How to land an Aircraft without engines!! Cockpit video

hi everybody very welcome to mentor yet not a video podcast as always I hope you're doing absolutely fantastic so I've had a lot of questions about how pilots would deal if both engines would fail we will be able to land or not well today we will see stay tuned all right Adam before takeoff checklist below the line please what they called like NCP set the responder ta arranged our own mini lights on thank you timing stabilize septic of trust Tech elicits indication 89 check [Music] everyone get up policy breaks hello [Music] mano up up perhaps one speed check laptop but if my light it's not stand up standard pulsing Platteville 4:6 claming flat oval and 9 0 V now after takeoff checks and you can release the cabin crew they're compressed by me for since altimeter Sattar Sept 3 times passing that there were six to ten code of a nine zero what birds okay that didn't sound very cool right okay so statement function please hold on I will say both engine failure both on your failures confirmed severe damage with severe damage okay in that case there is no point in trying to restart the engine tree so if you can start the APU please if you three six zero if your mate is record at a time one and nine and two for I'll be turning right I will tell the cabin crew as well because you don't have anything since you don't have an electrical power cabin crew prepare for no time available emergency no time available emergency landing very shortly okay that's it so as soon as we have electrical power put it back on for me please and we'll see if we can get back to two wrong with two eights I'm over banking a little bit here now to get good disability back and we're quite high for a quick return anyway thank you you can please give me a jingle thank you the runway to eight ILS please we're very high forum with two eights but it's the best chance we have looking at you agree inside take the gear down please perhaps one I will give you that egg to the room - please weapons and I will also give you this big Bank angle Bank angle that's five you check Bank angle Bank angle flappin able switch to flap inhibits we played anything we can put the terrain inhibitors as well mm eats jack about 10 and the 360 of the land on which you a to serve this wind is one zero zero degrees at the five and not to be a polymer this equipment standing by for you just keep giving me flaps at the speed is decreasing now sink rate sink rate yeah love story please like 30 40 there we go race race race it rings up max manual braking what are lugs 80 knots 60 knots w-mint or 360 stop the third party okay I'm not gonna set the parking brake as the brakes are gonna be really really hot here I'll keep it like this for now okay okay holding its still coming through stand by camera crew stand by okay Alton we are on the runway we have survived it's a good thing okay yeah me we have fairly high speed and landing not too bad not too bad roll so the the brakes could potentially be hooked but what we'll do is we'll talk to the the fire crew when they appeared on the the five freaks want one the small six and I'm also going to talk to the cabin to see how the how the situation is in the back okay good so let's see I will talk to fire crew and one two one six first so your radio number one dublin fire from m23 6c arawa we have stopped just short of echo 6 and would like you to give a full look over the the aircraft we had two engines fail and with severe damage so we would like you to tell me if there's any leaks of any sort and also if how the brakes are looking if they're hot or not and anything else that you can see around the the aircraft anything that would lead up to a need for an evacuation okay let's see if they fire crew is coming here soon up here they are excellent very good okay so temperature should be okay I'll put the supporting brake on there so right guys so this this is what might happen okay now we were very lucky we were the high altitude when when the t-bird strikes hit which meant that we had plenty of room to get back in towards Dublin and we landed on the opposite wrong way which meant we had a little bit of tailwind but this is what you do like I was saying in the beginning of the video there are no set rules for how to deal with something like this we just have to use your knowledge be quick in reactions like getting the APU running for example is crucial in order to get electrical power back and with electrical power you also get all of the screens all of the communication and also crucially the hydraulic pumps will start working it well so it'll be easier to control the aircraft and then focus on getting the aircraft in to land inside of the aircraft it was early the airport boundary and the reason for that reason why we stay a little bit high who did a bit higher energy is that it's much better to land with a higher speed on a long runway and then stopped maybe towards the end of the runway as long as you stop inside of the airport perimeter it means that these guys the the firefighter will be able to reach us and help us as quickly as possible if we misjudge it and we take off too much speed that we go too far away from the airport well then we might end up landing outside of the runway and outside of the the airport so not only we do not have immediate helped by them then but we might also hit buildings motorways or cause third-party damage and this is something that we definitely want to avoid so in this instant everything went well you will always miss things you will always make mistakes but the main thing in the only really important thing here is to get the aircraft back onto a runway or onto field or somewhere in one piece so that we can potentially evacuate our passengers let's if no lights up stand up sander surpassing Platteville for six claming flat oval and nine zero being out after takeoff checks and you can release the cabin crew they're compressed by me point four since altimeter sander steps three times passing that over six to ten cut of a nine zero what birds okay that didn't sound very good okay so state my function please also I will say both engine failure both on your failures confirmed severe damage sick with severe damage okay in that case there's no point in trying to restore the engine three so if you can start the APU please right guys so what we've just seen now were effectively two flocks of birds that hit both our left and our right engine and when that happened they filled the engine up with dead birds which caused the engine fans which is in the front of the engine to seize up now when that happens both engines will instantaneously fail they will stop producing forward thrust which will effectively turn the aircraft into a glider and also it will remove all electrical power for a second which disconnects the autopilot the electrical power very quickly comes back in the form of battery power but it will only come back to the captain's side so that's why you can see only the screens on the captain's side and only the communication on the the captain side will work now when something like this would happen I would ask the pilot monitoring which is Elton in this case to state malfunction now he quickly found out that we have dual engine failure but he also said that we have severe damage and you can see that because the egt are redlining that's why you can see that two red instruments on the central screen and also there is no rotation of an one on either of the engine so that means that both fans are standing completely still and when that happens it's impossible to restart the engine and this is why we didn't waste any time to try to restart it we just start to try to find a suitable alternative landing yes please Mayday Mayday mentally sick zero we receive back to runway to eight men two three six zero if you're made a record at a time you won at nine at two before I'll be turning right okay I will tell the cabin crew as well because you don't have anything since you don't have an electrical power cabin crew prepare for no time available emergency no time available emergency landing very shortly okay guys as you notice there we switched on the auxiliary power units the APU very quickly and that's because we want to restore power to the aircraft as quickly as we can I also told the cabin crew that they have to get ready for no time available emergency and I'm saying that because I don't have the time to fully briefed them on the nature of the emergency I just want them to be aware that something has happened that required them to get the cabin ready for a potential evacuation or landing very very quickly okay that's it so as soon as we have electrical power put it back on for me please and we'll see if we can get back to Tehran with two eights I'm over banking a little bit here now to get good visibility back and we're quite high for a quick return anyway thank you so at this point I am looking for a possible runway to land that and I knew were took off from runway 1 0 and we have the opposite runway around with 2 8 available now I'm saying that we're a little bit high and that's because when the engine failure occurred we're about six thousand feet that this is different from what Solly had when he executed the Miracle on Hudson he was at a much lower altitude which meant that he didn't have the chance to turn back I do and in this case when you do a 180 turn you lose an average around 2,000 feet which would put me at an altitude of about 4,000 feet or slightly above at this point and I'm about eight miles away now an aircraft will use about three miles for a thousand feet to descend so I'm quite high but I'm still within the the landable zone over banking the aircraft slightly because that will actually bring me down a little bit and will also potentially me a slightly more track mats in order to get towards the airport you can please give me any angle thanking the runway to eight ILS please we're very high for one with two eights but it's the best chance we have looking at you agree and get inside take the gear down please flaps one I've just asked Elton to please give me the ILS approach around were to eight and the reason that I do this is because I want to see a picture in front of me of how the the final approach track looks on my navigation display and I also want the reference speed in order to know how far away from them I am when I'm talking sorted to take the different flap settings I've also decided to take the gear down in order to add some drag and to get me down quicker because I need to make sure that you know my energy level is not too high when I touched down on runway two eight so I can break the aircraft down to a standstill in a safe way evidence and I will also give you the speaks Bank angle Bank angle that's five future Bank angle Bank angle flappin able switch to flap inhibits wait please we can put the terrain inhibitors as well training so now I'm starting to ask the Alton to give me a different flap steps and that's in order for me to reduce the speed lower speed I can have when I touch down the more safely I'll be able to break I've also told him to give me flap and terrain inhibit and that's in order to get as little warnings as possible I know that I only have one chance at this because I don't have any engine trust and I also know that I'm likely not going to be able to get all of the flap steps that I need out before the landing so I don't need those warnings mm check 12:10 entry 6-0 you get to learn wrong with you a to serve this wind is one zero zero degrees at 5:00 and not to be up automotive equipment standing by for you let's just keep giving me flaps at the speed is decreasing now sink rate sink rate so we're getting a sink rate warning at this point and that is not a problem because I know how high I am in relation to the wrong way since I'm fully visual this would only be a problem in case I didn't have enough speed and the sink rate was coming because the aircraft was effectively stalling but at this point I am just maneuvering the aircraft to be able to touchdown within the touchdown zone yeah love story please that's 34 sporting there we go right right right the brace call is given at approximately 50 feet and that's in order to tell the cabin crew and the passengers to get into the brace position for a potential crash landing Mack's manual braking as you can see here I was actually manually reaching for the speed brake lever and the reason for that is that I know that we're coming in with slightly higher speed and I know that sometimes when that happens the speed brakes might not activate automatically so I'm reaching for them and I'm extending them manually to make sure that the flight spoilers and the ground spoilers on the wing is coming up and that will bring the entire weight of the aircraft down onto the landing gear so that I'll get as much effective braking as possible the warning that you're hearing is actually the take-off configuration warning and that's coming because the troughs levers are still in the forward position where I left them during the engine failure as soon as I close the trust of us that warning will disappear great if you have any questions regarding this and I'm suspecting that you do then please write them in here your own comments on the video give me a like if you like these type of videos by the way I'm subscribed to the channel if you haven't already and if you like more of these type of videos more of these technical videos from inside of the cockpit well then I highly recommend you to get to mentor aviation apt now created a lot of great collections in there some of them are filmed in in 360 so you can look around some of them is the right angle but they're all highly technical and they will show you how we the flight crew me and Alton how we deal with similar situations and you can also chat with also if you have a direct question the languages tag at mentor and that will send me a possible push message so if I have the phone ready I'll be able to answer you have an absolutely fantastic day wherever you are out there and I'll see you next time bye bye [Music] [Applause] you [Applause]

Channel: Mentour Pilot

Views: 1,130,051

Keywords: Mentour Pilot, Engine Failure, Miracle on the Hudson, Sully, Sully Sullenberger, Dual Engine Failure, Bird Strike, Fear Of flying, Aviation Facts, Pilot, Pilot Life, Aviation, Avgeek, Cockpit video, Boeing, Boeing 737, Boeing 737MAX, Boeing 737NG, Boeing 747, Boeing 787, Airbus, Airbus 320, Concorde, Landing, Takeoff, Cockpit procedures, plane crash, boeing 737 max, pilot training, boeing 737 max 8, airbus a220, airbus a321, dual engine failure a320

Id: JamDKcYUSu8

Length: 21min 34sec (1294 seconds)

Published: Fri Feb 22 2019