Food for thought : B734
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Joined: Mar 2005
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From: singapore
Food for thought : B734
This is for the B734.
What is the most obvious indication that one of your engine or both of your engines have failed(excluding loss of thrust or yaw)?
i'm a newbie for this a/c by the way..
What is the most obvious indication that one of your engine or both of your engines have failed(excluding loss of thrust or yaw)?
i'm a newbie for this a/c by the way..
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From: Australia
Seeing as you've said "excluding loss of thrust or yaw" that doesn't leave much else to be said, at least for the single engine failure case.
Dual engine failure in the simulator is usually recognised as a Dual Generator Failure (in 9 out of 10 cases), and as popping eardrums in the aircraft as the air-conditioning air supply ceases. In the remaining 1 out of 10 cases, secondary recognition comes from the more alert of the 2 pilots uttering a very loud expletive beginning with "S" and ending with "T".
Regards,
Old Smokey
Dual engine failure in the simulator is usually recognised as a Dual Generator Failure (in 9 out of 10 cases), and as popping eardrums in the aircraft as the air-conditioning air supply ceases. In the remaining 1 out of 10 cases, secondary recognition comes from the more alert of the 2 pilots uttering a very loud expletive beginning with "S" and ending with "T".
Regards,
Old Smokey
Joined: Nov 2005
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From: right here
it will suddenly be quite silent. except for your cp cursing the day. if engines windmill for some more time, generators will continue to give elec and u might have hyd press, but once you loose airspeed the loss of elec & hyd will disconnect the a/p, your screens will turn dark since you're know on battery. loss of bus power or low hyd press will light up some system ann. lights & master caution.
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From: Rome
Originally Posted by babyboeing400
What is the most obvious indication that one of your engine or both of your engines have failed(excluding loss of thrust or yaw)?
By the way low oil pressure indication is probably the best way to make the diference between a loss of thrust on both engines and a loss of both engine driven generators.
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From: Rome
Originally Posted by babyboeing400
i tend to get stressed out when i'm given eng failures in the sim....
wonder if this is normal or not..
wonder if this is normal or not..
Thread Starter
Joined: Mar 2005
Posts: 106
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From: singapore
another question..Limitation has it that the APU should not be operating both GEN Buses in flight..in the event of dual engine gen failure or loss of thrust on both engines,do we still have to follow this limitation or put APU GEN onto both buses?i understand somehow that if u overload the APU GEN in flight,u might screw it up?
someone please confirm..
someone please confirm..
Joined: Jan 2005
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From: uk
In flight you won't be able to put the APU on both busses, it's not possible. With a dual generator/engine failure don't forget that most essential equipment will be powered through the transfer and standby busses, which will both remain powered with the APU powering just one main bus - you'll just lose the high load and non-essential items on the other bus i.e one elec hydraulic pump, a couple of fuel pumps, some pitot heaters and a few other bits.
A good dual engine failure briefing can be found on Chris Brady's B737 site, written by Capt Mike Sykes of bmi:
http://www.b737.org.uk/lossofthrust.htm
This may go some way to answering your questions about use of the APU in tis scenario.
A good dual engine failure briefing can be found on Chris Brady's B737 site, written by Capt Mike Sykes of bmi:
http://www.b737.org.uk/lossofthrust.htm
This may go some way to answering your questions about use of the APU in tis scenario.
Joined: May 2006
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From: NEWCASTLE UPON TYNE
Originally Posted by babyboeing400
This is for the B734.
What is the most obvious indication that one of your engine or both of your engines have failed(excluding loss of thrust or yaw)?
i'm a newbie for this a/c by the way..
What is the most obvious indication that one of your engine or both of your engines have failed(excluding loss of thrust or yaw)?
i'm a newbie for this a/c by the way..
Joined: Jul 2000
Posts: 1,598
Likes: 11
From: Down south, USA.
Would a dual flame-out in a 737 at higher altitudes leave you with enough windmill hydraulic pressure to fly the plane? After you (the Captain) quickly decide who must fly, does the other guy put on his oxygen mask and then start the APU using just ram air, as stated on the red-bordered Emer. checklist?
By the way, a (M) Douglas DC-9 or MD-80 needs no hydraulics to fly, for any primary flight controls.
By the way, a (M) Douglas DC-9 or MD-80 needs no hydraulics to fly, for any primary flight controls.
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From: Rome
After a loss of thrust on both engines you will loose the CM2 flight instruments. Therefore the CM1 becomes the PF. I would suggest to accomplish the recal items as they are stated in the QRH before attempting anything else. You will have to turn on the APU anyway in the NNC.
Off course there is a big difference between a LOTOBE at 35.000 ft and at 3.000 ft... In both cases it is the Captain's duty to determine the safest course of actions by using all the informations that he owns.
For what concerns the hydraulic pressure, in the sim the windmilling effect provides enough pressure to maintain a good control of the airplane.
Off course there is a big difference between a LOTOBE at 35.000 ft and at 3.000 ft... In both cases it is the Captain's duty to determine the safest course of actions by using all the informations that he owns.
For what concerns the hydraulic pressure, in the sim the windmilling effect provides enough pressure to maintain a good control of the airplane.
