Dual Electrical Failure

[@jaiburde9430]

Great videos by you Capt. As always. I do have few requests on how to perform in B737 simulator 1. DME arc approaches with Dual FMC failure 2. How to fly Raw Data ILS approaches(Techniques) 3. Engine failure at V1(Initial Controllability) 4. NDB approaches. Cheers!!!!

[@fox_three]

1. DME Arc Approaches with Dual FMC Failure You can fly a DME arc procedure using conventional navigation systems. It is not necessary to rely on RNAV systems. Make sure your VOR or other required navigation aids are properly set on your NAV. 2. How to Fly Raw Data ILS Approaches Fly manually and monitor the IAN (Integrated Approach Navigation) on the PFD. Maintain alignment with the localizer and glide slope indicators throughout the approach. 3. Engine Failure at V1 (Initial Controllability) If an engine failure occurs at V1, follow these steps: At V1: The Pilot Monitoring (PM) announces the failure, e.g., "Master warning, engine 1 & 2 fire" (if the failure involves an engine fire). After liftoff (no actions until 400 ft AGL): The Pilot Flying (PF) continues the takeoff and does not take any immediate action. At 400 ft AGL: PF selects heading and limits the bank angle to 15°. PF calls, "Identify the failure." PM checks and reports: "No N1 rotation, no N2 rotation, and engine overheat light illuminated" (or other relevant indicators). PM confirms the failure is an engine fire. PF approves or rejects the identification. Engine Fire Memory Items: Autothrottle (if engaged): Disengage. Throttle lever (affected engine): Confirm - Close. Start lever (affected engine): Confirm - Cutoff. Fire switch (affected engine): Confirm - Pull, then hold for 1 second. Discharge the left bottle. Wait 30 seconds. If the fire warning persists, discharge the right bottle. PM announces, "Engine fire memory items completed." At engine-out acceleration altitude: Set IAS to the flaps-up maneuvering speed. Retract the flaps and select a 25° bank angle. Activate continuous thrust on the FMC. Complete the after-takeoff checklist and inform the cabin crew. Proceed with the engine-out SID and advise ATC. Example: If departing Antalya and experiencing an engine failure 5 NM from the Antalya VOR, you would say: "Engine failure 5 NM from Antalya VOR, turning right to TOPUZ, holding over TOPUZ with a non-standard hold (left turns), inbound 002°." 4. NDB Approaches If the NDB approach is included in your navigation database, you can fly it using the FMC. It is not mandatory to conduct the approach conventionally.

[@davidewilliams847]

Another great video and excellent preparation for the sim. Thank you for your efforts!

[@boeing737pro3]

Thank you very much Davide. I'm happy you like it. Cheers!

[@josecheja]

Excellent simulation !. Thank you

[@boeing737pro3]

Thank you very much for your comment. I'm happy you like it. Cheers!

[@txpilot03]

Great video once again! Thanks for the effort!

[@boeing737pro3]

Ken, thank you very much for your comment! I'm glad you liked it.

[@nbhadrigeify]

Please make more videos. Excellent stuff!

[@dploit]

very nice educational video !! go ahead with all failures!

[@alexleao1159]

Excelente simulação como sempre; estavamos esperando essa pane ser demonstrada. Obrigado!

[@boeing737pro3]

Alex, muito obrigado pelo seu comentário. Esse vídeo estava em desenvolvimento há semanas, sempre com algum detalhe pra acertar. Finalmente saiu! Não é exatamente como seria no avião, mas acho que dá pra ter uma idéia legal do que realmente é importante. Um abraço!

[@gustavozuviria4452]

Excellent Job, keep doing these great videos, helps a lot!!!!

[@pedrogiraldo6568]

Excellent Video, Thanks for your continued effort on these nice references and topics. Obrigado!!

[@walkingdiaries4138]

Thanks for an informative and realistic flow of events. Very helpful.

[@cmtelias]

Show de bola Comando!! Valeu pelo esforço. Sucesso ao Canal

[@boeing737pro3]

Valeu Elias, muito obrigado!

[@Caipi12]

Phantastic video, thanks a lot!

[@boeing737pro3]

Thank you very much for your comment. I'm happy you like it 👍

[@realdeal3262]

Simply amazing. Could you do an updated malfunctions on current trainings sir?

[@AviatorLifeCS]

Great and useful video as always!! Thank you.

[@boeing737pro3]

Thank you very much my friend. Took a while for me to develop this one. Overall, I think it was possible to highlight the most important points, although it was challenging to make it in less than 10 minutes. I've been enjoying a lot the videos from your channel. Keep up the very nice work. Cheers!

[@lferoli50]

Obrigado mestre e vida longa ao canal

[@boeing737pro3]

Valeu Luiz, bons voos!

[@aimhigheagle1]

Much appreciated. Thank you.

[@boeing737pro3]

Thank you very much for your comment.

[@czopko1079]

Parabéns pelo trabalho! Acompanho seus videos já a algum tempo e só hoje percebi que vc é brasileiro. Vc voa na Gol? Continua postando mais vídeos assim que possível! Um abraço, Czopko

[@oursky5780]

Very well done!

[@michaeldonnelly2977]

So if both electrical buses are out while the plane is at cruising altitude, would the outflow valves open up if on Auto mode? Is that what caused the cabin altitude to increase at 2:39?

[@warrenbaynes556]

Great video thank you. Could you explain why they could not land with flaps 40 please?

[@boeing737pro3]

Hi Warren, thank you for your comment. As the Yaw Damper is inoperative, the Yaw Damper NNC says to not exceed flaps 30. If time permits, it's convenient to address all the NNC associated with the inoperative items.

[@warrenbaynes556]

Thank you so much for the quick reply and great content, very helpful. Keep up the great work

[@askiner43]

A question. Which lights exactly illuminates on the overhead panel? Especially I wonder drive lights . Cos I think this is not the CSD failure or IDG failure

[@muayyadhabsi8910]

Hello, thank you very much for this important information. I am one of the people interested in this good channel. I follow all the videos. I suggest you add a video for us, a full flight with a call out between the pilot and the co-pilot if possible. Thank you

[@boeing737pro3]

Muayyd, thank you very much for your comment and also for the suggestion. Nowadays I've been quite busy, but when I have chance, I may develop a video like you suggested. It's just important to highlight that although most operators follow the core callouts from Boeing, some variations exist from company to company.

[@yuedonghu2502]

Great video！ One question: does the cabin alt controllabe？ It still shows climbing rate under this valve fully close condition

[@haroldhohermuth7222]

AMAZING LIKE ALWAYS CAP.!!!! THANKS

[@硕文尚]

thank you so much, very informative and good to see this, one question captain, if the stablizer trim is inoperative, should we use Flap15 according to the QRH?

[@robikanobi]

correct!

[@danielzanchi5072]

Great Jorge !

[@boeing737pro3]

Thank you very much Zanchi. Glad you like it. Cheers!

[@zdp-189]

How come that 737 radio altimeter plays Boston instead of 50-30 callouts?

[@dvk8824]

Useful video, but why would the speed brakes be up if it was not armed?

[@Skyphile]

it is awesome video. it is very helpful

[@pilotamini]

Very professional video

[@yasiralsfi4469]

Thank you so much,

[@emmalees7114]

So professional sir

[@mehmetkoraygezen89]

Great, thanks.

[@boeing737pro3]

Thank Mehmet.

[@paweszmidt7654]

This is great ;)

[@user-oh2jl5wt4t]

The Best.

[@meljnik86]

Why not APU available?

[@timurzharylkapov7473]

Just to make it interesting

[@최개바라]

Thankyou

[@jincyayrattu6606]

Tnx