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Started By
Message
2
Posted on 3/31/26 at 12:25 pm to neverputstheseatdown
quote:
Why not just work to prevent the failures?
Of course they work to prevent failures, but they also prepare for failures. A good design assumes failures and is formulated so that a single point failure will not be catastrophic. Why do you think they have two pilots?
Posted on 3/31/26 at 5:56 pm to Tigertittie
quote:
Captain Steeeeeeeve is NOT a good channel, he's a dumbass, and super douche. Just FYI
Man, you seem to have very strong feelings about him.
This post was edited on 3/31/26 at 5:58 pm
Posted on 3/31/26 at 6:32 pm to The Baker
quote:
Ironically, this video demonstrates how safe flying really is. Suffering an engine failure at the worst possible moment and everything still seems relatively under control and they landed safely.
Especially considering they were probably close to max takeoff weight which is over 500,000. I’ve never left a South American city with a lot of extra weight to spare.
Posted on 3/31/26 at 6:37 pm to HeyCap
quote:
Especially considering they were probably close to max takeoff weight which is over 500,000. I’ve never left a South American city with a lot of extra weight to spare.
Well, now im triggered again
Are commercial aircraft unable to takeoff at max weight with one engine?
I thought they were all rated to handle one engine failure at all phases.
Posted on 3/31/26 at 6:57 pm to The Baker
Don’t fret. They’re certified to take off at max takeoff weight, lose an engine, and fly safely to a landing which hopefully is the same airport but if the weather is bad they can safely make it to an alternate airport.
Fun fact:
We take off from the eastern US to Asia and typically don’t get below our max landing weight until well abeam Russia, close to Japan. That’s more than 14 hrs of flying. In other words if we have to make an emergency landing before then it would be an overweight landing which is really a non-event.
Fun fact:
We take off from the eastern US to Asia and typically don’t get below our max landing weight until well abeam Russia, close to Japan. That’s more than 14 hrs of flying. In other words if we have to make an emergency landing before then it would be an overweight landing which is really a non-event.
Posted on 3/31/26 at 7:21 pm to Crescent Connection
Even in the midst of that I'd still side eye the screamers thinking "Jeez, shat up"
Posted on 3/31/26 at 7:36 pm to NoBoDawg
I've seen some videos on the Pilot Debrief channel with Hoover.
Pretty good.
Pretty good.
This post was edited on 4/1/26 at 8:55 am
Posted on 3/31/26 at 7:39 pm to NoBoDawg
quote:
I prefer Mentour pilot for in-depth analysis
He's cool, but Juan at Blancolirio is the best.
Posted on 3/31/26 at 7:54 pm to HeyCap
quote:
They’re certified to take off at max takeoff weight, lose an engine, and fly safely
I think he was asking about losing an engine after its too late to hit the brakes. Can it still take off at max weight minus an engine?
Posted on 3/31/26 at 8:08 pm to DownshiftAndFloorIt
Yes. There’s a calculated decision speed that is the go/no go point. Problems before that speed and you abort, enough runway to stop. After that there’s enough runway to get airborne even with an engine failure. These are practiced in the sim on a regular basis.
Posted on 3/31/26 at 8:50 pm to HeyCap
quote:
Fun fact:
We take off from the eastern US to Asia and typically don’t get below our max landing weight until well abeam Russia, close to Japan.
787? 777? A350?
Posted on 3/31/26 at 9:36 pm to The Baker
quote:
Are commercial aircraft unable to takeoff at max weight with one engine? I thought they were all rated to handle one engine failure at all phases.
It is more about the landing weight at that point
Posted on 3/31/26 at 10:01 pm to RedFoxx
Overweight landing is not even a second thought in an emergency.
A350
My office
A350
My office
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