He was on it and had the engine to idle immediately.

But he didn't use it

@@garymitchell5899, like most people with their Bibles. I guess it's how many verses you can recall. 😮

@@mountainplumbing Idle immediately isn't necessarily a good thing. I can't understand what they are saying, however was there any confirmation between the crew that it was indeed the RH engine? Saw a bird go past the RH side of the cockpit, but what if it missed and it was a separate, un-seen, bird that went through the left engine? No need to rush with an engine failure, especially with no fire. Even if it's on fire, it's certified to burn on the pylon for quite a while. You always need to confirm first as a crew. I will give this crew the benefit of the doubt and assume they did communicate before pulling the thrust lever to idle.

⁠​⁠@@Jamenator1At the moment of impact you can clearly see the fluctuation on the right engine on the MFD. They did also both call out and confirmed which engine received the impact.

LMAOOOO

Hate those style yokes

Good yoke

Better than a Harley Davidson bike with a joystick!

Thank you for warning me, I didn't even notice the bicycle handlebars until now. I will no longer fly with this type of plane.

Yes, it was a pleasure to see. Glad everyone safe and sound.

Don’t forget, ‘shut down a perfectly good engine when you get scared’.

@@BLAMBERRY gonna comment this everywhere? what airline do you fly for? FS2020?

@@BLAMBERRY Youre a moron if youre commenting this with no basis, EGT had spiked and was high after pulling idle thrust. Not to mention I doubt you have any familiarity of this aircraft or have any experience with multi engine ops? The procedure for this aircraft excplicitly says to shut down the engine after suspected ingestion of FOD.

You dont know its a good engine, a bird just went through the engine and you think it is okay to continue operating the engine? stick to your msfs@@BLAMBERRY

Of course they turn into the good engine. The drag on the right side of the aircraft makes it so that you have no other choice but to hold left to stay straight.

@@dylconnaway9976 the point is many pilots do NOT turn into the good engine and stall/spin as a result. "Of course" lol.

⁠​⁠​⁠​⁠@@dylconnaway9976Of course, you miss the entire point. As SlayHackett said above me, many pilots DON’T turn into the good engine. Thanks for your useless input.

He requested full power to the left engine too.

"split the ball, raise the dead"

They both actually freaked out and in an act of fear shut down a perfectly good engine. They were startled and made a poor choice.

Not life threatening at all. The plane is designed to fly on one engine.

Negative. If you actually paid attention, they followed the birdstrike checklist.

not as they are taking off

@@BLAMBERRY Nah, the plane can fly fine on 1 engine, maybe it could've ran with both but they did what they thought was right in the moment. You can't judge people's decisions after the incident because you can never properly know how you would react in that situation. You can prepare, sure but in the real thing you're not expecting it and no level of preparation will truly stop you from poor decision making.

I’m sure they’re just thrilled to have your approval

​@@joeblowjohndoe206Dude, go be a wanker elsewhere. You aren't wanted here. Or anywhere really

I'm sorry but no. You can see the FO putting one engine on idle without confirmation by the other crew member. That kills people. He pulls out the QRH when the first items of any severe damage should be memory items, not checklist items. Sure, they were startled but the initial steps were very sloppy. On an engine failure at that stage of the flight the crew should do absolutely nothing except acknowledge the fault, fly the airplane to get it to the MSA and complete any memory items in a coordinated way. Only then and once the airplane is in a hold at a safe altitude with the live engine at MCT they should read checklists and plan a course of action. AVIATE, NAVIGATE, COMMUNICATE in that order. Still can't understand what on earth was that FO thinking when pulling out the QRH before the MFRA. Only shows how poor the training is is some airlines.

​@@palonazo I agree. This comment does not intend to be pejorative and does not judge on pilots task but since the this video is public it is interesting to note as an observer and instructor as well which are those weak points. This said, though a bird strike or an engine out on take off will always produce a startle effect on pilots first steps must be followed by hart following what is said on pre take off briefing. In my opinion there are several non well handled threats between the strike and the final engine securing. Some kind of sloppiness and forth and back on duties (specially on the FO side). "Who has communication?... Though the captain states clearly "I have control and communications" the FO seems to agree but still continues involved in that matter instead continuing on his duties running the emergency check list... Memory items???. CM1 has throttle levers NOT CM2!!! and should not be retarded without confirmation of both pilots. Even more the intervention of the observer asking for information on the odor, though it violates the sterile cockpit, could have been taken for another call of attention by the crew... "burning odor"??? (it might be an impending fire though the bell still does not ring) After almost 3 minutes the engine was not secured yet! The time lapsed between the strike and the hydraulic valve and fuel shut off goes from min 1:56 to 4:44, too much time. Again it is not a criticism to the pilots side but a screening of the handling of this situation.

@@palonazo flying with one engine will never kill people, planes are designed to fly with one engine.

I’m sure there were high fives, fist bumps and even chest bumps too!!

The engine parameters are in the center of the instrument panel. They showed the starboard engine still putting out about 10-15%. It didn't appear to be fully shut down???

Co-pilot handled the captains radio settings so the captain could keep one hand on the throttles.

Lmao, also quick to act.

Yeah captain said por favor every time he asked the first officer to do something

Except the bird. Rest In Peace

​@@MrGuliton Fk birds

Commercial twin engine jets are designed to be able to take off and climb with one engine, so it's not a big concern since you still have the other one for landing.

They didn't necessarily act fast on the bird strike. Simply if you look at the panel immediately upon impact. Engine spool and subsequent engine fire. For this reason. shut down the engine immediately. The rest of the procedure was according to the situation. The captain told the copilot the plane and the communications are mine. and we continue rising to 10 thousand. Confirm engine off. cut fuel and turn on the APU the rest was approach procedure with engine out. The pilot did not even report Mayday or emergency, only priority to return to active due to loss of engine for a bird strike. The Hot Approach did not exist either. It has the exact weight to land. Therefore it does not apply full flaps so that the plane does not float in the flear, For this reason the speed should be a little higher. You can hear it when it tells the copilot please speed for flaps 20 plus VREF. That's why you hear the warning the to low flaps. In case it has to do a go around with a single engine. As he makes the approach in the first quarter of the runway because he cannot apply trust reverse with only one engine running, he tells the copilot his plan of attack. He will enter hot and let the plane roll until the end so as not to use the brakes because the hydraulics are partially. hydraulic due to the fact that the engine that turned off generates part of the hydraulic braking system. excellent decision.

@@simonbolivar6344 Thank you for the translation

They’re both qualified pilots. The one in the left seat is more experienced…And super cool from the looks of it - waving a finger explaining it to be “completely normal” to the person filming from the jump seat.

This is the reason for the I love stall horns when landing . I got a instructor in the early 80s who was an ex fighter pilot I swear I had Gregory "Pappy" Boyington sitting next to me .. When he said put her down he wanted me right on the verge of a stall and landed like right now . I could be taking off from Camarillo airport thank god it was a long run way , we would just takeoff a hundred feet or so airborne and he would pull the throttle back and yell put it on the deck . Now that I look back at that I’m glad he put me through lots of stalls and spins off airport landings because when I was done I was way equipped for emergencies even rough weather. He was awesome. We were flying a piper Dakota for my training . He was tough, but I got to solo in nine hours.

Ah, another captain is about to come. Salute from an PPL student.

Please do not take this as an example of a properly conducted EFATO scenario.

Yea these guys made a mistake by shutting down a good engine.

same here xD

No need to fear. All two engines planes are designed to be capable of flying with one engine.

Fear of What??

Why? It clearly flies just fine on one engine.

These are the types of things that show if you got what it takes to be a pilot

No panic ? They rushed it all. 🙄

WHAT?! Hit the bird and then rotated? They hit the bird at about 700 feet in the air. Then they rushed everything. Their experience, or lack there of, really showed here.

​@@wardentex1810 Past V1. You shouldn't stop past V1 for stuff like that.

@@wardentex1810 are you dumb or dumb?

@@crimsonsnow2469 WHERE in my reply did I say they should have stopped...? I fly the CE-650 and CE-750 for a living. I think I know the protocol for V1/VR. And if you watch the video again, they were in the air when they had the bird strike. So your V1 argument is very out the window.

Every 6 months for a part 121 air transport operation.

Normal flights aren't quite this loaded or chaotic. This was an emergency.

Meanwhile: (guy in the tower) - "Looks like I picked the wrong day to quit smoking!"

Thank goodness the autopilot didn't deflate. That would've been awkward!

It started to fall, because he pulled back the throttle 2 lever........

What are you talking about? It was the skipper who was the calm one - the FO panicked with usual startle response and pulled out the QRH way too early before anybody had time to assess the situation. FO needed to chill out....

@@and321now You need to chill out, FO did a great job

You guys do realize that these men shut down a perfectly good engine right? The engine never failed…

@@and321now I agree FO was panicking

Why?

a bird hit there plane@@BLAMBERRY

Very unprofessional

@@andreasgunther3468 Why?

@@cguimaraenz he turned off the engine. He wasn’t even flying. The captain was.

​@@scottw595 Nothing wrong with that. The captain took care of flying the aircraft and doing the comms while the first officer took care of the emergency checklist.