rudder trim is automatically set to counter the yaw from the failed engine. The target speed for the autothrust reduces to something Airbus called 'green dot' (basically optimum speed for single engine flying) and you get a prompt on the PFD that that flashes 'LVR MCT' telling you to move the thrust lever forward to the MCT gate. You would then level off and, with ATC support, complete the ECAM drills before diverting to a suitable airfield.
i feel like you woulda normally advanced the throttles immediately to toga after eng fail rather than continuing in flex lol. since you're now single eng you'll get a bit more out of the engine too. but not without advancing throttle
Not required because engine flex temperature calculated (which is done on the Airbus using an iPad app) ensures the aircraft will meet minimum obstacle clearance requirements in the take off flight path. You can select TOGA but the extra thrust produced by the live engine makes it more difficult to keep the aircraft straight on the runway.
Dude gotta question. Let’s say EO SID said after take off proceed RWY HDG climb 3000 for example, you got engine fail after V1 you’ve done the procedure and during the ECAM procedure how many NM you’re gonna fly with engine fail in order to reach 1500 ft + elevation? Consider wind calm. Coz I need to know how long the A320 gonna fly with 1 engine to reach 1500 feet with no wind.
Hi and it would be our pleasure to assist, we have a team to take care of your preparation needs. Please send an email or what's App +971561555100. And will take from there. All the best
Engine failure was after the V1 speed, which is the calculated speed at which T/O is mandatory, as runway length would not be enough to stop the aircraft. If it had occurred before V1, pilots would cancel the takeoff. You can see in cockpit videos that when the V1 announcement is made, pilot flying immediately removes their hand from the thrust lever, because no matter what, they must take off. Hope that helps.
@@subzzing4545 A pan-pan call is used to describe an urgency condition which (quote ICAO) DOES NOT require immediate assistance. A mayday call describes a distress situation that (again quote ICAO) DOES require immediate assistance. You need ATC to give you priority handling and move other traffic out of your way, you won't get that without declaring a mayday. Just out of interest, why you would not use a mayday call?
in case of engine failure a320 , you are not in distress. On ECAM you will see LAND ASAP in AMBER . It means you have to land but its not time critical. You can fly 6 hours with only one engine operating with MCT detent. Mayday means you are in distress and time critical condition, unless you act immediately you will DIE.
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Good to see you Sir! We hope to see compelete training material here! You are the best instructor on YT, thank you
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You just made my type rating course a whole lot easier. Thank you endless!
Great to hear! All the best
Anather excellent video 😮
Hi captain !
Just wanted to ask why was there no procedure for Engine Shutdown which is actually associated with engine failure with damage or fire...
like we need to do that as well right. It is available only in FCOM procedure.
Scarey failure! Thanks for this video.
The captain is back!
Yeah right?
Excellent work
Thank you for the guidance🎉
Hello captain, how did you identify it's no 2 so fast, what is the first indication in the cockpit to look for failed engine, please explain 🙏
You’ll get an ECAM warning.
Thank you instructor❤
Hi there,
I am wondering what would be the procedure if single engine failure comes during initial climb, flaps already zero and AP already on but after eng acc level and still climbing towards 5000 ft?
The aircraft handles this situation very well. With the autopilot engaged the rudder trim is automatically set to counter the yaw from the failed engine. The target speed for the autothrust reduces to something Airbus called 'green dot' (basically optimum speed for single engine flying) and you get a prompt on the PFD that that flashes 'LVR MCT' telling you to move the thrust lever forward to the MCT gate. You would then level off and, with ATC support, complete the ECAM drills before diverting to a suitable airfield.
i feel like you woulda normally advanced the throttles immediately to toga after eng fail rather than continuing in flex lol. since you're now single eng you'll get a bit more out of the engine too. but not without advancing throttle
Not required because engine flex temperature calculated (which is done on the Airbus using an iPad app) ensures the aircraft will meet minimum obstacle clearance requirements in the take off flight path. You can select TOGA but the extra thrust produced by the live engine makes it more difficult to keep the aircraft straight on the runway.
Dude gotta question. Let’s say EO SID said after take off proceed RWY HDG climb 3000 for example, you got engine fail after V1 you’ve done the procedure and during the ECAM procedure how many NM you’re gonna fly with engine fail in order to reach 1500 ft + elevation? Consider wind calm. Coz I need to know how long the A320 gonna fly with 1 engine to reach 1500 feet with no wind.
Without leveling off, when engines are secure and/or checklist - about 8nm+ depending on the weight, elevation and accuracy of flying.
Hello captain. I live in Europe and I would like to visit you and do with you sim interview preparation. How can I contact you?
Hi and it would be our pleasure to assist, we have a team to take care of your preparation needs.
Please send an email or what's App +971561555100.
And will take from there.
All the best
It’d be PAN PAN yeah? You’re not on fire and you are able to maintain control.
Wouldnt ve it been better to just slow down and exit the runway when you get the engine failure before takeoff
Engine failure was after the V1 speed, which is the calculated speed at which T/O is mandatory, as runway length would not be enough to stop the aircraft.
If it had occurred before V1, pilots would cancel the takeoff.
You can see in cockpit videos that when the V1 announcement is made, pilot flying immediately removes their hand from the thrust lever, because no matter what, they must take off. Hope that helps.
@@Seilermann even with reverse thrust and brakes deployed?
"EFATO"? Reallly?
Engine failure is not a MAYDAY its PAN PAN
Always MAYDAY. In some parts of the world, PAN PAN (i.e. urgency call) is not recognised by the aviation authorities and therefore ATC.
@tomarsawrous no you are wrong. If you have engine fire its mayday. But in case of engine failure without damage- fire its Pan-pan.
@@subzzing4545 A pan-pan call is used to describe an urgency condition which (quote ICAO) DOES NOT require immediate assistance. A mayday call describes a distress situation that (again quote ICAO) DOES require immediate assistance. You need ATC to give you priority handling and move other traffic out of your way, you won't get that without declaring a mayday. Just out of interest, why you would not use a mayday call?
@@tomarsawrous its because these are different scenarios and i have to follow procedures. I followed these procedures at my type rating so?
in case of engine failure a320 , you are not in distress. On ECAM you will see LAND ASAP in AMBER . It means you have to land but its not time critical. You can fly 6 hours with only one engine operating with MCT detent. Mayday means you are in distress and time critical condition, unless you act immediately you will DIE.