What do you do if you encounter a critical engine failure during a flight?

In the event of a critical engine failure during flight, adhering to contemporary Crew Resource Management (CRM) principles is crucial. 'Immediate action is required to identify and address the failed engine', following prescribed emergency procedures while maintaining clear communication and teamwork within the cockpit. Effective resource utilization, swift decision-making, and continuous situational awareness are essential. 'Open communication with air traffic control is vital' for seeking assistance and ensuring a safe resolution. Through these principles, flight crews can effectively manage emergencies and prioritize safety.

1-Shut the affected engine down. 2- Finish the shut down checklist 3- Call for my dinner!😎 Providing I was still flying a 4 engine aircraft!

Stay Calm. These are Golden words. Most of the aircraft performance during critical phases is based on one engine inoperative. So stay calm and know at the back of your mind that your airplane can fly. The next thing is to start flying the airplane towards a safe altitude. During takeoff, this could be the MSA or during cruise this could be a drift down altitude or LRC or an altitude based on company defined speed.

Do what you were trained to do, its simple as that, multi engine aircraft will cruise and descend perfectly well with one engine inop, critical or not, one thing which I believe is very important is that during your initial multi engine training, at least once, the instructor should conduct a full shutdown of one engine, telling pilots it will fly on one engine is very different to showing them. So many schools don't do this any more and it is critical for reducing startle and surprise effect.

I repeat my comment for #1. Glide is not necessary for multi engine aircraft. Even twin engine aircraft can maintain, albeit low, positive climb gradient with one engine inoperative. It is an FAA/EASA requirement

Assess the failure means to careful Understand why the engine fail: Flame Out- consider relight Damage-secure the engine to avoid further damage or fire Fire- try to extinguish and consider immediate diversion

Al estar frente a una emergencia, sea cual sea esta, se debe inmediatamente reconocer la falla y proceder a una solución. El avaluar las fallas es el paso previo a la solución del mismo y solo se da si se trabaja en equipo y con prontitud a la amenaza en vuelo.

In single engine airplanes stablish the Best Glide speed is critical, search for a suitable land, checking the altitude to decide re-start the engine or land as soon as possible. Declare an emergency, set the xponder on 7700 and say intentions, report souls onboard and fuel available. Follow all the procedures by memory is critical and the ADM is key to land safe. Every airplane has emergency procedures, and the pilot must to memorize all of them. If altitude and emergency allows, the pilot can read the checklist.

A pilot needs to assess the issue first whether it is a single engine failure or dual engine failure and if he has sufficient altitude. There are the cases where a in flight restart attempt can be attempted provided he has sufficient altitude. With sufficient altitude, he gain navigate and glide to a nearest airfield. If the altitude is too less, then the pilot will choose a suitable landing spot and execute a landing.

Golden Rules: Aviate Navigate Communicate - then do your assessment; drift down check the weather on the nearest suitable airport.

In case engine failure and losing altitude, the pilot must declare may day. However, communication comes third in the golden rules of flying. First rule is to fly the aircraft, pilot needs to stabilise the aircraft, follow emergency procedures out of memory and the check list, navigate and then only should inform the ATC.

Toda emergencia conlleva a su puesta en manifiesto a la autoridad aeronáutica mas próxima. Mas halla ¡que sea parte del ritual de emergencias es una manera de advertir una ayuda pronta desde tierra. Por sobre dimensión y egos muy crecidos se cegó vidas humanas. El declararte en emergencia es ser responsable y profesional. "No temas hacerlo teme a las consecuencias de no hacerlo".

Control your stamina & mindset. Run brain as machine on this critical condition. Stay calm wherever things are sleeping in your hands. Till fight effort till the end. In the end i say as Muslim Stay Tawakul on mighty ALLAH , when write in your future ,that will be happen , always pray as well

In the event of a serious engine problem, it is important to quickly notify Air Traffic Control (ATC) using clear and standard language. Make sure to give important information like your plane's location, height, and what you plan to do next. If you need help, ask ATC for specific assistance and keep the lines of communication open to ensure smooth teamwork and aid during the emergency.

The pilot will have to choose sideslip or bank ot both to properly trim the aircraft with one engine inoperative. If there is any cross wind, the wind direction during landing should be selected in such a way that the control surface deflections are minimized, usually wind coming from the opposite side of the failed engine. He would need to idle the working engines, before the aircraft speed drops to minimum control speed (VMC).

The important thing is the Aviate, navigate, communicate in that order! The loss of a critical engine on a multi engine aircraft can be usually easily identified by “dead foot dead engine“ make sure you maintain direction control and keep speed above VMC Even if you have to lower the nose and lose altitude. If you do have to land off field it’s better to land right side up then upside down. if you have time or climb and get the dead engine secured declare the emergency and prepare for a landing. do your immediate action items but take your time with the rest remember your survival is on the line.

Weather is a Primary factor which have to be kept in mind all the time before choosing the Landing Pattern. Choose down wind or up wind based on the ATIS. Be prepared for the worst!

As a cabin crew your action must be fast(ASAP). You may notice it, one of your Crew or any passenger. After receiving the information you must inform the pilot in command by using the using the proper communication method. Then the captain will decide the next action and all I have to do is to follow the orders.

Agree with most of the points given above. The ultimate culmination of any emergency is to bring back the aircraft safely with minimal damage and loss. Yes, totally avoid built up and populated areas. Fighter Pilots like me always kept that in mind in case of an inevitable EJECTION! The aircraft must be flown within the given parameters and a safe touchdown achieved. The example of the US Airways Flt 1549 being put down safely in the Hudson Bay in a highly professional manner by the Captain is a very good example to learn, follow and teach.

Cabin preparation may be an essential need of an anticipated engine failure after getting the NITS briefing from the flight deck crew, it is important to have a mental ability to accommodate the shock and reaction of Passengers. The crew's ability to communicate, evaluate passengers acceptance to assist, allocate tasks and induce feedback are essential elements towards achieving a successful evacuation should it result in it.

FLY THE AIRCRAFT CHECK LIST NAVIGATE AND COMMUNICATE (ATC, CABIN CREW, PASSENGERS, COMPANY) FOLLOW YOUR COMPANY SOP THEN ASSESS AND CORRECT YOUR DECISION IF NEEDED

It's now time to make a decision. Consider each of the options; choose the best and most sensible one, and agree whether to proceed with it. In pressured situations, it can be wise to consult others to avoid the risks of overconfidence and undue haste at this stage, but remember who the ultimate decision maker is. If it's not you, then it's usually the most senior person.

More important than the cabin at this point was to refer to the checklist. Pilots will then refer to the aircraft's emergency checklist to ensure that all necessary steps are followed and critical items are addressed.

Fly the plane till the last time. Be patient and stall the plane very near to the ground with the tail sligthly low. Manage the airspeed is key, Once your land site is asure and in low final set the flaps prior to the master switch off to reduce your airspeed near to stall when you are a few feets above the ground. Dont forget to unlach doors before touchdown. Its important to say every emergency scenario be different and the pilot in comand is the only authority to decide when in flight and this is only for information and not must be taken like emergency procedures lessons. Check ONLY with a CFI or with the emergency procedures checklist on your aircraft POH. Be safe and proficiency

With one engine unserviceable you can continue your flight provided the other engine also get affected due to increase in thrust level. If distance is too long to reach than it is recommended to land as soon as possible to the nearest airport.

ANC and then follow your company’s/fleet’s non normal management model which could look like, non normal checklist, normal checklist, TDODAR, create the plan, coms with all who need to know then execute the plan. Keep it simple.

Most will say “Fly the plane”. What does that mean? Instinct & point of primacy could lead to rapid reactionary input which could create instability, resulting in an undesirable state. We often train for worst case scenario, which is Engine Failure After Takeoff. Though how does that translate to when the majority of engine failures occur during cruise? Aircraft by design are inherently stable, which allows time to implement the BAD methodology. Breathe, Assess, Decide. 1) Conscientiously take breath & avoid impulse 2) Assess & confirm the information. 3) Decide on appropriate action. Most modern aircraft will require little input due to thrust asymmetry compensation or similar. Applying BAD will allow for a measured & controlled input

As was drummed into me in my early days of flying: Fly the plane! Follow your procedures! Don’t get creative! Aviate, Navigate and Communicate!!!

Always be ahead of the game: Anticipate continuously what would be your actions in case of an engine failure at this critical part of the flight, ETP, mountains crossing what is your margin ( Himalayas…), can you stay in the windmilling domain for relight or do you have to fly at a lower speed because of a drift down and what are you best options for diversions and support. The same goes for depressurization and critical moments. By pre programming our brain with a plan of action we avoid being startled and hence keep calm and reactive to new developments. Never forget those are dynamic situations and always re evaluate continuously : did the situation changed ? Are we satisfied with what we are doing etc…

Protect Flight Envelope! There are still a lot of 1960s tech aeroplanes out there (e.g. B737 NGs and Max). Loss of control (or getting close to it!) when levelling off after a descent is often seen in the sim. Failure to set thrust is a relatively common error even for experienced pilots. The combination of AP with manual thrust requires a different monitoring mindset. Recognise that pitch mode changes cause A/T mode changes which must now be done manually. Set specific monitor goals rather than the general panacea of 'monitor me closely'. As a TEM countermeasure consider: - adding a "manual thrust" call to the "1,000 to go" if company doesn't already have that. - targeted monitoring during ALT ACQ. (Pause NNC / TDODAR)