Thank god...someone is making a really good Vid and precise explanations... Thank you very much. and not the daily bullish.... of “a day in my life as a pilot!”

@dkvavar

3 жыл бұрын

100% agree ... thanks B737 Sim Guide

Excellent video Captain. Very Very informative. Appreciate the time and effort you have put. You have my respect. Looking forward to the 2nd part explaining transition to go around after engine failure on final. Regards from India and have a great day ahead.

@737simguide2

2 жыл бұрын

Thank you for your feedback. It is really appreciated.

Tnx a lot for videos!!! Looking forward to new ones!

We pilots never stop learning. Thank you for the the review and tips.

Thank you for the great initiative. Liked your explanation and it helped me in my sim. Much appretiated.

Congrats Captain. Your channel is very useful and amazing!

Valuable ! Thank you .

thanks for the very detailed and clear instruction, thanks a million!😀🙏🙏🙏

Thank you!

The Fact is that the Engine failure on final tale is discussed in the FCTM, and the FCTM isn’t a Legally certified book ( FAA only acknowledge it’s existence…) So whether in F30 or F15… if performance distance is ok ( think to AB MAX ) and stable and every thing is ok, continue, otherwise GA and complete your drills…

Wow, we would be called in for tea & bickies if we landed without all checklist complete. Including landing distance computations. Fire is the only reason or possible fuel contamination engine-out condition to continue the approach in most companies I know of. Yes, legally you as the commander of the flight can legally choose that if it’s safety of flight. But try and convince your management that with merely (By using the word merely, I do not intend to make light of an engine out situation, because it’s definitely not a good day if it happened for real. However, your management would surely think of it as such, after the fact) an engine failure it was safer to land without all due considerations and computations/checklists completed is another thing. Thanks for the video... it’s always good to think about these scenarios in a safe space.

@Kommondan

2 жыл бұрын

You’re right it would be safer to go around to continue the checklist and calculate your landing distance if it’ll be enough with one engine inoperative, unless you have engine Fire or smoke in the cabin then you should continue the approach and also the company can’t blame you cause you followed all the procedures and checklists and did all the calculations don’t you think so?

@_OpdeeMist

2 жыл бұрын

@@Kommondan Of course…. As I mentioned Fire is along with a life threatening medical emergency would be your get out of jail free card in respects of management. In companies I have had anything to do with or know. I didn’t elaborate however, yes, you’re right. Be it an un-contained engine fire or fire or smoke in the cabin they all fell under my blanket header fire.

@Mike-cj3dc

Жыл бұрын

Great video and content. I appreciate you giving us more tools to put in our tool box.

I feel there is only one correct decision unless stated otherwise. Cavok , long rwy, no traffic between you and the rwy land for bloody sake! General knowledge assumes you just add twenty knots, some thrust, flaps to 15 , A/B 3 and ground proximity inhibit. Just like you brief an engine failure before takeoff as captain during the crew briefing to landing just run through the scenario with yourself.

So engine flameout on approach should be part of approach briefing?

@furtif000

7 ай бұрын

If Bird strike suspected Yes. Engine failure GA track also, specially bellow minimums, as far as charted tracks are for all engine working gradient.

Really would not want to go around. Remember you have all the physics of flight on your side. Even with no engine, if you consider yourself a glider, you can still land. It's just a different dynamic.