Terrific camera work! When the compressor stall occurred, you held the camera perfectly steady. Nice job! I wonder if the Captain said, "Well folks, we seems to have lost an engine, but don't worry - we have one more."
@@gsyt2356Restart isn't even necessary, just throttle down to get proper air flow, scary when compressor stall happens during take off, that's when you need the thrust the most
Fantastic capture! May I feature these compressor stalls in one of my next episodes? Of course with a link back to your original video. All the best to you :)
actually this was a Surge and not a stall. It was a complete breakdown of the airflow through the engine, this causes an instantaneous reversal of the gases in the engine, with air being expelled through the engine intake with a loud bang. If surge occurs, the throttle must slowely be put down to idle. This could been caused by fuel system malfunction, mishandling RPM(N1), birdstrike or objects (could possible some sort of ice that went lose, but i doubt it.), Internal clearance changes. apart from the loud bangs there is a rise in EGT and a yaw moment. A compressor stall could be because of excessive fuel flow, mishandling RPM(N1), turbulent air, contaminated or damaged compressor components/turbine, too lean fuel mixture. and it's a partial breakdown of the air, the differnce between stall and surge is that stall only causes an increase in vibration level and EGT, i doesn't shot out fire or causes loud bangs (could be some small pops but not as loud as this). During stall, the engine may still be useful, you may just need to decrease the throttle, or let it work it by itself. And the engine may be used during the flight. While in surge you're required to put the engine to idle but do NOT use fire extinguisher, as the engine is still in safe condition. a Surge is a rare phenomenon, there are pilots with 10 000s of hours and haven't encountered it. You're quite lucky, it's not many people that have encountered this. But it sure as hell scary! :)
***** well, not according to my ATPL training, but you're right that after a stall a surge can ocur. But they're not the same thing. As stall is partial breakdown of airflow through the engine while surge is a complete breakdown of airflow through the engine. This information is taken straight out of CAE oxford ATPL AGK: Powerplant.
***** You should know the difference between them and calling them as "being the same" is just ignorance. If you had an type rating and on bigger commercial airplanes and ATP theory then you should have gone through the difference between a stall and surge and how to recognition one and how to handle it. My first statement has the answer which you seem to keep ignoring. Watch this video: it was used during my 737ng TR: /watch?v=MQWYhsYfMxE It clearly explains the difference and how to recognition either one. This video clearly shows a surge if you're denying it then you're uneducated in this subject. Sure it may be hard to recognition it from a cockpit point of view, but a pax sitting next to it and you hear the most obvious sign of a surge, the big bangs. If we only had a view from the back we could have seen flames too.
Most subdued passengers and crew ever? Im pretty sure if my wife and kids would have been on that flight you’d have heard some very loud screams, from me!
JediOfTheRepublic How do you know if it wasn’t a big deal? You weren’t there to hear the loud bangs coming from the engine and then lack of gaining altitude. It could’ve been anything.
Pilot was a masterpiece. Glad everyone is ok and cool footage. I’m sure you were nervous when you experienced it. And nice job holding the camera steady.👍😎
The B-52's used to have compressor stalls all the time. The engine would pop and shoot flame out the intake. Those engines were old J-57's. One of the engine guys told me the B-52 was prone to doing it because of the two engines being so close together on the same nacelle. Apparently each engine would sometimes disturb the airflow into the other engine.
oh man give that poor compressor a break, it's life is pretty hard as it is without people complaining that "it decided to stall". Everyone deserves a break from time to time
Many years ago, me and my father were on a flight from White Plains, NY to Dallas-Ft. Worth via Detroit on a DC-9. The flight from White Plains to Detroit was uneventful. We landed in Detroit and, about an hour later, took off for DFW. All of a sudden there was some kind of generator failure which forced us to turn back to the airport. We were about 2.5 hours delayed into DFW. However, everything went very smoothly and we arrived safely. Great job to the pilots, flight attendants and mechanics!!
I was on a MD83 landing at Heraklion Crete when the pilot lost sight of the runway due to fog at about 200 ft at night, the climb on full power was impressive, it pushed you back into your seat. We diverted to Athens fueled and later flew back to Crete, on finals the runway was still in fog and went back to Athens spending the night there before making the trip to Crete the next day.
Back in 1993 I was taking off in Vancouver Canada heading back to Edmonton and about 15 seconds in our takeoff roll, the right engine went bang and had some serious vibration, we stopped turned off the runway and just stopped until the fire 🚒 department came out, long story short, 4 hours later we had a replacement plane and took off 5 hours behind schedule
Interesting to see this happen in a video as new as this, most of the current generation engines (not including military aero) are considered stall proof, built with several design features to prevent it.
+Beach&BoardFan Well nothing is stall proof if a component fails. I know for example the CF34 Turbofan engine uses variable geometry inlet guide vanes to prevent stalling and surging but in extremely cold conditions or if there is a failure of the T2C temperature probe that has a role in controlling the vanes then the engine blades will default to an idle position and not move. So once you increase thrust the variable vanes will not move and adjust the airflow properly and surging/ stalling will occur. Its a machine...anything can fail
Vincent Jordan, Stall proof under design parameters... failure is failure weather stall happens or not. your comment is irrelevant, If an compressor stalls because of the t2c probe then the compressor didn't fail the probe did, causing the compressor to try and function outside of its designed operating scope.
As per the video description this is an MD-83, definitely not using current gen engines, they were all built no later than 1999. AA's retired many of their MD-83s and I think replaced this route with a 737-800.
You are correct. American Airlines currently operates the ORD-LAS route with 737-800s. And the DFW-LAS route has Airbus 321s, including the old US Airways version.
Great camera work. Glad the pilot got you down safe. When I heard the engine fail, I was thinking "Oh crap" I bet you thought something else. Thank you for sharing your video. The other passengers were very composed and calm. Glad everyone and everything went as well as it did.
I was seated in the last row, window seat of a 717 heading to Ohio a couple weeks ago. Anyone who’s flown in one of these airplanes knows that the last couple of rows look out DIRECTLY at the engine. In fact, I was seated with a view of basically nothing but the engine. It’s 2 feet from your head, tops. That’s gotta be some major, majorrrrr noise going down next to you, man.
Cudos to such cool headed passengers! And a bigger Cudos to skilled pilots, watch that wing tip... they controlled the yaw PERFECTLY! And an even BIGGER cudos to CFR rigs who were already posted at several of the ramps! As an employee of a close by 911 center, I can say this was excellent service all around. This is the kind of thing that can very quickly become tragic, and was only because of EVERYONE involved (not just the pilots!) that it didn't. Air traffic controllers, 911 dispatchers, airport fire dept.... you name it. This is what a tiny fraction of your taxes pays for folks. And it's WORTH IT.
@@gsyt2356It's usually fixed by just throttling down the surging engine and powering back up again, like the pilot did lol most people just don't know much about the planes they fly on
I'm assuming the long roll out on landing was because Reverse Thrust cannot be used when 1 engine is inoperable. Obviously the yaw caused by one sided engine braking could be disastrous, more so on a surface affected by any snow; Ice or water.
For all these airliners, the brakes are the main means of stopping, not the reversers. Reversers are optional to use, and can be deferred if inop. No big deal. Used to do it all the time.
1:38 - Passenger: "(unintelligible)...landing gear.." Must have never flown before in his life! Gear retracting after takeoff NEVER sounds like that! lol
Ah yeah, I vaguely remember hearing that guy talk. He was a random sitting next to me, was telling his wife or something that it was just the landing gear ahah
Wow! Amazing footage. Glad everyone was okay. Hats off to the captain. Can you imagine sitting in the seat right next to the engine when that happened? Eek.
i did this on a delta flight to santa ana. i let one fly, made a little girl cry , let a big one go upon arrival at santa ana, everyone else had to walk through the cloud of doom
Another perfect example of a few things. 1 aircraft design, flight crews training, experience, skill and judgement….. good video editing and keeping camera steady…the aircraft themselves are designed to fly single engine for one hour…3 hours for international overwater flights. The video might have been pause and split but you may not see the banking when they are turning around to hopefully land on the same runway or of there was a parallel runway closer than that one.
At that altitude, if the engine is completely lost, you still continue to fly the plane. Straight ahead. Just like training teaches you. You have zero idea of what you are talking about Armando.
notmanynamesleft - Actually....it sounded quite good in comparison to silence when last engine runs outta gas, and Captain contacts tower with "Delta Glider flight...."! I was on Lockheed TriStar in December '78 when that happened in heavy thunderstorm N of Atlanta. Deployed RAT and glided in, but no reverse thrust either so used up set of tires on brakes!! Got us there!!
Douglas twinjets and DC-8s & DC-10s have never used full power for take-off. They use all available runway within field performance safety limits at temperature reduced thrust settings and something some call "dial a flap" which we called optimum flap settings, which allows take offs with less drag and higher speeds and less fuel consumption than Boeing's pre-determined settings. So we enter the assumed temp into the thrust computer and push throttles forward until CLAMP is attained where the computer monitors the setting for us. For this T-O without knowing weight and OAT it would be a wild ass guess of 13° flaps and ISA +15°C T-O range stops at 18°flap as they unseal themselves further extended beyond that.
Interesting...I've flown many times on the B-727 and L-1011's with the center engine S ducts...That design alone was pretty much responsible for compressor stalls, and usually just one big bang that didn't require an emergency landing, just a reduction of fuel flow and thrust setting...I find it hard to believe that what I'm hearing is a simple "compressor stall" resulting from disrupted airflow. That was more like a compressor axially-symmetric stall, or compressor surge.
6 лет назад+1
Exactly, there should be ZERO airflow issues in a normal takeoff short of a bird strike or similar situation. Compressor surge is a design flaw or a materials failure or both.
Red Car: There are many things that can cause a compressor stall. It is not indicative of a bad design or materials failure. A bad design would lead to stalls occurring frequently on aircraft equipped with that engine type, which does not happen. If you mean mechanical failure when you say “materials failure”, then that is one thing that can cause a stall. Jet engines have far more moving parts than most people realize, and they work in concert to do their job. A bleed valve that is not going to its commanded position can cause a stall. If compressor blades are near or exceeding the clearance tolerances, a stall can occur. If the inlet guide vanes are not in the commanded position, a stall can occur. If sensors malfunction, aircraft components may be commanded to incorrect settings due to bad inputs from the sensors, which can cause a stall.
Surge and stall with an engine are used interchangeably. The loudness of the “bang” is in direct relation to the power setting and altitude. High power, low altitude create the loudest bang. Not knowing the exact conditions, you can’t say for sure, but he was taking off behind another aircraft (minimum distance probably since JFK pumps them out back to back on the Canarsie and Bridge climbs. The bangs occur during or just after gear retraction, when you would start pitching for climb speed (around V2+20 on the Mad Dog). Add in an wake turbulence encounter, increasing angle of attack and high power and you have perfect conditions for a compressor stall/surge. Are they “exactly” the same-? No. Am I challenging anyone’s “training”? No. But the difference between a compressor stall and surge is like disputing the difference between a rock and a hard place. Have a great weekend!
Interesting comment from Bounty Hunter Bootcamp, considering it's an MD83 (which became the Boeing 717) which is an American made aeroplane with American made Pratt and Whitney engines...?
isn't a compressor stall an sucking too much air into the engine causing more fuel burn and overheat and does a little burst of fire for a couple seconds? ( Bird striking and non-bird'striking ? I might be wrong on this?
First off a MD - 80 is the type of plane that you heard running in take off the 3 pops is bubble pockets when the fuel isn't mixing right it throws the propeller off and that was the sound you heard inside the plane so the pilot made the right call touching back down
Actually this was caused by pre-O-Matic air disposition it happens when fuel is not entering the injectors properly so you get air bubbles that Max size the piston heads which in turn meant this was the loud bang and I don’t know what the hell I just said I made it all up
Armando Silvier Actually the PistonHeads a pneumatic which cement to mimic a jet fuel engine however with the air ratio to Fuel you still getting those jet engine like sounds when the piston pneumatic heads are seizing up in place due to the O copper ring sweltering out around -42
I've actually been studying this in airplane mechanic school and you're totally right. It appears the left avisk pump probably got clogged with excessive buildup of xenfil fluid due to the cold, which might also explain the sounds. Xenfil normally causes several loud thuds, while bi-optital fluid (in warm weather) would just cause one.
I wonder if that was caused by ice build up that broke free and went into the engine, some models like cfm56 dont do well with that and surge just like that.
Super video *thanks* for uploading. What I find notable ... in that given the skill/professionalism of flight crews it's actually _not_ notICable is if you watch the ailerons as soon as the stalls/bangs start occurring and for the next 10-15 seconds, there's not a hint of the PF 'knee jerking' a bit on the controls (in surprise) which you'd see had s/he done so. Which of course they didn't [kneejerk in surprise] ...given the skill of flight crews. Said another way, you see nothing in the flight controls which is not surprising, but notable in proving they know their stuff and stay coooool when cool is needed. Dang how I wish I was on a flight like this! (seriously, I do).
The landing speed looks like fast. I wonder if it was above max landing weight. By looking at the other aircraft taking off while this one was landing, I can tell the speed was fast for a landing. Does anyone know ?
Correct. The MD-80 series doesn’t have the capability of fuel dumping. Pilot did great on coming in smooth and fast. Had plenty of runway, and spoilers and brakes help!
Great video! Never flew the MD, but I've had loads of jump-seat rides commuting. I'm guessing they got the stall to clear by retarding the thrust lever to idle. Twins make engine out approaches with partial flaps, they had the usual landing flaps set. Good job all around.
Rui Alexandre More likely than not, it was a bird strike..especially since it happened just as started climb out..here is a great video Simon uploaded to RUclips way back but it shows how the bird was ingested and stalled out the compressor..dont turn up your audio loud either. ruclips.net/video/L1jZvlFmqQU/видео.html
There's nothing wrong with clapping!!! Just be grateful the pilot got you to your destination safely!! Especially when you arrive at your home country!!!
TheBonzomatic it was a domestic flight. The may not have been over the max landing weight when they took off. I don’t believe the DC-9/MD-80 series has fuel dump capability, but have never flown either. But notice the lack of a dump nozzle on the trailing edge of the wing.
+Derek Wall He isn't pushing the power "way up." He's just using the thrust needed to maintain his minimums. All modern passenger aircraft have MORE than enough thrust to take off and fly with only one operable engine. Level flight with one engine is a breeze.
+J D Correct, but the standard operating procedure for my airline is still to use "Maximum power" immediately after an engine failure. You can pull the power back and adjust it as needed, but you would in fact set max thrust immediately after you detected an engine failure.
Excellent video Bro! can i use it as part of my video for my channel? you will be credited in the video.and you get a backlinks of your original video in my description. thanks
now that was a video that lets you realize that not all flying is safe. Pilots did a wonderful job. I just wonder if they let off fuel befor landing because the plane had just taken off and very heavy.
![[IRL] DHL A330 Compressor Stall Full Recording (Reupload)](http://i.ytimg.com/vi/yclkL5iV22o/mqdefault.jpg)
The 1st bang you heard was the compressor stall - all the others were the passengers shitting themselves.
😳😆😆
I laughed way too hard at this 😂
anyone do that in his trousers! at this altitude!
Came here to make sure someone said at least one of the passengers probably pooped, just a little.
Terrific camera work! When the compressor stall occurred, you held the camera perfectly steady. Nice job! I wonder if the Captain said, "Well folks, we seems to have lost an engine, but don't worry - we have one more."
exactly! this plane has two engines!lol!
Well not exactly, the engine can be easily restarted after a compressor stall, usually pilot input isn’t even needed.
@@gsyt2356Restart isn't even necessary, just throttle down to get proper air flow, scary when compressor stall happens during take off, that's when you need the thrust the most
Fantastic capture! May I feature these compressor stalls in one of my next episodes? Of course with a link back to your original video. All the best to you :)
Feel free to yeah!
Awesome, thanks! @@GabeGatmaitan
Good thing the engines are in the back, closer to the center of the fuselage, not producing as much asymmetrical thrust
Yes ! It was a lucky strike than the engines were in the back! the pilots keep their calm and continue to get altitude!
Planes with wing-mounted engines have a very big tail fin and rudder for this reason.
actually this was a Surge and not a stall. It was a complete breakdown of the airflow through the engine, this causes an instantaneous reversal of the gases in the engine, with air being expelled through the engine intake with a loud bang. If surge occurs, the throttle must slowely be put down to idle.
This could been caused by fuel system malfunction, mishandling RPM(N1), birdstrike or objects (could possible some sort of ice that went lose, but i doubt it.), Internal clearance changes.
apart from the loud bangs there is a rise in EGT and a yaw moment.
A compressor stall could be because of excessive fuel flow, mishandling RPM(N1), turbulent air, contaminated or damaged compressor components/turbine, too lean fuel mixture.
and it's a partial breakdown of the air, the differnce between stall and surge is that stall only causes an increase in vibration level and EGT, i doesn't shot out fire or causes loud bangs (could be some small pops but not as loud as this).
During stall, the engine may still be useful, you may just need to decrease the throttle, or let it work it by itself. And the engine may be used during the flight. While in surge you're required to put the engine to idle but do NOT use fire extinguisher, as the engine is still in safe condition.
a Surge is a rare phenomenon, there are pilots with 10 000s of hours and haven't encountered it. You're quite lucky, it's not many people that have encountered this. But it sure as hell scary! :)
+Arcadiez Very thorough explanation, thanks for the correction. Learn something new every day!
+Gabe Gatmaitan no problem, thank you for posting the video!
***** well, not according to my ATPL training, but you're right that after a stall a surge can ocur. But they're not the same thing.
As stall is partial breakdown of airflow through the engine while surge is a complete breakdown of airflow through the engine.
This information is taken straight out of CAE oxford ATPL AGK: Powerplant.
***** You should know the difference between them and calling them as "being the same" is just ignorance. If you had an type rating and on bigger commercial airplanes and ATP theory then you should have gone through the difference between a stall and surge and how to recognition one and how to handle it.
My first statement has the answer which you seem to keep ignoring.
Watch this video: it was used during my 737ng TR: /watch?v=MQWYhsYfMxE
It clearly explains the difference and how to recognition either one. This video clearly shows a surge if you're denying it then you're uneducated in this subject.
Sure it may be hard to recognition it from a cockpit point of view, but a pax sitting next to it and you hear the most obvious sign of a surge, the big bangs. If we only had a view from the back we could have seen flames too.
I've had engines do both and honestly a comp stall and a hung sound about the same. both vibrate the shit out of the plane.
This looks cinematic!
RideFreestyleOhio because it’s dramatic 😏
Because of the cinematic looking aspect ratio.
Cut in 21:9 for some reason
add black bars to top and bottom on videos and thats the effect you get.
Looks like Sully! with the snow and all that.
The only time I experienced a situation with multiples surges like this, a woman sitting further up the aircraft shouted "STOP KICKING MY SEAT!" lol
Karens everywhere 😂
hope they gave all the passengers complimentary pants.
Underwear foe sure. Mine would've been uncleanable.
Best comment yet.
I pissed myself just watching the video
Nothing to it as you saw...
Most subdued passengers and crew ever? Im pretty sure if my wife and kids would have been on that flight you’d have heard some very loud screams, from me!
Those are some seasoned passengers there was hardly any chatter during the event or after. No gasps, ahhs etc. pretty loud too.
If Chicagoans are so tough why do they need gun laws to protect them? But in all seriousness, this wasnt really a big deal.
He was just slapping through the gears on the paddle shifter.
JediOfTheRepublic How do you know if it wasn’t a big deal? You weren’t there to hear the loud bangs coming from the engine and then lack of gaining altitude. It could’ve been anything.
agree.. if i heard a bang as we just lifted off id be needing to change my underwear.
Ikr. "We have some planes" zero f' s given
Praise goes to the highly-trained professionals in the flight deck and cabin!
You'd think the pax were all vets at this. No appreciation applause at all.
Pilot was a masterpiece. Glad everyone is ok and cool footage. I’m sure you were nervous when you experienced it. And nice job holding the camera steady.👍😎
The B-52's used to have compressor stalls all the time. The engine would pop and shoot flame out the intake. Those engines were old J-57's. One of the engine guys told me the B-52 was prone to doing it because of the two engines being so close together on the same nacelle. Apparently each engine would sometimes disturb the airflow into the other engine.
Joe Vignolo
Go to war and the engines start warring with each other, too. Could that be considered friendly fire?
I don't know about y'all, but in a combat situation, I want all my stuff fighting the bad guys, not each other lol
gomphrena
Amen to that, brother.
Godly flame map
Great planes. Very majestic. Haven't had the honor of seeing one live. Would love to.
oh man give that poor compressor a break, it's life is pretty hard as it is without people complaining that "it decided to stall". Everyone deserves a break from time to time
Overdue pay raise. Glad the other one didn't join the strike.
Many years ago, me and my father were on a flight from White Plains, NY to Dallas-Ft. Worth via Detroit on a DC-9. The flight from White Plains to Detroit was uneventful. We landed in Detroit and, about an hour later, took off for DFW. All of a sudden there was some kind of generator failure which forced us to turn back to the airport. We were about 2.5 hours delayed into DFW. However, everything went very smoothly and we arrived safely. Great job to the pilots, flight attendants and mechanics!!
I was on a MD83 landing at Heraklion Crete when the pilot lost sight of the runway due to fog at about 200 ft at night, the climb on full power was impressive, it pushed you back into your seat. We diverted to Athens fueled and later flew back to Crete, on finals the runway was still in fog and went back to Athens spending the night there before making the trip to Crete the next day.
Was that a lie?
Back in 1993 I was taking off in Vancouver Canada heading back to Edmonton and about 15 seconds in our takeoff roll, the right engine went bang and had some serious vibration, we stopped turned off the runway and just stopped until the fire 🚒 department came out, long story short, 4 hours later we had a replacement plane and took off 5 hours behind schedule
At take off - hold my beer
*hears loud banging sound outside* - give me back my beer
Screw it give me all your beers
Interesting to see this happen in a video as new as this, most of the current generation engines (not including military aero) are considered stall proof, built with several design features to prevent it.
+Beach&BoardFan Well nothing is stall proof if a component fails. I know for example the CF34 Turbofan engine uses variable geometry inlet guide vanes to prevent stalling and surging but in extremely cold conditions or if there is a failure of the T2C temperature probe that has a role in controlling the vanes then the engine blades will default to an idle position and not move. So once you increase thrust the variable vanes will not move and adjust the airflow properly and surging/ stalling will occur. Its a machine...anything can fail
Vincent Jordan, Stall proof under design parameters... failure is failure weather stall happens or not. your comment is irrelevant, If an compressor stalls because of the t2c probe then the compressor didn't fail the probe did, causing the compressor to try and function outside of its designed operating scope.
As per the video description this is an MD-83, definitely not using current gen engines, they were all built no later than 1999. AA's retired many of their MD-83s and I think replaced this route with a 737-800.
You are correct. American Airlines currently operates the ORD-LAS route with 737-800s. And the DFW-LAS route has Airbus 321s, including the old US Airways version.
Great camera work. Glad the pilot got you down safe. When I heard the engine fail, I was thinking "Oh crap" I bet you thought something else.
Thank you for sharing your video.
The other passengers were very composed and calm.
Glad everyone and everything went as well as it did.
I was seated in the last row, window seat of a 717 heading to Ohio a couple weeks ago. Anyone who’s flown in one of these airplanes knows that the last couple of rows look out DIRECTLY at the engine. In fact, I was seated with a view of basically nothing but the engine. It’s 2 feet from your head, tops. That’s gotta be some major, majorrrrr noise going down next to you, man.
Cudos to such cool headed passengers! And a bigger Cudos to skilled pilots, watch that wing tip... they controlled the yaw PERFECTLY! And an even BIGGER cudos to CFR rigs who were already posted at several of the ramps! As an employee of a close by 911 center, I can say this was excellent service all around. This is the kind of thing that can very quickly become tragic, and was only because of EVERYONE involved (not just the pilots!) that it didn't. Air traffic controllers, 911 dispatchers, airport fire dept.... you name it. This is what a tiny fraction of your taxes pays for folks. And it's WORTH IT.
Compressor stalls are not something that will cause a tragedy. They are easy to fix
@@gsyt2356It's usually fixed by just throttling down the surging engine and powering back up again, like the pilot did lol most people just don't know much about the planes they fly on
Pilot did good with the yaw but yet again this aircraft doesn't have wing fixed engines so
good job by the crew, held the yaw real well and promptly cut power to stop the stalling.
I'm assuming the long roll out on landing was because Reverse Thrust cannot be used when 1 engine is inoperable. Obviously the yaw caused by one sided engine braking could be disastrous, more so on a surface affected by any snow; Ice or water.
Yup they can use 1 for reverse in a shut down scenario, the guidance says to do so at idle and only above that if necessary.
For all these airliners, the brakes are the main means of stopping, not the reversers. Reversers are optional to use, and can be deferred if inop. No big deal. Used to do it all the time.
Great video...must have been quite scary. The take-off run seemed quite long for a MD 83.
1:38 - Passenger: "(unintelligible)...landing gear.." Must have never flown before in his life! Gear retracting after takeoff NEVER sounds like that! lol
Ah yeah, I vaguely remember hearing that guy talk. He was a random sitting next to me, was telling his wife or something that it was just the landing gear ahah
you should have looked over at him, straight faced, and said "dude, we're taking fire"
It sounds like "That don't sound like the landing gear"
Could just be a comforting lie. Instead of looking to someone who already possibly hates flying and going "Oh, that's definitely not good"
Zickcermacity definitely a comforting lie
My friend called those engines "PW Bangers" He was an engineer for GE. I had that happen as well on a MD 80 flight and its very disconcerting.
Wow! Amazing footage. Glad everyone was okay. Hats off to the captain. Can you imagine sitting in the seat right next to the engine when that happened? Eek.
Great job, pilots!! Thanks for the upload!!🛫✈️🛬
That is why they get paid the big bucks!
Peter Mann In switzerland, a new pilot earns less money than cleaning personnel, and is probably more than 15‘000 $ in depts
Gummel a normal pilot trainig (as mine) costs 120000-150000 dollars...so youre more than 15000 in deby
Debt
When you hold the fart for too long but then you think slipping some farts by parts is a good idea....
SUBARU IV I
SUBARU IV lmfaooooooooooooo
I always fart on airplanes.
i did this on a delta flight to santa ana. i let one fly, made a little girl cry , let a big one go upon arrival at santa ana, everyone else had to walk through the cloud of doom
Farts by parts...🤣😂
1:32 Booms... I would be very scared at that point
Very interesting. I bit it raised a few pulses. Thanks for sharing, Gabe.
Neil Ross raised my pulse just watching!
Well filmed very impressed you kept calm.
I don't think there is another video out there that is as clean audio wise of a surge and engine whine as this one...
DOUGLAS knew how to build them to last. I still love them.
1:33 compressor stall
CUDAS!!! MY MAN FEATHERED THAT PLANE
RIGHT IN FOR LANDING
BEAUTIFULLY, WOW...
(THAT'S ONE HELL OF A PILOT)!!!
Capt. Perfect is back!
That is not a good sound, I wouldn't have been so calm! Thanks for sharing! 😊
Compressor stalls are really loud, but the engine usually can be shut down and restarted and be fine, its an airflow issue.
I'd had loved to hear the announcements...
MD-80?
Another perfect example of a few things. 1 aircraft design, flight crews training, experience, skill and judgement….. good video editing and keeping camera steady…the aircraft themselves are designed to fly single engine for one hour…3 hours for international overwater flights. The video might have been pause and split but you may not see the banking when they are turning around to hopefully land on the same runway or of there was a parallel runway closer than that one.
I would actually shit my pants if I heard that after take off!
At that altitude, if the engine is completely lost, you still continue to fly the plane. Straight ahead. Just like training teaches you. You have zero idea of what you are talking about Armando.
notmanynamesleft - Actually....it sounded quite good in comparison to silence when last engine runs outta gas, and Captain contacts tower with "Delta Glider flight...."! I was on Lockheed TriStar in December '78 when that happened in heavy thunderstorm N of Atlanta. Deployed RAT and glided in, but no reverse thrust either so used up set of tires on brakes!! Got us there!!
That plane was heavy. It took a long time to rotate, holy crap.
Billy Bowers they don't do full power takeoffs anymore. They calculate it based off of weight and runway length to help reduce engine wear
Pretty standard takeoff for md80s
Chicago - Las Vegas probably quite close to max range on an MD81 so would have been carrying high fuel mass.
Douglas twinjets and DC-8s & DC-10s have never used full power for take-off. They use all available runway within field performance safety limits at temperature reduced thrust settings and something some call "dial a flap" which we called optimum flap settings, which allows take offs with less drag and higher speeds and less fuel consumption than Boeing's pre-determined settings. So we enter the assumed temp into the thrust computer and push throttles forward until CLAMP is attained where the computer monitors the setting for us. For this T-O without knowing weight and OAT it would be a wild ass guess of 13° flaps and ISA +15°C T-O range stops at 18°flap as they unseal themselves further extended beyond that.
Look up reduced thrust "flex" takeoffs.
Interesting...I've flown many times on the B-727 and L-1011's with the center engine S ducts...That design alone was pretty much responsible for compressor stalls, and usually just one big bang that didn't require an emergency landing, just a reduction of fuel flow and thrust setting...I find it hard to believe that what I'm hearing is a simple "compressor stall" resulting from disrupted airflow. That was more like a compressor axially-symmetric stall, or compressor surge.
Exactly, there should be ZERO airflow issues in a normal takeoff short of a bird strike or similar situation. Compressor surge is a design flaw or a materials failure or both.
Red Car: There are many things that can cause a compressor stall. It is not indicative of a bad design or materials failure. A bad design would lead to stalls occurring frequently on aircraft equipped with that engine type, which does not happen. If you mean mechanical failure when you say “materials failure”, then that is one thing that can cause a stall. Jet engines have far more moving parts than most people realize, and they work in concert to do their job. A bleed valve that is not going to its commanded position can cause a stall. If compressor blades are near or exceeding the clearance tolerances, a stall can occur. If the inlet guide vanes are not in the commanded position, a stall can occur. If sensors malfunction, aircraft components may be commanded to incorrect settings due to bad inputs from the sensors, which can cause a stall.
It could have been a foreign object entering the engine. It happened a few seconds after rotation.
Bit of fluctuating... must be the CD weather there.
Glad you are all OK.
Surge and stall with an engine are used interchangeably. The loudness of the “bang” is in direct relation to the power setting and altitude. High power, low altitude create the loudest bang. Not knowing the exact conditions, you can’t say for sure, but he was taking off behind another aircraft (minimum distance probably since JFK pumps them out back to back on the Canarsie and Bridge climbs. The bangs occur during or just after gear retraction, when you would start pitching for climb speed (around V2+20 on the Mad Dog). Add in an wake turbulence encounter, increasing angle of attack and high power and you have perfect conditions for a compressor stall/surge. Are they “exactly” the same-? No. Am I challenging anyone’s “training”? No. But the difference between a compressor stall and surge is like disputing the difference between a rock and a hard place. Have a great weekend!
How long between clips, how long did you fly around before landing?
3:30 see the landing and takeoff race with 757?
Interesting comment from Bounty Hunter Bootcamp, considering it's an MD83 (which became the Boeing 717) which is an American made aeroplane with American made Pratt and Whitney engines...?
isn't a compressor stall an sucking too much air into the engine causing more fuel burn and overheat and does a little burst of fire for a couple seconds? ( Bird striking and non-bird'striking ? I might be wrong on this?
Did they shut down the engine shortly after touchdown or is it my imagination? 3:37
+iPetroSS idle reverse i think
First off a MD - 80 is the type of plane that you heard running in take off the 3 pops is bubble pockets when the fuel isn't mixing right it throws the propeller off and that was the sound you heard inside the plane so the pilot made the right call touching back down
Ah nice, JT8D-217, sweet sounding engines.
Actually this was caused by pre-O-Matic air disposition it happens when fuel is not entering the injectors properly so you get air bubbles that Max size the piston heads which in turn meant this was the loud bang and I don’t know what the hell I just said I made it all up
Dan R Sounds good to me!
Armando Silvier Actually the PistonHeads a pneumatic which cement to mimic a jet fuel engine however with the air ratio to Fuel you still getting those jet engine like sounds when the piston pneumatic heads are seizing up in place due to the O copper ring sweltering out around -42
Dan R Yes totally. The “Honeywell Retro Encabulator” uses similar concepts. Check that out on RUclips and you will understand.
I've actually been studying this in airplane mechanic school and you're totally right. It appears the left avisk pump probably got clogged with excessive buildup of xenfil fluid due to the cold, which might also explain the sounds. Xenfil normally causes several loud thuds, while bi-optital fluid (in warm weather) would just cause one.
Indubitably
I wonder if that was caused by ice build up that broke free and went into the engine, some models like cfm56 dont do well with that and surge just like that.
Super video *thanks* for uploading. What I find notable ... in that given the skill/professionalism of flight crews it's actually _not_ notICable is if you watch the ailerons as soon as the stalls/bangs start occurring and for the next 10-15 seconds, there's not a hint of the PF 'knee jerking' a bit on the controls (in surprise) which you'd see had s/he done so. Which of course they didn't [kneejerk in surprise] ...given the skill of flight crews. Said another way, you see nothing in the flight controls which is not surprising, but notable in proving they know their stuff and stay coooool when cool is needed. Dang how I wish I was on a flight like this! (seriously, I do).
I flew this exact flight AAL2224 in 2014. Got lucky because I'd be freaking out.
How did you get a widescreen video through an airplane window
Comp stall...great job and great footage
Interesting that ATC allowed another A/C to take-off simultaneously while this A/C was landing.
I’m glad i’m sitting on the toilet watching this.
Did the pilot make any sort of announcement to explain what was going on?
What's impressive is that no-one started screaming; not even the kiddies. Does it happen often enough for people to get used to it? xD
Was there a screech at 1:12? Or was that just a passenger?
It sounded like someone coughing or clearing their throat
Well, it's the MD80. Aren't those things forty years old?
30*
First delivery: February, 1985 to Alaska Airlines
tmreed yep ! They are so old and guess who takes them off AA''s hands ?? ALLEGIANT AIR .. the flying coffin Airline .. as well as their aging 320's
Yeah, I don't deal with the those budget airlines.
AA's first Mad Dogs were put in service in 1982-1983, so the oldest are about 35 years old.
what’s with the screen ratio
The landing speed looks like fast. I wonder if it was above max landing weight. By looking at the other aircraft taking off while this one was landing, I can tell the speed was fast for a landing.
Does anyone know ?
Correct. The MD-80 series doesn’t have the capability of fuel dumping. Pilot did great on coming in smooth and fast. Had plenty of runway, and spoilers and brakes help!
Great video! Never flew the MD, but I've had loads of jump-seat rides commuting. I'm guessing they got the stall to clear by retarding the thrust lever to idle. Twins make engine out approaches with partial flaps, they had the usual landing flaps set. Good job all around.
Ooh, that was a scary sound!!! Great video, glad that it all went well afterwards!
Stall, surge. The question is WHY. Why, pray, would the airflow through the engine be disrupted enough to cause this? Slow speed?
Rui Alexandre More likely than not, it was a bird strike..especially since it happened just as started climb out..here is a great video Simon uploaded to RUclips way back but it shows how the bird was ingested and stalled out the compressor..dont turn up your audio loud either. ruclips.net/video/L1jZvlFmqQU/видео.html
Thank you Compteck7!
Arcadiez, you asked what my experience is. 25000 hours of flight time in 727, 737, and Airbus equipment.
Takeoff from ORD (O'Hare International Airport, Chicago) heading west.
There's nothing wrong with clapping!!! Just be grateful the pilot got you to your destination safely!! Especially when you arrive at your home country!!!
Jimmy Salcedo no kidding who are these people? I think their negative thinking cause the whole thing. Lmfao
Jimmy Salcedo I'm a former flight attendant. I would've grabbed that P.A. and asked them what they'd stuck up their asses!
Did you have to dump fuel?
I cannot find the emergency landing. I found just a landing out of plan. 😕
I wonder if they had to dump fuel before they landed? I have to imagine that they were way too heavy to land without doing that.
TheBonzomatic it was a domestic flight. The may not have been over the max landing weight when they took off. I don’t believe the DC-9/MD-80 series has fuel dump capability, but have never flown either. But notice the lack of a dump nozzle on the trailing edge of the wing.
Did he not have to dump fuel???
Probably some small object ingestion?
What equipment was this?
That would be somewhat unnerving!! I wonder how badly the engine was damaged??
Why land? Unless EGTs were too high.
Watching the flaps, look like pilot was trying to make up his mind. SOP to return to airport?
great picture quality :)
Why edit out the turn around?
at 2:45 you can hear the pilot pushing the power way up on the remaining JT8 engine to get the needed amount of thrust to adjust for landing
+Derek Wall He isn't pushing the power "way up." He's just using the thrust needed to maintain his minimums. All modern passenger aircraft have MORE than enough thrust to take off and fly with only one operable engine. Level flight with one engine is a breeze.
including this plane which is a T tail MD 83 using JT8D turbofans?
I think a 747 might have a hard time taking off on one engine.
Alex Phillips yeah but on 2 it can safely fly but the pilot would have 2 extend the flaps to help maintain altitude.
+J D Correct, but the standard operating procedure for my airline is still to use "Maximum power" immediately after an engine failure. You can pull the power back and adjust it as needed, but you would in fact set max thrust immediately after you detected an engine failure.
What model of aircraft was?
I was waiting for it to say “In A World” across the screen with that screen ratio.
Samething that happened to Scandinavian Airlines Flight 751... both engines surge. Md's aircraft are old and maybe time to retire them all.
I wonder if this could have been caused by being so close to that other aircraft and its jetwash or wake contributed to this
What airplane is that??
U see him hit the flaps right away?
Anthony- He asked you first! Ya big tomboy!
Liche Christ lol.... good times
This video reminds me of how much winter sucks.
lol i thought the same exact thing!
If you live in the flat-lands, maybe so. 🏔⛷
Winter rules!
❄️
I hate winter. 😫😫😨😡😡😡😡
Did they have roll down passenger windows, I've never heard a plane this loud on the inside
Excellent video Bro! can i use it as part of my video for my channel? you will be credited in the video.and you get a backlinks of your original video in my description. thanks
Always a rear end pucker moment.
Aviate...navigate....communicate....great piloting!
Pretty scary, sounded like gun shots throughout the plane.
Thats not a sound you want to hear on takeoff.
Scary experience no doubt.
now that was a video that lets you realize that not all flying is safe. Pilots did a wonderful job. I just wonder if they let off fuel befor landing because the plane had just taken off and very heavy.
Nice soft landing for a heavy airliner!