- Full motion 787 Simulator.
(upbeat music)
(beeping)
- Take off we will get engine fire.
- There was one a engine out on takeoff.
- Going up first.
- You always prepare for the worst scenario.
- Engine fail
- So we start with engine fire. Now with engine failure.
- Fire planes now have to auto land with one engine off
- I will suggest a fuel jettison
to the lower the max landing weight.
(upbeat music)
- Are we gonna fly the dream liner on the flight simulator?
- Yeah
- Yep
- Wow! I've never flown a dream liner simulator.
- Really?
- Must be very new to Turkish airline right?
- (mumbles)
- Wow, looking forward to it.
(Upbeat music)
- Two motion 787 simulator.
In here they have to have a 21 degree room temperature.
To keep the simulator, the condition.
We're just waiting. The captain allow
us to go inside to take a look.
(upbeat music)
- [Captain] Welcome to our training facility.
This is the (mumbles) simulator.
There is no difference between real plane simulator device.
That's why we call this simulator is uh--uh
Level D approved with zero flight time training.
So that means when you get training here.
You can fly a real aeroplane as a co-pilot.
- Hello, my name is Rohan Nubahowser.
I am from Austria actually. On that flight
I am the commander and this is my
friend. Hi going with me today.
- Hello. My name is Lushburg Piramolar and I'm from Turkey.
With this flight.
I'm with my commander and my um
(mumbles) as a first officer in this flight.
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- Today's sims section will cover, hot takeoff.
That means uh he will use uh hot display during takeoff.
But during takeoff he will get engine fire
so that means he will shut down one of the engine
he will extinguish the fire and he will takeoff
with maximum takeoff weight. That means
He will need fuel dump before landing.
- Coming in. This is very cool. This is.
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- [Pilot] Turkish 55 in long cell zone degrees 5 knots.
We'll take off from eight two zero centre.
- From eight two zero centre are cleared for takeoff
Turkish 55 hand.
- [Man] Cleared for takeoff.
- Yes sir.
- [Man] Are you ready?
- I'm ready.
- [Captain] Then you have control.
- I have controls and you have communications.
- [Captain] Takeoff.
(Plane engine roaring)
- [Plane] D1
- Rotate
- Close the gear
- Gear up
(beeping)
- Identify problem
- We have fire engine left indication
- Check fire engin indication,(mumbles) check left cell
- Order to turn off switch left, confirm
- off, confirm
- Trust the left off, confirm
- Confirm
- Idle,
- I continue
- You continue
- Through controls switch left confirm
- Confirm, right trust left
- Check
- left ancient fire switch, confirm
- Confirm
- If fire ancient message stay show, stay and hold
for one second
- Check
- I open the check list
- Yes sir, declare emergency
- Mayday Mayday Mayday, Turkish 55 Engine Fire
proceeding straight ahead into the holding
- So there was an on engine off on takeoff
after V1, humm but if was still fyling very smoothly
so what we are doing now given ATC has given us
3500 feet maintaining this level
so we will dump so fuel as we have a maximum
takeoff weight out of Signapore so now we are
dumping fuel and then circling and then later
return back to land.
- We lose the one of the engin and the right
engin, ah right engin is running great now
left engin is the gone
so we start with engine fire, now with engine failure
Options, are we holding over Signapore, so the best
things also to turning to Signapore or we can
discuss and we could lose out of ranges right away
So according to this informations my decision
would like to open (mumbles) so my decision
to turn back to Signapore, what would you think
- Yes, I agree to that, I suggest we do fuel
checking soon for the max landing weight
- Yes sir
- and then make our landing, weather is fine
I would just ask of the runway used and
we can prepare for that and also I would ask
for the fuel check
- Fuel check, yes
- Signapore, this is Turkish 55
- [Radio] Turkish 55 go ahead
- Turkish 55 now landing run will be
ground lane 02M, minus approach
- We can see now that the fuel is running here
out of the aircraft, these are the nozzles
on the right wing, on the left wing
where the fuel is pumped out of the aircraft
and we see the fuel to remain in the chamber
which means we will have 27.8 tonnes of fuel
which gives us the maximum landing weight
and the checked decent time from now will be 27 minutes
that's the time it take to the fuel is out.
- In simulation do you always practise for the worst
scenario, because in the real scenario we probably
have never seen on take off we have one engin
flame out then you dump fuel and you come back to land
- You should fly at least 30 years to get to one
engin failure, so that means it is rare.
- Very rare.
- Ya, but in this one so that means I should create
a scenario the worst scenario, lets say you assume
that you lost engin, you will do landing.
But, think of that worst scenario, so that the
worst scenario you assume that you will do the
landing but you will do go around okay
all this action is changing.
[Radio] 110 feet
[Female Voice On Radio] Turkish 55 go around please
- Go around
- Going around Turkish 55
[Female Voice On Radio] Turkish 55
100
50
40
30
20
10
- keep breaks up
- Revert to landing
- Afterwards you have to make a decision,
the decision is the descent of the check list,
you have consider,
fuel jettison or to have to make and overweight landing
so if time permits and it's not actually very
critical, it's better to reduce to the next
landing weight, that's what we did, we did the fuel
jettison, the check list and the computer calculates
how much fuel we have to jettison to get down to
our maximum landing weight, it also tell us how long the
fuel jettison will need so we are aware of the situation
and how long it takes and how much will have to check it.
(upbeat music)
- This time the captain will fly but just he will
monitor the situation, copilot doing monitoring duty
so hopefully will land with one engin off in the
25 close range, so I adjust 25 close feet here
(radio chatter)
- Turkish 55
[Radio] 100
50
40
30
20
10
- Speed breaks up
- Lift left engin
- check
(beeping)
- This is Turkish 55
- One scenario, this will be low visibility takeoff
so they will depart with visibility under 50 metres
this is a critical visibility so they will use
hot display so in case of rare scenario, let say
today they will have a rejected takeoff
so at critical stage, at critical speed, they
will reject takeoff, so that means, they will ask the
captain to keep a plane on the centre line so you will
the actions so know I will move from Signapore to New Aiport
- Take off truss set
- Check
- 80 knots
- Check
- hold
- engine fails
- Engine fail right
- Check
- Turkish 55 go around go around
- What happened during takeoff at critical stage engine fail
so captain should do reject before critical speed
so we call critical speed is V1 that means decision
speed, so he go the decision, he rejected takeoff so what
action he did so immediately try settle idle same time
he descend thrust he will use the full
same time he will keep it clean on the centre line while
using head of display, then he will check the speed
then inform the speed and make sure that it is around
the 6 knot inform that we are doing rejected takeoff to ATC
because they are other aeroplane they push it the wrong way
so that means it is critical to communicate them the tower
so you know the tower they go around the departing plane
because they assume that this would depart but normally
a plane couldn't depart to engin failure. This was
properly done, well done.
(upbeat music)
- The next will be low visibility approach with 75 metres
area.
- This area, we have low visibility a plane can do some
move this same plane can do autoland with condition
[Radio]50
40
30
20
10
- So in this case with 75 metres we land with
to the airport, so you see that a plane did itself
so go speed same as the pilot.
(siren)
- Thank you very much.
- Your welcome captain, thank you
- It was great, great learning, really.
- Thank you so much
- Never seen, never seen before.
(laughing)
- It was my pleasure, thank you.
- Well Captain and first officer
I also want to thank you very much and our instructor here
um giving this special experience to see a lot of scenarios
that really happens but as a pilot you always prepare
for worst scenario and you always keep a cool head
knowing what to do during a situation like this, so
thank you very much for this experience. Thank you
OH another certificate here
OBSERVATION FLIGHT CERFIFICATE
this is amazing
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