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- Опубликовано: 2 окт 2024
- Bear with me as I explain some pertinent pilot emergency procedures that pertain to SWA Flt#1380
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Wow! It took 24 minutes for you to briefly explain the flight crews activities, when it took only 20 minutes for the emergency to conclude. Bless you and all of the professional pilots of this world. Thank you!
Peter Olsen great point!
Goes to show what good training and experience can accomplish. Captain Tammie is the new Captain Sully, a real hero along with her co-pilot.
Sorry to be so off topic but does any of you know a trick to get back into an Instagram account??
I was dumb forgot my password. I appreciate any help you can offer me!
@Marshall Cruz instablaster =)
@Finnegan Jaime thanks for your reply. I got to the site thru google and Im waiting for the hacking stuff atm.
Looks like it's gonna take quite some time so I will get back to you later with my results.
Well done in explaining this emergency. As a fellow pilot, your descriptions were well thought out and the "tech" talk was geared for many of the non-pilots listening. thanks again for your interesting factual videos. Your son is really cute it these.
What you said, Ray Bankes! I SO appreciate his capacity to articulate technical things in an understanding way.
And his son - oh, goodness, what a treasure! His children are blessed and are enjoying their blessings. That is so gratifying to see. That little guy is as a cute as bug's ear. About the same age as my oldest great-grandchildren!
Top notch explanation . Well done. Yes, I could see you being an instructor.
Thanks for sharing your knowledge about emergency procedures to help non-aviation folks understand the challenges faced by the crew of SWA 1380.
(Retired SWA)
This is a fantastic video. Great job. Extremely informative.
Great job Juan thanks for on point information
Smart Vibes m
Thank you Juan, you just did EVERY airline and every passenger a great service
Juan, a great clip of captain and 1st officer handing over control is you and Pete in the Mighty Luscomb flying to San Fran
@Smart Vibes I was thinking " Amazing ".
You have a very clear way of explaining this info. I hope you will do more as more info comes out about Flight 1380.
Wow! I had no idea how complex that aviation emergency procedures can be. I worked in emergency services for years - fire, EMS and rescue. Our procedures were much, much less complicated. And, we generally had much more time to plan and execute. Hats off to that Southwest crew.
Once again, great job Juan. Professionalism is often understated, but always there in the back-ground. Was just listening to ATC on 1380. The professionalism of the crew should be applauded. My heart broke for the pilot as she relayed ,"we have a hole, and somebody went out". A nightmare that could have been much worse if not for the personnel involved in getting the aircraft down safely. The inherent strength of the aircraft itself shouldn't be over-looked. The 737 has been a solid work-horse over it's long life. Thanks once again for the back ground and the peek behind the cockpit door.
Thank you so much,....I always learn so much stuff that is understandable, when explained by an excellent teacher. Whether you are talking about Oroville Dam, the bridge in Florida, the sights in the UK, or the SWA incident, you are this lifelong student's joy.
My dad (who was born in 1897) had a favorite saying on the Montana farm, "Everyone should learn something new every day." Oh, yes! Your service to the general public is just a blessing. Thank you thank you. Sharon T
Juan, many thanks to you and Lt. Pete for providing all of us with a glimpse at what goes on in the cockpit of a commercial airliner during a major emergency. About a year ago, I sent you an email describing a harrowing experience that I had on a flight on a United jumbo jet from Amsterdam to Washington Dulles. Shortly after takeoff, an engine experienced a catastrophic failure. I happened to be listening to the cockpit-to-tower comms, and I was stunned at how calm and collected the folks on both ends of that conversation were throughout the incident. After watching your video, I have a keen appreciation for the sheer professionalism (and panic) that was behind the safe resolution to that mishap. Keep doing what you do, my friend. You do it very, very well.
Jay Kuca Thanks Jay!
An absolutely superb description from start to finish. Thank you.
Thank you for this video. It helped me understand a lot. My son-in-law is a First Officer and this has given me some insight as to what training he has had but I hope never needs!
Great job Pete! Great job Captain Tammie Jo Shults! Great report Juan!
Fantastic explanations of what happens during an airplane emergency. I've never been afraid to fly even after being through one of these emergencies, looked out the window and could see the engine engulfed in flames. I feel more comfortable flying after listening to your explanations. Thanks for the confidence you give us in the airline industry!
I said it once and will say it again: you, Sir, MUST go into training and communication after your active career - which I hope for you will last for a long time - in order to share your enormous knowledge. Your way of HOW you share it is 1st class. Having flown as a passenger for almost 55 years now and having been a private pilot for 30 years it's like going through a speed version of all my experiences and learnings but in such a tangible way that I feel sad for everyone who would miss your explanations. Hats off!
You are a great educator Juan, thank you.
Tammie Jo Shults, former Navy F-18 Super Hornet pilot, and a consummate professional.
She is definitely a class act. Thank you, Juan, for this breakdown of emergency procedures.
Juan, choosing the final image of this great video was a class act.
Your excellent technical explanation no doubt took more time than the pilots actually had. I am so impressed with the physical redundancies built into the engine and aircraft structure, as well as the extent of the safety controls and checklists. It really made me appreciate what the pilots went through to land that plane.
Juan, I applaud you for including your children in your videos. They are a part of the team. I realized early on that Commercial Airline Pilots had to be very sharp and bright individuals. You have also pointed out that through exhaustive training procedures these checklist become automatic when faced with several problems at the same time. I now understand that it requires the actions of a clear headed focused approach to all areas of flying. The media sometimes use words (like fly-by-wire) to give the general public the wrong impression that it is a very simple thing to do to fly one of these big birds. Nothing can be taken for granted and kudos for every ATP pilot. Thanks for your very through explanation of potentially what the pilot and crew faced on SW Flight 1380 even though some of the terms used left me with the glazed look in my eyes.
Once again, outstanding job of communicating complex information. We all will remember aviate ,navigate,communicate.
Juan, excellent as always! Red squirrels down there? In the tree beyond your right shoulder 3:40 - 4:13 minutes and birds 7:37 - 7:54 minutes. Yes, I view your postings more than once. Bob
Juan, just an excellent explanation of how #1380 dealt w/the emergency from CRM viewpoint. I’ve read that on piston-powered twins w/an engine failure you always want to make turns where you ‘raise the dead’ - keep dead-engine wing the high wing in turns to keep max rudder authority. It would make sense the same is true for jet-power, but I’d love to hear your comments re. Your channel is just so darn educational - thank you & keep up the great work!
Chris Hill not as critical with the jets.
Thing you have to remember with an engine shutdown/loss is that there are two or possibly three basic problems with asymmetry. One for shutdown is the thrust asymmetry, in other words thrust only on one side of the aircraft. The other one is torque asymmetry. The engines spin whether they are jets or not. Generally the engines are counter-rotating relative to each other, so the engines on each side rotate in opposite directions. That provides torques which cancel each other out. If either the whole engine or significant bits of the engine fall off another asymmetry comes into play: weight. Bits missing means one side of the aircraft weighs considerably more. If the damage is really bad aerodynamic asymmetry is also a factor as the altered shape of the aircraft will mean altered air flow and altered lift as well.
In level flight the thrust asymmetry would tend to cause yaw problems as the resulting moment is about the vertical axis of the aircraft. The torque and weight asymmetries would both tend to cause roll problems as the resulting moment is about the lateral axis of the aircraft. Aerodynamic asymmetry would be complicated and unpredictable as it depends on what the damage is exactly.
I wouldn't be surprised if the latter stages of the engine bits fallen off checklist includes altering the trim of the aircraft by pumping fuel from one wing tank to another to counteract the weight asymmetry and make the aircraft handle better.
David Newton I can personally assure the real problem with assymethrical thrust is really a problem with 4 engines on the wing having flown Rt seat in a B 720, on climbout from KINGSTON JAMAICA BWI, as it was those days we lost the #4 engine, , so we continued over the ocean, burnt some fuel, and came back in safely, engines those days were NOT as reliably as today. I was scrubbed out on a medical, so changed vocations, became HVA/C-R, did quite good $ wise now been retired from that at 62, am now 77. Cheers God Bless.
Thanks for the explanation. The hard part is that the real situation requires immediate attention to details to make sure things go as best they can.
Hat drop perfectly timed for cuteness
I worked for Qantas for 31 years and thought that was a great down to earth description of the engineering, systems and procedures involved is this incident. Brought back some memories when you started talking components involved in maintaining cabin pressure. ACM's, CPRV's, Oxy Generators, I used to be around all that stuff.
Thanks Juan
I am appreciating all airline personnel more. Thank you Juan.
Very worth seeing this again Juan...here in Summer 2022...thanks for all you do
Dwell done and explained Juan. Excellent job there Captain Pete.
With this video you achieved PHD in avionics. Truly professional 👌❤️
Juan, I hope when I fly, you're in the right seat. I've enjoyed your YT videos for quite a while now, you produce very interesting content, and make the sometimes complicated understandable. Thank you, and keep uploading!
Juan. You’re the greatest. Awesome insights into what goes on during an inflight emergency. Thanks !!
This video is excellent and informative. Very well done. I was in the United States Navy from 1968 to 1972 . Aviation Electronics Technician.
Thank-you Juan and to the pilot for bringing down the plane with all but one down alive great explanation on what happens in the cockpit look forward to the conclusion of this event cheers NZ.
And saying this in kindness, perhaps the one fatality may have been due to not wearing a seatbelt? Don't know, wasn't there, but it's been a consideration.
King's eyes many years ago over Africa KLM flying A LOCKHEED CONNIE, has a window blowout,,loosing a pax, never to be ever found.
I give you two the rank of darned good troop. It don't get any better than that.
Juan, these 2 videos are outstanding. Explanation of these complex procedures is difficult but you did a great job. Flight crews are an amazing group of extremely well trained individuals. Its extremely unfortunate that one passenger lost their life in this freak incident. I look forward to your presentation of additional material on this case. Keep up the good work Captain! And the young pilot is too cute.
.
Juan,
Thanks so much for the informative lecture of what happened aboard SWA Flt 1380. I trained back in the 1970s for private pilot in a Cessna 150. The little bit of knowledge of private aircraft operations made me realize how much harder you guys have it. You have checklist on how to use the checklists! (lol) Then again, a C150 won't be at FL320! Thanks again for a commercial pilots perspective on what happened during the catastrophic engine failure of Southwest 1380.
Ty for your service and the informative videos J.B. 😎🤙🏼
"Aviate, Navigate, Don't Navigate."
your (grand?) kid is adorable.
Captain Shults, and, 1st officer Ellisor are to be commended for a job well done. And thanks to you Juan, for helping us understand the complexities of aviation. Bob an old J3 pilot
Sir, ive been watching your videos about numerous things and I will have to say that YOU are one smart mother effer...by far your vids are the most informational and professional out on youtube...keep up the good work.
Real information from an expert. Not a bunch of conjecture from people who know nothing about aviation.
Thanks ever so much for this clear and instructive explanation of what pilots are trained for, called to know, and can execute clear-headedly--pilots truly are heroes in the sky, Juan!
Wow...Marine 30 years and flown a lot on military and civilian aircraft...I thought I knew a little bit ...this was a very instructive video Juan..I did not know a Lot. Thanks ...Very Entertaining.
Thanks for sharing this. I just love everything about flying and airplanes and am always looking to learn more. You explained so many things so well, from why they landed hard to why they dove down so quickly. Great video.
Thank you, Juan. I had no idea how many things must be going on in the cockpit during an emergency like this one.
Great video Juan! (as every single one of yours). Excellent job in giving us precise and instructive information, and in transmitting the sense of professionalism and preparation we must always pursue as pilots, private or commercial.
Juan, great gratitude for 'splainin' the whole pressure thing to cargo! Also, kudos for covering the rest of it in cargo-speak.
It's amazing what you remember even after almost 50 years, the last time I was in the altitude chamber at Fairchild in 1967. Remember the pilot is ex-Navy so she just reverted to carrier landing and stuck it. and I don't blame one bit.
Juan, how long does it take for your videos to upload full hd, I am watching it now and it's only in 360p. Also you do a lot better than most regular media on the topics you cover. You contain a lot more facts and insight to the stories you broadcast on. The entire Oroville dam issue was covered 300% better by yourself than any other news organization. Keep up the awesome work and when you ever decide that you're ready to retire from commercial flight, you are a totally all around better news and event broadcaster than all of what is on t.v. and most of the internet. Great job and I wish good fortune and constant happy times for yourself and your family.
As a RUclips creator, I can fill this one in: when you upload to YT, they do a bunch of things, the biggest of which is compress the video. To get the full HD compression finished and propagated to their servers takes time, so originally only the lowest-fidelity copy is available. Many videos these days are scheduled or uploaded and then published later so they go live with HD already processed. So it can be annoying to see videos like this which are time-sensitive but RUclips hasn't finished their work yet. Usually within a half hour or so everything is ready to go, however.
Yes indeed.
As of this moment 720p mp4 and 360 p WEBM and mp4 file is available. You Tube can take days to get higher resolution files posted at the site. Your browser's choice may be the ultimate reason you see what you see. 1080p WEBM video only is also up but your browser will not choose it because it lacks an audio track, they are working on it.
Great Update Juan! Thank You! My Dad worked at Lockheed, Ga. so I got to see & know all the planes they built there. So you got to fly in an aircraft my Dad helped to build and I'm sure I got to see fly over my house!
I love your detailed explanation of what actually occurred
New subscriber.. Private pilot CAP and firefighter. You have a fantastic gift for presenting a story!
Thanks and welcome aboard!
@@blancolirio my pleasure, Captain. I still have a clear craft, have my bucket of prop wash handy
I rarely watch youtube videos over 20 minutes and just about did not start into this one. You held my interest through to the end.
Why? I rarely watch RUclips videos under 20 minutes.
Thank you very much.
Young Lt Brown makes me smile! Nice touch. Very informative.
Invaluable instruction for a young up-and-comer flight engineer. Love you videos. I've studied about 500 accidents and flight failures since 911. The easiest way to come down is not a spiral, is it? Not if you want to live.
Also I agreed with Jason Miller below. Thanks, Juan.
Great job of explaining what went on with this emergency Juan. I really do love your videos and find them to be so educational. Keep up the great work!!!
Thanks Sandy!
Great video Juan! It took almost as long to tell the procedures as it did to land the plane. I'm glad its mandatory for all of the emergency procedures to be practiced and reviewed. Learning while doing would appear to be deadly as there is so much to do. The pilots on this flight most assuredly played attention at emergency school and for that they saved many lives.
great report Juan. I'd be a passenger with you in command anyday.
I can't imagine being coherent in that situation!! Pilots & crew really are heroes!!
Thanks, Browns!
That’s Browne’s
Technical, articulate and very understandable. Thanks Juan.
Juan, thanks for the information.
C130 work horse extreme! Flew from Virginia to Vietnam in '66 with all of our company gear. Trucks, trailers, and all. Took 43 hrs. if I'm remembering correctly. Cold, bouncy, noisy and over all uncomfortable with no seats for all troops on board. Our plane made it without a hitch some others had engine problems and were delayed in Hawaii. Really felt sorry for those guys (not).
JUAN, YOU HAVE A GREAT CHANNEL! GREAT FAMILY TOO!
Awesome my man!? I know I appreciate the excellent narrative of what simulation and real life instances are in reference to the aircraft. You should see the training that we acquired from proflight. 757 single engine tradeoffs when tuning a SIM is quite a workout, I'd know. Iceland 757 & 767
Hi Juan, Incredible video. The mainstream media could not afford you. I get the feeling you could not be bothered. My question to you is about the very last part where you gave the high-class credit to the pilot for greeting the passengers and how it sinks in the "Gravity" of what just happened. I could see that that came from a place you know well. First-hand experience? Much Respect to you. Thank You. Rich
Yes, Juan has been there and done that: www.theunion.com/news/grass-valley-pilot-safely-lands-757-after-one-engine-quits/
Man, I think that good 'ol Juan could host some kind of show about crisis and failure management techniques. Wait- he already does!! Juan is a real Pro!
Good one Juan - We can see that Boy of yours growing up before our eyes!! Thanks for the detailed explanation,, it's like the main stream media treats us like we aren't worthy of this knowledge but I for one lap it up like ice cream with sprinkles lol,,,, very much appreciated!
I got a little emotional when you said "Mayday, Mayday, Mayday." Almost like I suddenly felt the sadness of the situation.
fred green here’s why that makes sense: mayday comes from French - m’aidez! - meaning (if memory serves) “help me!”
i did as well
@@gregorykusiak5424 always thought it was chosen for the colors of the flags (when using flags the distress signal "MDMD" is an extremely well visible set of flags for any weather, much more do then SOS)
Awesome video, thx Juan & first rate assistant "Lt" Pete Browne! Nice touch with the hat & pen (aka mic) drop lol. Cool that you piloted the Starlifter & Herky-Bird too; thanks for your service! 😎👍
Great job Pete!
I'm 18:40 minutes in and I just thought to myself, everything you just described is probably within the first 3-5 minutes of the issue response. Great insight you are providing. Keep up the good work. I'm going to have to watch this one twice.
Great job as always Juan, your much better than any news outfit because it personal.
Lt. Pete always professional
Thanks for all the detailed information.
Thanks Juan. I'm prior Flight Medic 68AES Norton, AFB and 452AES March, AFB crewed C-141's from 01Jan91 - 10June1997. Altitude chamber training @ Edwards AFB. I miss the flying... Thanks again for your service.
Whew! Great job Juan, you are a good instructor. You do yourself proud.
thanks Juan! Great video...very educational. that's why I enjoy your channel.
That's a pretty big hat that Pete has to fill. Thanks Jaun
Wow, i have all the notes for my next sim now 🙂 very nicely explained Juan! Safe flights!
Force required to open airliner door in flight (appx) door: 36"x 72"x 9lb/insq = 23,000 lb!!!! Not even Arnold Schwarzenegger could open that door.
Whoops forgot to subtract the outside pressure of 4lb/insq at 30,000, so the difference between inside and outside pressure would be 9psi-4psi=5psi
New calcs Force to open door(appx) 36'x72'x 5lb/insq= 13,000 pounds of force. Arnold still couldn't open that door, of course he is 70 y/o now.
@@ziggy2shus624, you said 70 like that was REALLY OLD! I'm 70 and according to my friend who just turned 88 yesterday, I'm just a kid. Its funny how much your outlook on age changes as you get older.
Terrific educational explanation, Juan. Someday, I hope you'll explain how the heck a large airplane can keep flying with one engine down and/or, as in this case, only one engine remaining. The stability and steer-ability problems seem daunting.
Thanx for a very informative lesson Juan. Young Pete's grooming to also become a pilot is going well. Keep it up.
Bless you. I have had many hours in the air and I appreciate the staff and the pilots. Never had a problem except for some dodgy crab landings in high winds. Scared the crap out of me but thankfully good skills have kept us safe for many flights
Great video - thank you for taking the time to share your knowledge and info 👍
Pete is so cute learning early.
As usual a super video and on this particular subject by someone who really knows what they are talking about!
Thanks for demonstrating your expertise on this subject
So who goes outside and marks the failed engine with a sharpie? 🙃
He's adorable. The kid's cute, too.
Excellent, Right on 🖒
You are such a great teacher. I've always wondered about 'moisture control', going from normal temp. to very cold. Seems like inside of plane would be constantly wet. How do they control it? When the Spirit moves you, I'll be watching. Thank you and Pete.
Juan! Another 'Home Run' of a presentation! You run a very efficient & informative "class_room"!!!
[Your editing is great.] Would have loved working with you in the USAF. Thanks!!!
While going through Boom School at Castle AFB I was selected to be the one to go off O2 in the chamber. As soon as I took my mask off I had a child's toy with shapes that had to go through the correctly shaped hole. Even though I do not remember doing it I did manage to get the task accomplished. However on the audio recording you can clearly hear the instructors yelling at me, Number 7 get your mask back on, number 7 get your mask back on, number 7 you're gonna die, number 7 you're gonna die.
Prior to this they told us they were going to reduce the O2 in the chamber. We all had cards to read and it was such a trip when we went back to 100% O2. It was like they turned the lights on and everything became super bright.
A term I'll never forget regarding IFE's, "fly the airplane".
Great job Juan. Very informative.
That was informative and accessible for even us non-pilots. I have to wonder, though, is the inlet structure failure something that was anticipated by the manufacturer?
verisimilidude1 Good question, and should not happen. Fan blade failures are traditionally assumed to occur at takeoff, where wind forces would be less.
Gordon Richardson remember the BA777 at Vegas ? #1 engine exploded,,and fire on the ground .
Excellent and informative review. Thank You Juan
Great job Juan.
With positive pressure in the pilots mask, it is almost impossible to talk with a cabin altitude of 32,000' Been there, done that. That's reason you likely won't hear from your pilots in the event of an emergency descent. If they try to make a P.A. they sound like they are in distress as they try to talk against high pressure oxygen. Not a huge confidence builder. In the event you see the "rubber jungle" (masks fall) expect a rapid descent to 10,000 immediately after. Your pilots will talk to you when they get leveled off and sort things out.
Also, the 737 uses chemical oxygen generators. These "cat food cans" are covered in dust from years in the overhead panel and generate high heat when fired. This heat causes the smell of "something burning" as the dust burns off. Relax. Also, depending on the nature of the depressurization, it may get VERY warm in the back. Add warmth to the smell of smoke and people naturally get concerned. Relax. Your crew will take care of you.
Canisters generate approx 500 degrees C 144 passengers crew jump seats vs ?
Always the best info!
That cockpit crew deserves some sort of commendation. I don't see how they could have done a better job than they did. Thanks for the usual excellent detailed explanation, Juan.
andy600 - I get the impression you may be mixing up the term commendation with a similar sounding term, condemnation. And, by the way - the pilot was a she, not a he.