Double ENG failure 733 what would you do?
Joined: Sep 2008
Aviation Qualifications: ATPL
Posts: 3,435
Likes: 1,202
From: 41S174E
Man there are a million ways to skin a cat aye?
In the sim I mucked around with it a bit and found that 4000ft aal, green dot, clean at 10nm, no wind , worked well. How you get there is going to depend on the day, it may well be more appropriate to go overhead. I configured late but can't remember if I did it with alternate or by swapping APU gens.
The idea of configuring early is, in my opinion, a bad one.
In the sim I mucked around with it a bit and found that 4000ft aal, green dot, clean at 10nm, no wind , worked well. How you get there is going to depend on the day, it may well be more appropriate to go overhead. I configured late but can't remember if I did it with alternate or by swapping APU gens.
The idea of configuring early is, in my opinion, a bad one.
Fleet Manager
Joined: Apr 2001
Aviation Qualifications: ATPL
Posts: 7,448
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From: various places .....
For what it's worth, some years ago I ran this exercise with some ex-Chinese AF fighter jocks who were then flying with a Chinese 733 operator.
Just about every pilot did it differently, from dirty on high to fast initial .. and every pilot got in just fine.
Not sure what to make of that but it was interesting to watch from the organ grinder's seat in the back.
Just about every pilot did it differently, from dirty on high to fast initial .. and every pilot got in just fine.
Not sure what to make of that but it was interesting to watch from the organ grinder's seat in the back.
Joined: Jun 2000
Posts: 4,507
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From: last time I looked I was still here.
Lunav: Well done; short sharp correct answer due to the cross over of buses to relevant ELEC HYD pumps. Remember that to swap over the busses you have to first de-select the APU off the bus then reselect it on the other bus. I gave an electrical/hydraulic scenario in the sim where this switching over was chosen by one command candidate. However, he was confused why it didn't work. Other candidates chose manual gear extension over manual flaps, but it was a combination of hydraulic & electrical problems that left you with only electrical choices. It also gave the choice of what system to have powered in the case of G/A.
To complete your double engine failure scenario UP speed should give enough windmill power to use the engine driven pump, but I suspect more slowly than normal rate, however, the gear once unlocked should fall anyway. Once in your descent window F5 idle power gives almost a 3 degreee glide angle, so MK. 1 eyeball will be in tune with the normal picture. Aim at the far end of the Rwy, depending on length. When certain drop F15 & gear, then any more flap as required. If I had to choose for the APU I'd put it on Bus 1 to use the flaps more quickly, and be ready to pull the gear handles if the normal system sticks.
To complete your double engine failure scenario UP speed should give enough windmill power to use the engine driven pump, but I suspect more slowly than normal rate, however, the gear once unlocked should fall anyway. Once in your descent window F5 idle power gives almost a 3 degreee glide angle, so MK. 1 eyeball will be in tune with the normal picture. Aim at the far end of the Rwy, depending on length. When certain drop F15 & gear, then any more flap as required. If I had to choose for the APU I'd put it on Bus 1 to use the flaps more quickly, and be ready to pull the gear handles if the normal system sticks.
