Engine failure after Takeoff - Briefing

In this video I will be explaining what pilots do in case the aircraft suffers an engine failure after the decision speed (V1).
I will be explaining both handling and procedures including checklist use and Cabin-crew communication.
This video is supposed to be used together with the "Engine failure after takeoff" series inside my "Mentour Aviation" app.
Download the free app and purchase the playlist to REALLY learn how its done.

[@dpm-jt8rj]

"Aviate, Navigate, Communicate!" I can see why Mentour is an instructor!

[@richs6205]

Much respect to pilots, your description only makes me more confident as a passenger.

[@MentourPilot]

Great to hear!

[@mmtot]

@@MentourPilot You don't increase thrust on the operating engine if one fails before rotation after v1?

[@carlosfranciscobourgesespi3114]

@@mmtot depends on the aircraft, 737 doesn’t unless you need it for terrain clearance, because you increase the induced Yaw

[@q.e.d.9748]

@@mmtot some aircraft automatically increase the thrust of the running engine

[@georgeswinford6950]

​@MentourPilot hi thanks iv just been watching through your older videos . Iv seen many videos where you have described engine failures and the crews rearly act as calmly and forget many of the check lists and items even at times getting the wrong failures and even engine. How often do you train like this and is the training standard for every pilot/ airline or do they make up there own. ? Thank you

[@cesarvlchez]

Honestly, for me this was the best video you've done and the one that I learned the most. Congrats, keep it up, captain!

[@djmaxxsaint]

My co-Pilot would definitely notice my bowel failure in a situation like this.

[@NeilDjents]

DJ Maxx Saint hahahaha damn

[@djmaxxsaint]

HAHAHAA

[@MrDemonicDan]

Excellent videos. I'm curious, in an incident such as this, what is the likely aftermath (assuming not injuries or significant damage to the aircraft); will the pilots be taken out of rotation for the rest of their shift?; be busy with debriefing/investigation?; or continue their duty time on another aircraft (if available)? Thanks

[@ricardowattimena7274]

Hi, what about your opinion about preeliminary report Sriwijaya Air Flight 182 that talk about left engine thrust lever that move back by itself?

[@MentourPilot]

It’s a very strange case.

[@christof8825]

Thank you for sharing this briefing. I am myself in a Type Rating Instructor Course Part 2 at the moment and I can take many hints and techniques from your video.

[@neillsmart213]

All the things as a non pilot I didn't know that make perfect layman sense. As always awesome video :)

[@MentourPilot]

Great to hear that you liked it!

[@tonytor53]

Am a physician, very well travelled passenger, about 10 million flying miles. Was sitting at the window, left wing was hit by lightning at below 200' in a DC-9 flying out of ATL while gears were still retracting. We were still over the runway... . Both engines winded down to nothing. Could hear the air outside. Climb angle remained the same, I could feel the climb rare slowing down... I expected a stall warning anytime & a "brace for pact" . Engines were restarted in about 30 seconds as climb continued. No announcement from cockpit. I was surprised the engines rev'd down to nothing! After all we are in a "Faraday cage" and strike would go around & to ground. Landing in MIA, the tip of the left wing had a 2 cm hole on it, blackening all around. It was not a static discharge... What's your experience being hit by lightning ja few seconds after "rotate"? Thanks Sergio

[@chillylizerd]

All this basically sais, no matter what happened, have a "POSITIVE ATTITUDE".

[@Utsolaf]

essencially if we hear "nr. 1 to the flight deck" we should panic xD

[@GravityBoy72]

Yeah... perhaps he shouldn't have told us that.

[@michaelking3327]

surly you just turn on the "ok, panic" sign!

[@DVineMe]

So what about dual engine failure? This is probably very uncommon and is hopefully something you'll never have to deal with in real life. I suppose that if it happens right after lift off, depending on how much runway there's left, you might be able to put her back down safely? And if you've reached a certain speed and altitude you might be able to safely glide back to a runway? But I assume there's also a point in between where you're just royally screwed (and there's no Hudson river for you to land on)? And at what point, realizing you can't save the aircraft (is this something you realize?), would you diverge your attention from saving her to minimizing damage on the ground (e.g. to houses and stuff)?

[@rfresh1011]

(Spot 2:39 in the video) When the PNF announces an engine failure or engine fire, he or she SHOULD also say which engine it is. The PNF knows which engine it is. Why would you make the PF try to guess and figure that out at THE most critical time in the take off? I disagree when you state you don't need to say which engine is the bad engine. The job of the PNF is to help the PF fly the airplane with ALL pertinent information...not to hide information from them. I'm a retired Part 121 (airlines) pilot instructor and we always identified the bad engine on take off after passing V1.

[@stevenlarratt3638]

Wouldnt it be obvious as to what engine it would be with the yaw difference in the case of a failure? In the case if a fire normally thrust is broadly similar so thus no major yaw variance... the main thing is to get airborne and then diagnose the situation... the engine that has the issue isn't important at that moment in time... if some one is breaking into your house it doesnt matter if its a bungalow or a mansion the main thing is someone is breaking in... airbus as well as boeing have these standard protocols in place, not sure on embraer overall but the CrJ's have this as their standard protocols...

[@cesarvlchez]

By the way, I'm ATPL student in Sabadell and I sometimes do low passes in LEGE and listen carefully on the radio in case I ever hear your voice ;)

[@DB-thats-me]

Can you clarify the terms "pilot flying" and "pilot monitoring' please.

[@sharoncassell9358]

Pilot moniroring watches gauges and calls out blow by blow description of airspeed and radio calls. If plane is banking involentarily. Pilot flying has the controls. Using yoke rudder pedals if needed.pitch Trimwheel if has to.

[@Michigan_Adventures]

It's funny that some airlines want to reduce to one pilot for flights. Horrible idea!

[@mx5mke]

Somebody asked "difference between N1 And N2." ==> I claimed "In "glib" terms, N1 describes how much air the engine "sucks in" (and consequently, engine thrust) and N2 describes how much energy the 7combustion chamber "blows out"." (How wrong is

[@HenrikBraun]

I can both understand and dont understand the 4000ft rule. I have the Gottröra incident in mind, as far as i can understand from reading reports and general physics, emediate throtthle down the engines could have saved the compressors from surging and this action shuold be taken far below 4000ft. So even if u notice dual compressor stall, u dont do anything about it below 4000ft?

[@plane15man]

So you're not supposed to tell your passengers that we all may die in a fiery wreck?

[@WayneGerald1776]

"Ladies and gentlemen, we have a small technical issue that we need to get checked out, so we'll be circling back. Don't panic, it's only an engine failure. We're up here crossing our fingers the last engine we have, keeping us airborne, doesn't fail. Feel free to pray."

[@davidaranguren108]

So much valuable information on this, thank you Sir

[@chrisc6504]

the bit that worry me is when the book come out with presumably instruction in. most people can't follow written instruction. pilots must be the exception. is the most dangerous situation when a pilot does not follow these check lists

[@P_Jag]

The QRH checklists are very basic and bullet pointed, and pilots have extensive use of them during their training. It is extremely rare and ill advised for a pilot to not follow the QRH in the event of an emergency (the only safe example i can think of is Captain Sully not following QRH during the dual engine failure), however in an engine failure there are memory items that must be learnt by memory and these items in the event of an engine failure will secure the engine. The QRH comes out after this and as stated, is easy to follow and very clear.

[@Iconoclasher]

If I'm ever rich enough to have my own Boeing airliner, I want to hire YOU to fly it for me! :D

[@NeilDjents]

What if all the engines suddenly fail at the same time and you have no thrust at all just after take off, below 200knots and 5000ft?

[@WayneGerald1776]

Brace for impact!

[@kenniejensen4767]

Dear captain! Hope you will be flying me to Italy when I travel with you airline this coming September. I have a scenario - you are placed behind the yoke of a 737-200 with an old manual cockpit - do you land the aircraft safely or is it too different from an NG?

[@mattesrocket]

Can you make a video about failure of all toilets? Well, I hope this catastrophe will never happen, but if... is the captain or the first officer calling out the problem? Is this going then on memory items?

[@bartprijs8254]

Mattes Rocket Depending how long the flight is. If it is a long haul then they have to divert to let it fix. I know a case that the waste tanks were full and the toilets were not working. They had to divert to offload the waste. It’s an expensive joke for an Airliner.

[@noobraider99]

Where did you buy that model please tell me I want to buy please tell me

[@mba7454]

Nice methodical brief. Please can you produce another video continuing from this one till the flight ends with either evacuation or taxiing to the ramp?

[@mannyroias3392]

nice video. can you show us dual engine failure on 737 at cruise altitude procedure and how to calculate vertical, horizontal speed to nearest runway distance please thank you.

[@MentourPilot]

I can see what I can do.

[@breakcoregivesmewo0od611]

With the left engine burning.. Ding! -- Lady's and gents, we have a techincal issue & going back.

[@drizler]

Wow. It all makes sense but damn🙈. You have to do all that stuff , some of it from memory while dirting your drawers and get it right. Secondly why don’t you immediately firewall the other good engine to assure positive climb as soon as the issue is noticed? I’m referring to on the ground before you rotate. Also if climb is begun and that ILS tower / gigantic tree is beginning to seem to close for comfort is that allowable?

[@MentourPilot]

No, and the reason is that you don’t want to overboost the remaining engine. The power is calculated to be enough for a safe single engine departure if needed.

[@-yeme-]

I understand the priorities of flying the plane first and foremost but Im kind of surprised ground arent notified absolutely as soon as possible, even if its just a very short message of "callsign/engine failure on takeoff", given the possibility that the failed engine has left bits of itself on the runway which could pose a risk to the next plane to take off.

[@hillbilly9804]

I would hope all pilots have your knowledge but I am sure that’s not the case. I have never been very big on flying. I know it’s suppose to be safer than driving but at least driving I have the wheel. If I am to die in a crash then I want my hands on the wheel not on my head that’s tucked between my legs hoping the guy in charge is competent as you sure seem to be. All your videos are extremely educational and very well done. Glad I found this channel.

[@MrRexquando]

Great video! I think you get 100% on this one. The reason you check with your crew is 1/2 dozen crashes have a contributing factor of a hostile cockpit environment with the crew afraid to assert themselves. The KLM crash was one of the best examples of this.

[@nicholasjohnson6724]

Yes, CRM always.

[@Petra44YT]

I'd feel safe flying with you. Unfortunately, I don't fly with you, though ;-) (The only airlines in the past five years or so: Lufthansa, Air Berlin, Emirates and Air Koryo. Oh, yes, and one flight with El Al.)

[@likehuore5401]

Actually I have a question for you: How ATC recives something like fPlan, route etc. from pilots/aircraft

[@stevenlarratt3638]

Its logged before flight etc...

[@benjamingaiety9158]

To the sad dislikes, you’re the sort of people I’d love to kick off my aircraft

[@felix_d5412]

I didn't know that there is a one-engine-version of the 747 ;)

[@nicolasmagnussen6923]

also took my eye

[@iitool]

That's why he is making this video about engine failure... Very important to be able to react to an engine failure in a single engine 747

[@Nicholas-f5]

Every plane can become a glider

[@jeffhurckes190]

Look up UA 811. 747 lost engines 3 and 4 due to a cargo door failure.

[@wkdravenna]

Have you ever had to eject your warp core ?

[@Peter-976]

That won`t be needed until he has given it all he`s got!

[@DailyFrankPeter]

Nah, reversing the polarity always helps.

[@InsideOfMyOwnMind]

Peter Q That's what she said.

[@aibackup2445]

+DailyFrankPeter but only that of the neutron flow!

[@somedude3766]

It mostly happen following a coolant leak...

[@CptMilkk]

happended to me TWICE

[@MentourPilot]

Really?

[@CptMilkk]

@@MentourPilot yep

[@postersm7141]

Love the videos and I would be extremely at ease if you were my Captain. I wish I would have learn by interest for flying when I was younger. At 47 it's probably too late to try to become a private pilot. Well I guess if you have enough money you can do anything. Anyways excellent videos!

[@P_Jag]

It’s very expensive (around £8 to £9.5K in the UK for a PPL) but you are definitely not too old, as long as you can get a Class 2 medical you can learn to fly privately! Things get a bit more involved in terms of the legality once you hit 55 but still completely possible.

[@paulwilfridhunt]

Would you feel safe flying a 2001 global express win 6500 hours on it.

[@MsElke11]

wow, you filmed this in FEB 2017, just 2 months after this happened to me on Dec 22 2016. It was the scariest 30 minutes of my life as the pilot announce a fire in the engine, turned back to the airport, got rid of the oil from the wings...which freaked me out as I thought it was flames burning from the engine. Does engine failure happen often?

[@stevenlarratt3638]

Worldwide once a week or so a very very small percentge of the 10's of thousands of flights daily, hope this helps

[@TheVimeo]

that was an amazing video! After watching this king of video's and feel much safer when flying.

[@justicemoody]

This is why pilots are worth their crust.

[@Yetbo65]

Very informative even to a layman like me. You sound like a professional instructor Captain. Congratulations. !!!

[@MentourPilot]

Thank you!

[@olliemeres8788]

Awesome. The ATPL theory would be far more bearable if you were doing lectures. More of these please!

[@MrMalam1234]

That's why always fly aircraft with 4 engines

[@mx5mke]

" normal engine failure" ==> Engines do fail during all phases of flight. That's why "engine failure" is a common simulator scenario, "spiced up" with simultaneous fire, hydraulic failures, bad weather, failed electronics, low altitude, etc, etc, etc. Unfamiliar scenarios with NO CHECK LIST are more adrenaline-worthy. Checklists mean a LOT of failure modes were considered and addressed by a LOT of people. Checklist items often mean "somebody died to teach a lesson to the rest of us.")

[@sparkymax4290]

I'll remember about 3% of that.

[@mx5mke]

Does your "merchandising" department have sweaters with a "MenTour" logo? Just wonderin'...

[@Peter89H]

Can you please expand your thought process. You say that N1 is running down slowly, followed by EGT fail alert with a positive N2. After which you conclude an engine failure on engine nr 2. Isn't that contradictive or have i missed something? Shouldn't it be engine failure nr1? Thank you.

[@johnjustjohn8168]

engine failure on both engines right after rotation , what is the procedure ?. :) .

[@samuelhara4874]

I have you also have a fantastic day! You are great man Mentour. So many future pilots watching your clips and get inspired to fly high ..

[@emresancar-x5c]

Is the checklist sequence true ? 1. memory items. 2.NN checklist (only NNC with memory items) 3.After takeoff checklist. 4.NN checklist without memory items. 5.related checklist on going.

[@michaeldougfir9807]

As an occasional flyer I have sometimes wondered about a few of the things discussed in this video. I must say, this is an encouraging video. I have reason now for good faith in the airliner crew, confident that things are being handled in an intelligent, professional manner. Thank you. I will rest easy on my future flights now.

[@matthewkhamies9931]

Amazing video great tips thanks for the information mentour!!

[@RaterisimoCBA]

Awesome video, great information ! I'm taking a flight training course here ! :)

[@vladimirgeorgiev4816]

In the case of an engine failure, and the plane lands safely on the runway with no danger of fire or anything else... Does the plane taxi back to the ramp on its one remaining engine (if it's a 737) or is it going to be towed?

[@MentourPilot]

That depends on the damage. If it’s just a failure, we Taxi in.

[@FungedeBagre]

You are exceptional.

[@YeshuaAgapao]

Kind of sucks Southwest has had two cases of shredded engine cowlings and Lion Air and Ryan air haven't had any yet.

[@stevenlarratt3638]

@@aviationengine6701 depends on many variables, would you like a short list if still interested?

[@elleryjqueen1712]

Having only one engine then return to the runway, that's a heavy landing for sure, with engine breaking only on one side, whats the procedure for that?. Great video, you flight crew guys are under appreciated by many for sure, but I hold you guys in very high regard. Thank you all for keeping us safe.

[@outwiththem]

What about a double failure or a fire at 3,000 agl after take off and Turnback to side runway on your left side??

[@TesterAnimal1]

There’s a good example on KZbin. A twin engine ( I forget whether 737 or A320) takes off at Manchester, and gets a bird strike just on takeoff. They continue and return safely.

[@jackrainbow560]

I don't understand why you have to check parameters, speed and roc before gear up. no way you can go back down to runway, so sooner you get the gear up the better. is it that if you have for example zero climb then putting gear up could increase drag and give you descent instead of climb?

[@davilor79]

No waste more energy?

[@zoli11]

There had been instances where pilots retracted the gear too early and the plane collapsed onto the runway and slid along. That's why the procedure was put in place to check these parameters and announce "Positive Rate", followed by the command "Gear Up", regardless of emergency or not. The entire procedure takes 2 seconds.

[@TheMrVengeance]

If the plane isn't climbing at that point, there's a high chance you're going back down onto the runway, if that happens you don't want to already have your gear up and belly slide.

[@mx5mke]

Q: Somebody inquired: "Have you ever had to eject your warp core ?" ===> Is that even possible on modern aircraft, to deliberately "eject" an engine. It's only FOUR bolts (!) connecting engine to pylon, AFAIK. (e.g. Uncontrolled engine fire or fan blade separation causes severe vibration threatening structural failure.)

[@bartprijs8254]

Would it be an idea to show a practice round in a simulator what you guys are doing physically in this case. I believe a lot of people do not know the workload involve. Would be interesting to watch.

[@beagle7622]

I used to watch fully loaded 727’s flying out of Adelaide going to Perth. I could see them for over 10 minute sometimes they seemed to climb so slowly. Evidently I am told they did but once they got to a certain speed the went into a much steeper climb. I also remember stopping there one night to upload extra fuel because of head winds. They used Vor’s in those days, upgrading to the Omega system did not have anyway of finding the best track for fuel usage. Today they go a OMG way south to get the best winds.

[@sierrabravo7368]

As a non pilot it is astounding just how many procedures you have and all of them are written in blood

[@tonyhaines1192]

I don't understand the shallow climb angle thing. You would think an 8 degree or lower climb angle would put less strain on the 1 good engine. Pilot is working to compensate for the asymmetrical thrust and all. B17s climb out at 3-5 degrees.

[@muhammedshibil1390]

Hi captain, pls.. Make the app fully free. I saw some video is paid

[@ChuckJ1944]

With a complete one engine out, do you really have enough thrust to have a 2,000'/min climb with a fully loaded aircraft?

[@eco_guardian]

I love the older videos of you. But are pilots really watching youtube and using apps for emergency instruction??

[@Basil2701]

Normal rotation rate is 3degrees per second so that you achieve the 15 degrees pitch by 05 seconds . Single engine is 2.5 degrees per second so that you can achieve 12.5 degrees by 05 seconds after initiation of rotation.

[@InsideOfMyOwnMind]

"In the event of a normal engine failure" makes me want to fly tomorrow!

[@mx5mke]

" normal engine failure" ==> Engines do fail during all phases of flight. That's why "engine failure" is a common simulator scenario, "spiced up" with simultaneous fire, hydraulic failures, bad weather, failed electronics, low altitude, etc, etc, etc. The real fright arises from unfamiliar scenarios where NO CHECKLIST exists. (Checklists mean a LOT of people thought a LOT about failure modes and anticipated error recovery. Checklist items often mean "somebody died to teach a lesson to the rest of us.")

[@InsideOfMyOwnMind]

Good points. I don't care whether you are a pilot or a passenger, going several hundred MPH at 35,000 feet does come with certain known accepted risks.

[@stevenlarratt3638]

@@mlx39996 depends on where you are, if landing at mexico city and the engine has failed at 2000feet then you know something has gone wrong, badly wrong...

[@JohanMsWorld]

A great video as always. But I am curious about why you retract the landing gear and flaps as soon as you can in these case? Would it not be recomendeble to first identify the problem in order to see if the hydrolic and electronic systems are all operational before you do that? Cause in case you are losing hydrolics you might want to fly with gear and flaps down in order not to lose the abilty to re engage those later for example. Johan.

[@MentourPilot]

That has to do with performance. We first want to get the aircraft safely up on the air, then we can trouble shoot further.

[@JohanMsWorld]

I can understand that and its a great aproache when all the other systems are working as they should. But it could be less great when they are not - Or do you get warning lights and info if they do not? Johan.

[@stevenlarratt3638]

@@JohanMsWorld when the flight envelope is such a close proximity to stalling and the immediate risk of the aircraft and that of people in the flight path is great the main thing is to get airborne, altitude is your friend... the undercarrages are designed to not need hydralics to lower them if they fail. They can be dropped down. Aircraft have APU systems on board as well to back up hydraulics pressures if needed, some times you can hear this during start up/shutdown like a barking dog in the nose wheel section of most aircraft... to get to 400 feet takes a few moments and once a positive rate of climb can be established and drag minimised then troubleshooting can begin... As a comparison its like getting a puncture on a motorway, you would still roll the car to safety and then assess the situation when safe to do so

[@earlmiller3212]

You have to be a great asset to your airline. I had to many bad experiences flying, and will never board a plane again unless I can fly in the cocpit.

[@stevenlarratt3638]

I always ask if i can fly in the black boxes...

[@hagarthehorrible1391]

What happens if for some reason all engines fail during takeoff? At V2 in your explanation. Does it mean the end for the plane and passengers? Always wonder and fear during every take off.

[@fouazakkouche699]

Flying V2 is vey important after lift off. Util flaps slat eetraction than maximum angle speed to avoid high ground with one engine inoperative

[@Silence975]

just a question from me , don't you need some time to dump fuel in order to not land overweight in a scenario you have to return and land ? very good video keep it going :)

[@sharoncassell9358]

If yheres time prior to landing and high enough altitude for fuel to dissipate in air. You would not want to drop raw wet jet fuel jp1 on someone's head.if not high enough.

[@theldraspneumonoultramicro405]

is that picture the cockpit of a plane in the landing phase with noone in the seats? that better be a simulator or else i seriously question the wisdom of that just for the sake of a nice picture! and out of curiosity, during flight, what do you do in case of a total loss of 1 engine? i.e the engine blows up or falls off (yes, there actualy is incidents of a entire engine falling off mid-flight) in a case like that, what do you do? to me it would obviously count as a mayday, but does it realy? or is it circumstantial? could a total loss of one engine count as a pan-pan?

[@sharoncassell9358]

Yes. Plus where did the engine fall? Give vectors so they can find it if you know. And if they do they can inspect what's wrong with it if still intact..water?

[@sharoncassell9358]

How do you explain coming back with 1 engine missing without notifying someone on the ground ?

[@parratt-world]

Feeling informed and with increased confidence. Thank you sir.

[@plumbdog1964]

Thanks for very thorough explanation

[@doma5262]

Is there any requirement to gain as much altitude possible or a certain level of altitude during an engine failure or other type of failure after take off, should the other engine fail and there not being enough height to glide the aircraft back to the airport etc safely?

[@morethan4mph]

I design complex (and very expensive) scientific equipment and I am learning a lot from these videos about how to teach people to deal with failures and problems without them jumping to conclusions or engaging their "confirmation bias" filter. I know a few other professions have used a similar approach (surgeons for example). Does much of the cockpit training carry over to your approach everyday life?

[@sharoncassell9358]

Yes. Mechanics medical personnel... chefs. You would not believe the chaos that can be created in the kitchen among manager waiters head chef...customers.

[@TiptronicSS]

Woaw this is different compared to recent episodes :) but still pretty good :)

[@marcwatson5533]

Thanks for the video, about 2 months ago I got a flight in a small aircraft at the local airport for my birthday. I cannot wait, I think I'm going in the Summer and this may be where I get the 'aviation bug'.

[@avamendez1272]

Marc Watson have fun. once you're bitten, there is no cure for the aviation bug😊

[@marcwatson5533]

Ava Mendez I can't wait.

[@topofthegreen]

I'm like a sponge absorbing all this great information,

[@saintjohn6820]

Your videos are fantastic for aviation enthusiasts who wish to understand. Thank you 😊

[@douglascorley5887]

Thank you hope this never happens to anybody

[@parteekmandhan7522]

Hi mentour I am 13 years old studying in high school in Australia. However, I just want to ask you that is getting a B in maths good for me if I want to be an ATPL and fly a Boeing 777 as a captain in Qantas. Any help would be very much appreciated.

[@avamendez1272]

Parteek Mandhan yes, math skills are very important. keep your grades as high as possible, get your degree from University, this will open many doors for you in the future, best of luck.

[@chromaproductions9]

Perfect explanation . . best video and most informative . . I shall test immdeately on my Lockheed M. simulator

[@sharoncassell9358]

Goodluck safe flying.

[@nebcrd2643]

Hey Mentour thanks a lot for all these great videos, you brought back my interest in flying to life ! (I'm even leaving a comment... which I never do on YT ;) ) May I ask where you shot this video ? This format is great and more entertaining but the echo isn't pleasant to hear. If you own the place then maybe some acoustic panels would do the trick. Thanks for all the hard work you put into this channel !

[@nebcrd2643]

Thanks for your quick answer, you deserve them without a doubt ! Can't wait to see that !

[@sharoncassell9358]

It sounds like a museum in there.

[@dariusgabrielneacsu8806]

2:31 Holy moly is that a miniature 747 with only one engine??😱😱

[@SE45CX]

So, with an engine failure on the left, you prefer taking left turns, correct?

[@sharoncassell9358]

No. To balance put in more right turn or rudder to compensate for tendency to turn left if only left engine is operating. Torque & weight.

[@danielaramburo7648]

Mentour, have you ever farted while flying the jet?

[@MentourPilot]

Many many times..

[@danielaramburo7648]

@@MentourPilot LOL!!! In an in closed cabin..... get out the gas mask.

[@paintinglife]

Ur videos are always informative.. it never gets old

[@77thTrombone]

As a general rule, when one has a single engine failure, it is best to divert to Prague.

[@nicolasmagnussen6923]

what did you do to that 747

[@benmowete5329]

Great job you are doing, I must say. I really appreciate. Is it safe practice for a 737 to be flown by just one pilot? I once had an experience where someone I had thought was the copilot ended up among the cabin crew for virtually most of the 50 min flight.

[@ollylewin]

Without a doubt another pilot on a taxi flight. They may well use the jump seat in the cockpit to take-off but found the cabin seats more comfortable. It's a two man operation at all times. Could have been a check pilot who was there to monitor take-off procedures? Not sure. But certainly wasn't the first officer.

[@sharoncassell9358]

First officer wear 3 stripes on shoulders pilot wear 4. There are 2 capts or 1 first officer & 1 capt. In the cockpit. That pilot may have been deadheading just riding as a passenger or taking his turn to rest on longhaul flight.

[@maqdxb]

Thank you, Captain for all the great videos, I can't say which one is the best, simply because all of them are amazing :) I have a question: On my last flight aboard Boeing 737-800, while landing I realized that there is a sliding part opened after touching down, showing the inside of the engine, then slowly slides back to its original position... I thought there was something wrong with the engine, I informed one of the cabin crew who explained to me that this is some kind of a new tech of the jet engines... could you please explain it to us in one of your upcoming videos? much appreciated.

[@maroon9980]

It is not some kind of new tech, what you are seeing is reverse thrust, which is on all modern commercial aircraft. It helps slow the aircraft down.

[@sharoncassell9358]

Mentour does. It s thrust reverser pushing air back thru engines to slow airplane down. Brakes and spoilers are also applied but these bucket looking part of engine cowling spoil air foil like drag chutes on fighter planes.