@ikolkyo967 you're kidding right? Almost all the pilots I've spoken to who have flown the 73 and the 320 prefer the airbus. Its more spacious, quieter and better laid out.
@ikolkyo967 I'm not having a go at you for having an opinion, I'm trying to start a lively debate about why you have formed those opinions. So far you seem to think the 73 is better because it has bigger screens.
@njebarr Sorry to be harsh.. It's really just a debate over which plane's flight characteristics you like more, or whatever airline you fly for's fleet.
@asdfghjklsaab not at all, for example easyjet used to have 737s but these have been phased out and replaced with A320s. Currently at CTC in Southampton some easy 737 pilots are carrying out a type rating on the airbus. In the length of a pilot's career its is very very likely that they will fly several types of aircraft. 737s and A320s are two of the most common types of airliner!
@njebarr I realize this, but I said it's unlikely that someone would have two licenses for different planes at the same times. Airlines only allow one plane license at a time.
@asdfghjklsaab ok, while it is possible, it is uncommon. However I have no idea why we've gone off onto this tangent! All I'm saying is that the pilots I have spoken to who have flown both usually prefer the a320. As it happens I have recently taken a job flying for easyjet so I am about to start my type rating on the a320 family, I try to stay unbiased and as such I am only reporting what others in the industry have told me.
@njebarr Fair enough, but again, it's really personal opinion and what your airline flys. I prefer the 737, as I feel the gauges are organized well and I think the flight characteristics are superior to that of the Airbus's. You prefer the A320 because from what you hear, it's the industry standard, you like how the cockpit is organized, and you think the flight characteristics are superior to that of the Boeing. It's really personal preference, and how you think the cockpit should be-
@njebarr organized. It's not whether or not one is better than the other. Neither one is. But I want to be in control of the aircraft, not have computers manage it for me. My three problems with the Airbus are the sidestick, the cockpit layout, and the control input. In the Airbus, your inputs go straight to the computers, which deem whether or not your action should be carried through. The pilot's input in a Boeing goes straight to the Ailerons.
it was not a fire test, Eng1 was running, there was F.F. and EGT, oil pressure also, slighly lower oil qty. N1 20% (idle) but I don't think he pulled the fire handle and discharged the agent, nothing showed on ECAM, perhaps what he did was only cut the fuel.
Negative. Although these guys were only pushing the fire test switch, they showed proper procedure by taking ECAM action. THATs how you put the fire out. NOT by speeding up the engine. However, you can put out a tail pipe fire AFTER fuel shut-off, by motoring the engine....in other words, spinning the engine with the starter without adding fuel.
Tail pipe fires are rare in modern aircraft. In fact, we modified our aircraft with a mod called "max motor". During auto-engine start....which is every normal engine start, the auto-start procedure will spin the engine up to "max motor" rpm and HOLD it there for around 20 seconds. This clears the tail pipe. We look for max motor to see that it is workling properly. Then the FADEC adds fuel and ignitors to lite-off the engine.
When we see fuel and ignition, next our instrument scan goes to the rpm indicator....we want to see "rotation." Without rotation the engine will .....WILL overheat and require changing. At the same instant we next want to see oil pressure, or instantly shut down. Next is a smooth exhaust heat trend with stabilizing rpm and a "roll back" to normal operating temps. Starter cuts out at right time and generator kicks in also. All is normal. Switch from start to "run" position.
But before ANY engine run, we look for the three most important things...brake pressure, brake pressure, brake pressure. You see, it doesn't matter if you EVER get the engines started. The only thing that matters is that you can stop the airplane once the engines do get started. Oh yeah, it's happened before. Some hapless person started the engines without checking the status of the brake system and once the engines were running, they were just along for the ride. No brakes and no steering.
T-handle out was the fire switch being released, closing the fuel spar valve, hydraulic shut-off valve, closing pneumatic shut-off valve (PRV) and arming and directing both fire bottles to the affected engine.
Fuel pumps are off. APU bleed off. further isolating air and fuel from the engine.
Fire bottle number 1
First bottle was fired and the chrono was started to time the 30 seconds wait before the second bottle is fired.
@whalleywo The Fire handle of the A320 is in the Overhead Panel, in the video you can just see, as he closes the Engine Master Lever, the Fire Handle is managed by the second guy in the cockpit, which cannot be seen.
In regards to how he fought the fire, you can see that the thrust lever is at idle. The first action was to shutdown the engine (master switch was placed to off). If you listen and watch, everything else was done accordingly.
@whalleywo Actually, the VERY first item to do is to cancel the master alarm...! After extinguishing the attention getter (Fire Bell) and "ID-ing" what happened, THEN you attack the failure itself using the ECAM...!
In Maintenance, a fire drill is reviewed just prior to first engine start as standard procedure. The intent is to fighting a fire with no time wasted.
The flaw in relying on check lists for all emergencies explains why a US Airways Airbus A320 crash landed in New York's Hudson River with the Ditching Valve switch not selected closed. Three big opening allowed water to fill the aircraft eventually causing it to sink.
I think you meant to say that the outflow valve was left open because he DIDN'T follow a checklist. His ditching checklist specifically says to select the "Ditching Mode" guarded switch...which closes the the openings on the outside of the fuselage, all in one button. His co-pilot should have caught that. In the "air mode" which is what they ditched in, the AEVC doors closed at takeoff. The only thing open should have been the main outflow valve. Maybe the lav vents too.
i don't think he has it memorized, in my opinion he's just reading the engine performance directly from the display. And if he did follow a checklist, i find it weird he didn't silent the alarm and executed such a poor procedure for an expensive aircraft like this one. But thats just me.....
Aside from not cancelling the bell, I think that he covered the fire drill very well and no time was wasted.
Hes not using a check list. He was simply reviewing the after-start engine parameters when the fire bell sounded. In the event of an actual fire on the ground, the fire drill is done from memory and for good reason. Pilots would do it from a check list but thats another story.
You can't silence a fire alarm while the fire is still burning. You silence the fire alarm by "taking ECAM action" as is seen in the video The emergency check-list is printed in blue on the ECAM display. As you "take ECAM action" each item you accomplish disappears and you can then move on to the next emergency action item. A fire is like no other emergency. By the way, they were doing a test of the fire system, that's all. Fires rarely happen in modern powerplant systems. Good video anyway.
Following the ECAM it looks like some one did pull the fire handle and bottle no.1 which put the fire out after 30 secs, they didn't need the no.2 bottle as pulling the handle disconnects fuel, hydraulics and power to the relevant engine.
Apparently someone did pull the fire handle cause you can hear him ask for the 2nd bottle most planes bottles will not extinguish until the handle is pulled this will shut off all fuel flow and send the halon to the correct engine.
he clearly says "T-handle out, fuel pumps off, apu bleed off, FIRE BOTTLE ONE." becuase MX guys really say the checklist with out doing the action as they say it, good job.
Cancel the waaaaarninggggg!!!
Lefteris74 4 months ago
737 has alot nicer cockpit
ikolkyo967 4 months ago
@ikolkyo967 no it doesn't!
TheBadameco 4 months ago
@TheBadameco ya it does easier to read off of bigger screens soo much better
ikolkyo967 4 months ago
@ikolkyo967 you're kidding right? Almost all the pilots I've spoken to who have flown the 73 and the 320 prefer the airbus. Its more spacious, quieter and better laid out.
njebarr 4 months ago
@njebarr To tell you the truth the 737 is much better my opinion so don't start a huge fight about it alright
ikolkyo967 4 months ago
@ikolkyo967 I'm not having a go at you for having an opinion, I'm trying to start a lively debate about why you have formed those opinions. So far you seem to think the 73 is better because it has bigger screens.
njebarr 4 months ago
@njebarr Acually i like the 737 better in all spes
ikolkyo967 4 months ago
@njebarr It's called a 737.
asdfghjklsaab 4 months ago
@njebarr Sorry to be harsh.. It's really just a debate over which plane's flight characteristics you like more, or whatever airline you fly for's fleet.
asdfghjklsaab 4 months ago
@njebarr So you're saying that they had licenses for both, knew all the flight mechanics, and knew all gauge mappings? Highly unlikely.
asdfghjklsaab 4 months ago
@asdfghjklsaab not at all, for example easyjet used to have 737s but these have been phased out and replaced with A320s. Currently at CTC in Southampton some easy 737 pilots are carrying out a type rating on the airbus. In the length of a pilot's career its is very very likely that they will fly several types of aircraft. 737s and A320s are two of the most common types of airliner!
njebarr 4 months ago
@njebarr I realize this, but I said it's unlikely that someone would have two licenses for different planes at the same times. Airlines only allow one plane license at a time.
asdfghjklsaab 4 months ago
@asdfghjklsaab ok, while it is possible, it is uncommon. However I have no idea why we've gone off onto this tangent! All I'm saying is that the pilots I have spoken to who have flown both usually prefer the a320. As it happens I have recently taken a job flying for easyjet so I am about to start my type rating on the a320 family, I try to stay unbiased and as such I am only reporting what others in the industry have told me.
njebarr 4 months ago
@njebarr Fair enough, but again, it's really personal opinion and what your airline flys. I prefer the 737, as I feel the gauges are organized well and I think the flight characteristics are superior to that of the Airbus's. You prefer the A320 because from what you hear, it's the industry standard, you like how the cockpit is organized, and you think the flight characteristics are superior to that of the Boeing. It's really personal preference, and how you think the cockpit should be-
asdfghjklsaab 3 months ago
@njebarr organized. It's not whether or not one is better than the other. Neither one is. But I want to be in control of the aircraft, not have computers manage it for me. My three problems with the Airbus are the sidestick, the cockpit layout, and the control input. In the Airbus, your inputs go straight to the computers, which deem whether or not your action should be carried through. The pilot's input in a Boeing goes straight to the Ailerons.
asdfghjklsaab 3 months ago
Is that a simulator?
YagoRj357 5 months ago
rip headphone user, fck alarm omg
Minon157 6 months ago
thats what i call a hell of a job !!
IntiqYana 7 months ago
At last the instructer says "Good job, Athul" LOL! Indian guy.(:
devrajvarma 7 months ago
This has been flagged as spam show
-Engine fire!!
-Bring a camera and film it! :)
mateusz5221 8 months ago
Comment removed
mateusz5221 8 months ago
Pork
OmarTheGuy 8 months ago
why are they doing all this on the ground?
beergut111 8 months ago
@beergut111 it's a test..maintenance
Just4RapMusic 8 months ago
Is the master warn always a continuous ding. I always thought it was a triad like the autopilot disconnect.
coolmanak 9 months ago
@coolmanak It will keep ringing until you press tha master warning button
1053857 8 months ago
Mmmmm....I would panic....
Disendant 9 months ago
sounds like my dad's car when you leave the door open XD
ijizzedmypants15time 9 months ago
Great job. Staying calm and getting the fire out!
seanlee747 9 months ago
....um....that was fucking loud.
BoeingBeatsAirbus 10 months ago
@BoeingBeatsAirbus True that, that alarm hurts my ears!
bulletburposmiley 9 months ago
Please press the Master Warning :D
TheRealdpb95 10 months ago 2
It's not a fire. Its just telling you to put your seatbelt back on jk. lol
beaman220 11 months ago 2
It's not a fire. Its just telling you to put your seatbelt on lol.
beaman220 11 months ago
This is not a real engine fire, just practice?
DeeZanic 1 year ago
well everyone can have an engine fire by pressing the fire test button. haha u made my day mate !!
mctenner11 1 year ago
fuel flow good/everythings good *warning sounds*
thejack544 1 year ago
sounds like there is a door open by that alarm
stoti8 1 year ago
This has been flagged as spam show
Fake. He just pressed the Fire Test Pushbutton. You can see in lower ECAM normal temperatures.
aeroclubedegoias 1 year ago
Fake. He just pressed the Fire Test Pushbutton. You can see in lower ECAM normal temperatures.
aeroclubedegoias 1 year ago
@aeroclubedegoias party pooper :P XD
PacificaAirlines 1 year ago
Fake.
minkuukel 1 year ago
Us A & P mechanics call these scare busses, Boeing planes are way better
jayisbomb8893 1 year ago
most siad sentence in an a320: ''owkey what is it doing now?''
Waddeck43 1 year ago
lol..don't let indians to approach engines..monkeys..
GRATZIANI2002 1 year ago
Air Canadas A320-211, right?
gt5004life 1 year ago
Fake they pushed the fire test swt
FI2006007 2 years ago 2
it was not a fire test, Eng1 was running, there was F.F. and EGT, oil pressure also, slighly lower oil qty. N1 20% (idle) but I don't think he pulled the fire handle and discharged the agent, nothing showed on ECAM, perhaps what he did was only cut the fuel.
katt2002 2 years ago
is that a fake or real plane?
CrisAndAirTwins 2 years ago
It's a real plane;)
EftelFan 2 years ago
Whats happens next? Do they take the engine off and replace it? or was that it?
mantech2 2 years ago
they run the motor faster to clear the fire
needlenitz18 2 years ago
Negative. Although these guys were only pushing the fire test switch, they showed proper procedure by taking ECAM action. THATs how you put the fire out. NOT by speeding up the engine. However, you can put out a tail pipe fire AFTER fuel shut-off, by motoring the engine....in other words, spinning the engine with the starter without adding fuel.
JetMechMA 2 years ago
Tail pipe fires are rare in modern aircraft. In fact, we modified our aircraft with a mod called "max motor". During auto-engine start....which is every normal engine start, the auto-start procedure will spin the engine up to "max motor" rpm and HOLD it there for around 20 seconds. This clears the tail pipe. We look for max motor to see that it is workling properly. Then the FADEC adds fuel and ignitors to lite-off the engine.
JetMechMA 2 years ago
When we see fuel and ignition, next our instrument scan goes to the rpm indicator....we want to see "rotation." Without rotation the engine will .....WILL overheat and require changing. At the same instant we next want to see oil pressure, or instantly shut down. Next is a smooth exhaust heat trend with stabilizing rpm and a "roll back" to normal operating temps. Starter cuts out at right time and generator kicks in also. All is normal. Switch from start to "run" position.
JetMechMA 2 years ago
But before ANY engine run, we look for the three most important things...brake pressure, brake pressure, brake pressure. You see, it doesn't matter if you EVER get the engines started. The only thing that matters is that you can stop the airplane once the engines do get started. Oh yeah, it's happened before. Some hapless person started the engines without checking the status of the brake system and once the engines were running, they were just along for the ride. No brakes and no steering.
JetMechMA 2 years ago
Indeed. very well written. hehe with no brake pressure, there aint no cable ( as in emregencey brake, = no stoppage. then youre liek well shit :(
yamahonkawazuki 1 year ago
take it off and run a series of tests imguessing
DKF22 2 years ago
fire's outh.. good job
himynameismarek 2 years ago
This has been flagged as spam show
Feckin Canadians.
mtanz0 2 years ago
This comment has received too many negative votes show
get a life AND "FUCK YOU"
MsAntoniaGraza 2 years ago
T-handle out was the fire switch being released, closing the fuel spar valve, hydraulic shut-off valve, closing pneumatic shut-off valve (PRV) and arming and directing both fire bottles to the affected engine.
Fuel pumps are off. APU bleed off. further isolating air and fuel from the engine.
Fire bottle number 1
First bottle was fired and the chrono was started to time the 30 seconds wait before the second bottle is fired.
whalleywo 2 years ago
@whalleywo The Fire handle of the A320 is in the Overhead Panel, in the video you can just see, as he closes the Engine Master Lever, the Fire Handle is managed by the second guy in the cockpit, which cannot be seen.
SDFlight 1 year ago
@whalleywo boom there you go
youngestpilotinGa 1 year ago
In regards to how he fought the fire, you can see that the thrust lever is at idle. The first action was to shutdown the engine (master switch was placed to off). If you listen and watch, everything else was done accordingly.
whalleywo 2 years ago
@whalleywo Actually, the VERY first item to do is to cancel the master alarm...! After extinguishing the attention getter (Fire Bell) and "ID-ing" what happened, THEN you attack the failure itself using the ECAM...!
mvaldman2001 11 months ago
In Maintenance, a fire drill is reviewed just prior to first engine start as standard procedure. The intent is to fighting a fire with no time wasted.
The flaw in relying on check lists for all emergencies explains why a US Airways Airbus A320 crash landed in New York's Hudson River with the Ditching Valve switch not selected closed. Three big opening allowed water to fill the aircraft eventually causing it to sink.
whalleywo 2 years ago
I think you meant to say that the outflow valve was left open because he DIDN'T follow a checklist. His ditching checklist specifically says to select the "Ditching Mode" guarded switch...which closes the the openings on the outside of the fuselage, all in one button. His co-pilot should have caught that. In the "air mode" which is what they ditched in, the AEVC doors closed at takeoff. The only thing open should have been the main outflow valve. Maybe the lav vents too.
JetMechMA 2 years ago
i don't think he has it memorized, in my opinion he's just reading the engine performance directly from the display. And if he did follow a checklist, i find it weird he didn't silent the alarm and executed such a poor procedure for an expensive aircraft like this one. But thats just me.....
gescoboza 2 years ago
Aside from not cancelling the bell, I think that he covered the fire drill very well and no time was wasted.
Hes not using a check list. He was simply reviewing the after-start engine parameters when the fire bell sounded. In the event of an actual fire on the ground, the fire drill is done from memory and for good reason. Pilots would do it from a check list but thats another story.
whalleywo 2 years ago
You can't silence a fire alarm while the fire is still burning. You silence the fire alarm by "taking ECAM action" as is seen in the video The emergency check-list is printed in blue on the ECAM display. As you "take ECAM action" each item you accomplish disappears and you can then move on to the next emergency action item. A fire is like no other emergency. By the way, they were doing a test of the fire system, that's all. Fires rarely happen in modern powerplant systems. Good video anyway.
JetMechMA 2 years ago
isn't there a check list for this kind of procedure?
gescoboza 2 years ago
yes and he reads it out when hes doing this. listen to what he's saying. he has the checklist memorised
jimmyp42002 2 years ago
the first thing to do is To Silence is CRC or the Alarm
WillyMilan0 2 years ago 17
good that maintenance engineer didn't fire the extinguisher bottle and dammege the engine
captine2002 2 years ago
yeah uhh.. when an alarm like that goes off for me, i'd probably spaz out, it'll be kindof obvious somethigns wrong
snowball787 2 years ago
When an alarm goes off that loud you know you broke something.
larenegUK 3 years ago 2
C-FKPS Air Canada 320 hahaaha dun shit on ur pants dude..
ershad85 3 years ago
if you listen close when the guy says, "the real thing man."
The other guys response is, "I know. I'v never been through this before!!"
orangie84 3 years ago 19
@orangie84 yes but they are not pilots
Waddeck43 9 months ago
nice air canada a320 lol
uploader1010 3 years ago
o he broke the airplane lol
wow thats loud
filipinoboy147 3 years ago
Following the ECAM it looks like some one did pull the fire handle and bottle no.1 which put the fire out after 30 secs, they didn't need the no.2 bottle as pulling the handle disconnects fuel, hydraulics and power to the relevant engine.
mic1028 3 years ago
Nice way to extinguish an engine fire, just shutting down the fuel and don't caring about the overhead fire button.
Also, don't laugh when this stuff happens. We coult think it's a fake.
Brusini 3 years ago
Apparently someone did pull the fire handle cause you can hear him ask for the 2nd bottle most planes bottles will not extinguish until the handle is pulled this will shut off all fuel flow and send the halon to the correct engine.
PIPER338 3 years ago
he clearly says "T-handle out, fuel pumps off, apu bleed off, FIRE BOTTLE ONE." becuase MX guys really say the checklist with out doing the action as they say it, good job.
bartonsayswhat 3 years ago
That woke you up...
seanlee747 3 years ago