Engine Failure out of New York! | PMDG 777 | Real Airline Pilot

[@AviatorLegend]

It is so interesting that you put out this video today. This very morning, I was chatting with this guy in discord who claimed to have flown 747s and 75/767s. I asked him what was the procedure if you had an engine failure at V1. “He said IMMEDIATELY idle the affected engine to prevent asymmetric thrust and help maintain control.” At a critical stage of flight, I know pilots to leave the throttles alone, get to a safe altitude then secure everything.

[@grahamcracker659]

this is very scare, my cat is sad

[@noway9880]

no. advance to toga, if this were a flex/derate takeoff. use rudder and follow the flight directors. memory items complete?

[@AV8R417]

It’s crazy how much effort PMDG put into the non-normal checklists Edit: dude 39 likes is crazy it’s the most I’ve ever got on a comment so far 😅

[@midair2376]

Not really.

[@johanjacobs9240]

Agreed.

[@skylinesimmer]

@@midair2376 why do u think so, just curious

[@midair2376]

@@skylinesimmer PMDG wants to deliver a study level aircraft. To be able to perform emergencies is a key part of this approach. I am a bit disappointed that the circuit breakers don't work at the moment. PMDG is certainly a level below Fenix.

[@noway9880]

@@midair2376 yes, but not only because of the circuit breakers. have you actually seen the fenix IAE engine model? its much closer to a simulation than a model. real dynamic failures eg engine fail if oil pressure lost, eng fail if extremely abusive power settings. engine may fail to start if heat soaked/immediately started after fail/interrupted start. look at the EGT+oil temp. shutdown a hot engine and watch it.

[@ehameham3816]

Very informative! Thanks a lot. This learning (and pmdg) adds to the MSFS fun! Never had an engine failure yet in MSFS but now I know what to do if I have.

[@Richard_McDonald_Woods]

The additional videos will be much appreciated. Thanks

[@kickedinthecalfbyacow7549]

Hi, you diagnosed the failure as a SVR damage/separation but you did the engine failure check list, that’s wrong. You need to go into the non normal checklist and select the SVR damage separation checklist.

[@PRIME3170]

Great video as always 👍

[@daveorr5858]

Wow superb video you make it look so easy

[@contrailsurfer]

Fantastic video as always! Quick tip: use bank limit of 15 to ensure full manoeuvre authority (and avoid stick shaker 😉)

[@A330Driver]

Shouldn't the automatic bank limiter calculate the limit live? I was surprised it went to 25 as well, but generally it should do that stuff by itself, shouldn't it?

[@frank1017]

@@A330Driver u are right, AFDS should limits the bank angle (in AUTO bank limit) to 15 degrees until V2 + 10 then increases gradually to 25 degrees at V2 + 20, p.168 Continental B777 FCOM, www.ameacademy.com/pdf/boeing/Boeing-777-FCOM.pdf

[@DreadZeppelin7]

Great video! One question - at what point does the junior pilot soil his/her pants and yell "oh s***"? 😆

[@B_Aviation]

😂😂

[@A330Driver]

lol

[@devn3813]

That would be pretty scary irl holding 200 feet for a moment like that above a city. But the 777 is a beast of an aircraft.

[@A330Driver]

It absolutely would!

[@felipeturbayr]

Thanks Emi! looking forward to your tutorial! question, such engine failure, as you showcase, can be programmed randomly via the failure menu in the FMC?

[@burleystinnett9094]

I really appreciate your instructional videos. They are really well thought out and well done. One question. When flying a turn around, how do I reset the FMC in order to be able to configure the FMC for the next flight?? Thank you!

[@A330Driver]

Hi, the FMC should reset itself. I don't recall the exact conditions right now, but latest when you'd start the next preflight procedure at the gate it should have reset itself.

[@adrianqcs]

There is a flaw in the engine out. It yaws towards the running engine if you notice it.

[@A330Driver]

You're probably confusing "yaw towards the running engine" with the counter-rudder given by the TAC, are you? If you fail an engine and do nothing you should only get a very slight yaw into the direction of the failed engine. The 777's Thrust Assymetry computer should compensate for anything else.

[@TheCrjflyr]

Why didn’t the good engine go to TOGA or CON automatically when the engine failure occurred? Huge loss of performance by staying in DTO-2.

[@A330Driver]

Since a fixed derate was used, going to TOGA or MCT at V2 might cause loss of control.

[@edwardmyers1746]

​@@A330Driver understandable for on the ground. But it seemed to stay in that in the air too.

[@frank1017]

@@edwardmyers1746 V2 speed is calculated for the specific weight and "thrust (Derated thrust)". Therefore if increase to MCT or CLB thrust at that particular V2 speed, Vmca maybe exceeded. Thus, the aircraft may ran out of rudder authority, due to increased thrust asymmetry and reduced aerodynamic performance of the rudder. Unlike assume tempeture take off thrust which does not affect V2 speed.

[@edwardmyers1746]

@frank1017 whats Vmca?

[@frank1017]

@@edwardmyers1746 minimum control speed air

[@Paiong]

shouldn't you put angle of bank to 15 deg when on hdg sel and turning with eng fail before flaps up maneuvering speed? it wouldn't get near that low speed scenario then

[@A330Driver]

In a 737 you are right, but the 777 has automatic bank angle limitation so I would assume it can protect itself - or rather: Should protect itself.

[@Paiong]

@@A330Driver oh, didn't know that about 777 thanks

[@zoe..d]

Sounds like some Airbus'isms are creeping in with FMGEC Normal Law envelopes. Not a bad thing, reduces workload and keeps people alive... perhaps not yet implemented by PMDG or a technical oversight?

[@noah9130]

@@Paiong The AFDS should have limited the bank to 15° automatically. This was incorrect PMDG behaviour.

[@adrianramdeholl]

Randazzo just sent a update for the forums

[@kenkelleher5564]

What would happen in this situation if you were a good bit over the max landing weight? I assume you would dump the fuel? I can’t imagine you would hold in a pattern and let the fuel burn?

[@A330Driver]

Really depends on the situation at hand, if you're limited by the landing runway you might prefer to dumb, if you have 4km of asphalt, followed by the ocean, in front of you, you might prefer to land overweight.

[@tra757200]

The right tank feeds the left engine? What was the root cause of the failure?

[@rikacuni]

what addon is doing callouts?

[@dashriprock2916]

How do you set engine failure?

[@midair2376]

Why would you use flaps 20 for landing? Is it in case of a go around?

[@musiqtee]

Think I saw flaps 20 mandated in a non-normal checklist, together with an increased Vref. This should facilitate a go-around if needed. A “normal” config would probably make a go-around less safe (control surfaces efficiency, drag & aoa, weight, single engine yaw…)…?

[@midair2376]

@@musiqtee yep it's in the checklist. Overwaw that. I guess that Flap 20 is a good idea, so you have the kinetic energy and a rather low drag to perform a GA

[@kickedinthecalfbyacow7549]

@@musiqteeflap 20 isn’t mandated for SE landing, flap 30 is available if needed and aircraft isn’t too heavy.

[@musiqtee]

@@kickedinthecalfbyacow7549 I still refer to what was mentioned in the video, and a non-normal procedure relative to specific NOPs and conditions - as retold by a pilot. I’m not one, so my misunderstanding never gets beyond simulation… 👍

[@nynphose]

400 ft in a turn and going heads down to look at instruments stick shaker says let me sing the song of my people 101 something about fly the plane fly the plane fly the plane the rest can wait thank you and gud nite

[@francymak2505]

Is this default sound or ftsim?

[@joshfredr7846]

Great video as always, sir ! Is there a tier blowup failure during takeoff in the PMDG 777 ?

[@petersilie7472]

I have one question: why is the remaining engine not switched to TO/GA thrust in order to gain speed/altitude?

[@A330Driver]

Hi, since a fixed derate was used, the takeoff speeds are calculated on no more than the fixed derated thrust. Using more thrust could lead to loss of control since the control surfaces will be less effective if lower takeoff speeds were calculated due to a lower maximum thrust. Generally, takeoff thrust is calculated to enable a safe single engine climb out. If a safe climb is possible, there is no reason for the pilot to increase it.

[@petersilie7472]

Cool, thank you very much for the quick response! Great content🫶

[@kickedinthecalfbyacow7549]

The engines are always on toga thrust during the take off

[@petersilie7472]

@@kickedinthecalfbyacow7549That‘s not in favor of an company

[@Tobyst-fr6ww]

I thought it’s not advised to turn on the engine that has failed or is it the other way around ?

[@A330Driver]

That's a flight sim myth, you can turn either way.

[@oliverfoden]

Hi sir , is there anywhere i could access these checklists i know you did it through the FMC but would you know where to download checklist like these, many thanks

[@A330Driver]

Hi, you'd need to google for a QRH (Quick Reference Handbook) for the 777.

[@oliverfoden]

@@A330Driver thanks so much, much appreciated

[@pullahuru9168]

I hope they implement ray-traced global illumination in msfs 2024. Given that pilots wear white shirts and the plane cockpit is brown, the increased brightness on the instrument panel when the sun shines directly on pilots shirt should be noticeable. I believe this cramped cockpit setting would be an excellent showcase for NVIDIA, as the effect is less noticeable in larger scenes of other games.

[@Gordan1962]

Hi Manuel, sorry to ask but maybe u can help me, i did everything to config my Honeycomb Bravo TQ for my new B777 and all was sofar working suddenly after every take off 3 seconds later both engines spooling back to zero , i have complete power loss, i have deleted in my profile the GA button coz i was thinking that was causing the problem, whatever i do every time after take off both engines going back to 22.6 % have u any idea why is this happening ,thank you for your input

[@Morst434]

Could you demonstrate How the fuel dumping procedure is? Have a great Day. Geeetings. Morten.

[@michelebucci3629]

Would be awesome!

[@Unfaced85]

he did that in the tailstrike video 1 or 2 days ago

[@Morst434]

@@Unfaced85 thanks. Will check.

[@midair2376]

Regarding dumping, Blackbox showcased it during a stream

[@midair2376]

It is also very rare, normally you would rather land overweight.

[@redsonssi]

hello. I always enjoy watching your videos. I am practicing manual landing with PMDG 777, but there is a very difficult part, so I would like to ask about this part. If you turn off the autopilot and land manually, you will descend while controlling the altitude well, but the altitude will drop slightly from the appropriate altitude. In this case, even if you pull the yoke little by little, the glide slope will not return to the center and the altitude will continue to decrease. In this case, how can I get it to be centered on the glide slope?

[@matejmarosz20]

Is the speed lowering? And if so are you trimming the plane ?

[@redsonssi]

No, it doesn't slow down.​There is no problem with the flight. When landing manually, the yoke is manipulated so that the localizer and glide slope are centered, but when the altitude gradually decreases from the appropriate altitude, the glide slope is not centered even if the yoke is pulled.@@matejmarosz20

[@Angel33Demon666]

@@redsonssiPull the yoke back more then?

[@redsonssi]

@@Angel33Demon666 When the altitude decreases, I try to pull the yoke slightly to center it on the glide slope. However, I don't pull the yoke too much. I know that if I do that, I'll lose more altitude.

[@Angel33Demon666]

@@redsonssi if you pull it more you’ll lose more altitude…what?