DELTA 767 TEXTBOOK Engine Failure on Takeoff - Prague/JFK
HTML-код
- Опубликовано: 2 сен 2023
- "Aviate Navigate, Communicate!"
LINKS:
Prague Live: • Video
AgentJayZ: • Jet Tech: Compressor S...
MERCH: blancoliriostore.myspreadshop...
Flying Eyes 10% OFF: flyingeyesoptics.com/?ref=Bla...
PATREON: www.patreon.com/user?u=529500...
GEFA Aviation Scholarship: goldenempireflyingassociation...
Learning The Finer Points -10% OFF! www.learnthefinerpoints.com/g...
Theme: "Weightless" Aram Bedrosian
• Weightless - Aram Bedr...
www.arambedrosian.com 
Наука
I liked the Czech ATC not bothering the pilots with "say intentions when possible" and "do you want to turn now or later" and other pointless chatter while the pilots were dealing with the engine failure checklist. They just answered "okay" when Delta announced they'll keep flying direction and will contact ATC later. ATC needs to clear the airspace and runways anyway, regardless of what Delta says or doesn't say. And ATC needs to keep the pilots clear of constantly being interrupted by ATC. "Air France vacate runway at Charlie" was also minimal, not jamming the frequency with "Air France do you want to return to the gate", which will always be replied by "need to call company first". Everyone knows that the airport is essentially closed for some time. Unimportant crap must be dealt with later, not in the first minutes.
Well put. Is there a difference between countries on how ATC communicate with pilots?
Roger dodger !
@@KeithStewart-zn8mg sometimes I get the impression that some ATC in the US just go through a script and ask questions which the pilots already answered in advance or which don't make sense at that point in time, just causing distraction to anyone who has to listen on tower frequency.
Indeed, it was a very good job by the ATC, too!👍
It's because they told them they'll call them back.
Incidents where there is loss of life or equipment are the ones that make the news, but as an aspiring private pilot, I find the emergencies where the crew manages the emergency successfully so much more enlightening. "In an emergency you will not rise the the occasion, you will fall back on your training."
Blanco should populate more of his content with emergencies-well-handled.
That quote is absolutely true. Another good quote is “Average people train until they get it right. Champions train until they can’t get it wrong”.
You've made a very insightful observation. Indeed, emergencies that are handled successfully by flight crews often don't make headline news, but they are valuable learning experiences for both aspiring and experienced pilots.
In tactical training we were taught that when put in a stressful situation (not even life threatening) you will default to your lowest level of training. It's just how our monkey brains work when faced with danger.
@PRC533 People with Alzheimers will remember "overlearned" things. It explains how Glen Campbell, when barely able to form a sentence and not recognizing the people around him, played and sang "Wichita Lineman" perfectly.
The complex series of actions required to do that were embedded deeper in memory than his family members' names.
A performance that brought tears to my eyes.
There were actually three first officers up front on this one along with the Captain, of course. All three FO's are instructors. Awesome people and pilots. I've flown with several of them. So glad this worked out.
The folks in the training department should be happy!
Do you know Cody?
Sounds like a lot of cooks in the kitchen!
@@jimmyoverly3512 long haul augmented crew.
@@jimmyoverly3512standard procedure for long haul flights. All crew in the cockpit for TO and landing. I can guarantee you that those in the jumpseat didn't want to mess things up for the folks at the controls. All aircraft procedures are designed for standard crew, and any pilot in the jumpseat knows they will only intervene (and concisely) if somehow the ones up front missed something. Kudos to the crew for getting this one back down in an apparently safe and correct manner!!
This Delta crew was well prepared for this B767 emergency. Aviate, Navigate, Communicate. Excellent work Delta pilots. Congrats.
Aviate, Navigate, Communicate.
They aren't called Delta Professional Pilots for 'nuthin.
I love it when Juan is able to cover an aircraft incident handled properly with no loss of life.
Delta has always been one of favorite airlines 👍👩🏻✈️🇺🇸
Bingo! Came for the cliché, not disappointed.
Even when flying in the simulator, engine failures are quite startling when the plane suddenly moves longitudinally from the yaw. Well done, Delta!
Interesting how they drifted off the centreline by a long way. That would be a repeat in the sim for me.
@@EdOeuna An emergency aircraft dealing with an engine failure. Wind from the left, right engine failed, why worry about exactly maintaining runway centerline? Fly the aircraft, run the engine fail checklist, then get vectors back for the landing. Crew did a fine job!
@@johncox4273 - you’ll not have been in a sim then. The tracking of the aircraft following an engine failure on take off is a critical component to the overall safety of the flight. The upwind area of an airport is surveyed. An engine out flight path is only enough to clear obstacles by 35ft. If you start drifting away from the centreline and keep going then you’ll risk drifting out of the surveyed area where there isn’t the guarantee of terrain clearance.
My local airport has an engine out SID to follow off one of the runways. This creates a turn at about the departure end threshold because there’s a multi-storey building that pokes into the departure envelope. The building prevents the 35ft terrain clearance.
@@EdOeunaHi Ed. Yes, in my career as a corporate pilot I’ve been to Flight Safety over 75 times, so I am very familiar with simulators and engine out procedures. You’re right, at some airports with high terrain around, if you loose an engine you have to follow the departure procedures exactly to avoid hitting rocks. My comment was that they requested a straight out departure, which with no terrain to avoid, aircraft control and heading is the first priority, not runway track. In the old days when doing engine failures on take off we would set the heading bug to the runway heading, then make sure to maintain that heading after loosing the engine.. That’s what we were graded on, not our runway track. I know the FMS’s are very smart now and can display runway track on the PFD’s and even on the Flight Director, but absent any terrain issues, to me heading and airspeed are the most important things to maintain. In the debrief they might bring up a diagram of the track, but as long as we had done a good job maintains runway heading a little left or right of runway track was not a big deal.
Now on SE missed approaches it is important to fly the missed approach procedure for training and checking, since one has excellent course guidance, and it is very easy to follow. Our Embraer Legacy flies beautifully on one engine, which make it very easy. In real life, one can always ask for alternate missed approach procedures, such as a heading and altitude to make things easier.
I’m retired from flying now, but I work at Flight Safety as a right seat guy, so I’ve seen a lot of take off engine failures in the sim, some terrific and some not so great. 😫 But on a check ride heading and speed control are what counts. We do most of our check rides out of Memphis, and there is a SID, but everyone declares an emergency and flies straight ahead until the engine is secured and the aircraft is at a safe altitude. Some clients sop’s say no turns until 1500 feet AGL, and some say to climb straight ahead to the MSA. No terrain to be worried about in Memphis.
Of course departing a mountainous airport such as Aspen it is very important to fly the SID least one hits the mountains. We use a service called APG which has special engine out procedures for challenging airports. We can load those procedures into the second FMS, or if the FMS’s are linked, we load it into the secondary flight plan, then make it active if needed. At Aspen it differs from the Lindz9 a bit by clearing a large hill north of the airport by a slightly different track and flying up the valley sooner. Every little bit helps at Aspen!
When I wrote this I expected that you might disagree with my assessment, but mostly we’re on the same page. I’m not making an excuse for sloppy or unsafe operations, but just pointing out that the Delta crew did an excellent job handling the engine failure, their small drifting off of the runway centerline to the right not withstanding.
Take care-fly safe!
@@EdOeuna they drifted slightly, but not much. No right-minded TRE would fail someone for the amount of drift they had (and then rectified).
I was on this flight. It was definitely a scary moment, but the pilot and crew did an amazing job keeping everyone calm and getting us back on the ground safely.
Can you tell off memory what PA’s were done, if any, please.
how loud was the bang
My grandfather was wounded in Italy in WWII by a German grenade with shrapnel to his back and was shot through his wrist. The scariest thing he said about the whole experience was his first and only plane ride back on a C-47 transport to the rear to be operaated on.He was hearing the engine on one side of the plane backfire before take off,no sooner than the wheels left the runway it statred to spit and sputter causing the plane to yaw back and forth as the engine was catching then the engine quit! He said that the plane yawed so severly that when it quit that he was praying and scared for his life! He was in the 91st infantry Divison. Miss you Grandpa!
Those old WWll stories are amazing. Luckily he lived to tell about it. 🙏
One of my favorite pilot write-ups while working F-15 engines.. "Felt a bump @100kts on roll-out.. half a boot of left rudder & jet was still heading right" lol
Its always impressive when you see an airliner climbing out after losing an engine. These guys did a great job managing not only the aircraft but their own reactions once the engine quit.
Great coverage Juan. As a young TWA 727 flight engineer years ago, I had an engine fire warning right at VR out of LaGuardia and ended up diverting to JFK. It was a pretty busy flight deck. Fortunately I already had already been flying the C-130 for several years, so I was well versed in in flight emergencies. Looking back on 30+ years of airline flying, the training, procedures, and equipment are so much better now.
I still remember that day at LGA like it was yesterday though.
Well done to those pilots. Delta trained them well.
"No messin around with holding patterns, dumping fuel or getting all wrapped around the axle with the checklist" Right awn Juan! 😅
Another example of training training, training. Then more training. 😊
God bless ALL the pilots out there. Keep the blue side up and THANK YOU!
My one (and only) engine failure on a B767 resulted in a successful return to the airport right at Max Land Wt. By the time the fire trucks cleared us to taxi I began to blow fuse plugs. I managed to get it clear of the runway before all the MLG tires went flat. My reward was a terse letter from the Chief Pilot full of shoulda - coulda - woulda Monday morning quarterback verbiage. No $20 gift certificate for me.
Did you lose your job?
Sounds like the same company I worked for. Company rules required 2 week notice prior to your death..... Good job crew.
@@robertbennett6697 No, cooler heads prevailed when my union stepped in and, along with the FAA, determined I did everything as I was trained. The overheated brakes were because I did not use reverse thrust on the remaining engine. Previously, our company had a crew that slid off the side of a runway during a single engine landing resulting in a collapsed gear (and substantial damage to a nearly mew Boeing) so the policy was to use brakes only on a single engine landing. Our Chief Pilot “forgot” that. No injuries in either of these accidents - thankfully.
Good job!
"Reach back behind you and grab a couple potatoes of rudder trim" had me chuckling. That is a new one for me.
You can tell Juan is a First Officer because he used his left hand to retrim the rudder.
Really liked seeing the lnsta-yaw physics at engine failure.
As a crew chief on a 135 sitting in the IP Seat on TO we were wheels free when I called #3 Oil ( it fell out ) and about 2 seconds later it blew up. ( Catastrophic Uncontained Turbine Failure )
The T handle went red… the AC said Chief/Boom… go get me a visual.
We had a persistent fire with no fire fighting capabilities ( KC 135A did not have a Halon Bottle in the strut ) Later we found out It took out the Firewall package..so the T handle did nothing and the engine was shut down ( well the fuel was ) from the fuel panel which was a QRI anyway.
We made one fast and tight right pattern.. DUMP as much fuel as possible and came right back… flight time of about 5 minutes.
Had a Full Bird AC and a Lite Bird CP … I’m a E-4 and the Boom was a E-5.
The Col flew it like a 106… it all happened so fast there was no time to get scared
Nothing beats good training, no matter what the emergency happens to be. Great job Delta!! Hats off to the crew!!
I also noticed how quickly he pitched down for airspeed it was almost instantaneous. Impressive
Jaun your special. Due to medical costs you’re my only Patreon. Your channel is one I would never cancel. An old Luscombe pilot. A 65 hp and an 85 hp. The Luscombe will keep your stick and rudder skills proficient.
Thanks for your support drenk!
Thanks for the video and explanation of what occurred Juan. My wife and I were inbound on a Lufthansa flight from Munich when this happened. Our quick thinking LH Captain made the decision to divert immediately to Dresden where we were first on the fuel truck and first out when Prague reopened. Great work by the Delta crew and full credit to the LH skipper for his great decision.
They handled the incident amazingly well. Good job everyone!
I've said it before, I'll say it again... THANK YOUR PILOTS! There was no WTF?!?, There was no panic, there was just pure professionalism.
Saw the original video with this plane incident earlier, but did not spend much time thinking about it. Nice to know that it was expedited textbook style. Thank you for another eminent report.
Pretty incredible from a maintenance side, too. Flightradar24 shows that N175DN is scheduled to return to JFK on Sep 5th. So only 4 days to fix the aircraft and return it to service. Nice job from TechOps!
No kidding ! A lot of work for certain .
Its not that bad/big of a job to change an engine with a reasonably experienced crew. A little more work if they needed to change the pylon for some reason. The biggest time sink for a job like that is having the crew, tooling, and equipment coordinated along with a replacement engine & parts. An airline such as Delta is going to have pretty much everything kitted & waiting for these occasions and AOG teams on-call.
Delta Wrenches are the best in the business. Always had confidence in the jet because of their work.
The new engine arrived to PRG from Atlanta Sep 3th 09:38 CEST (National Airlines flight N8862, B747-400F).
@@michalpavlat3943 Do you know if that aircraft had PW4060?
Great job Delta 79! Good comms and putting the priorities first. Fly the plane!
Good to know that the second engine on an airliner is just there for aesthetic symmetry, LOL.
Great video as usual, very informative.
Great job, I agree. During my 33 year career I only had one engine malfunction which really wasn’t. Carried out a precautionary shutdown due to high engine oil temp in excess of the allowable 15 minutes and flew around 280 nm on one engine and landed. Turned out to be a failed thermocouple and the engine was fine. This was in a B737-400.
better safe than sorry!
@@maeton-gamingindeed.
I feel cheated as I have never had an engine failure in 50+ years of flying.
Great job Delta crew............if we ever meet, I'll buy you all the Starbucks you want. Kudos also to the Air France crew for offering ATC to vacate the runway, making sure all options were open for the Delta flight.
Nice to know these big jets have plenty of extra performance to allow additional safety and ability to fly back.
Fantastic analysis and walkthrough as always Juan! Always a pleasure watching your videos
Thank you for putting this up. This is an amazing demonstration of the professional skill of the pilots.
I love a happy ending! Respect to the crew for calm management of the situation.
Impressive power for one engine to be able to shove nearly 200 tons skyward.
No seriously. It’s crazy thinking about that
All from one side. Amazing skill, engineering design and training.
Yeah, I was thinking this might have been a bird strike... well done to the crew!
Glad your flight was successful and routine, Juan. Nice job on this video!
As always thank you for taking us through this event offering descriptions that are understandable for those of us that are not pilots. As I watched this questions kept coming to mind and you answered them all. I always leave your videos knowing a little more about the world of aviation. Thank you.
My son is Atlanta right now training on the 767 for Delta. Thanks for the video!
Tell your son not to chop the power in the flare on the 767 …😂
Somebody's running a scam on this channel
I was watching a departure of a UPS flight from the observation area at Syracuse,NY, when they had to reject a takeoff near V1. I was surprised at the violence of it. They had plenty of runway left, but the power of it impressed. impressivimpressive
Good job and good video Juan! Thanks
You missed one point, calling Emergency outside US does not mean much. Mayday Mayday Mayday is better call.
in my 46 years of flying here in the US (44 professionally) I have had half a dozen or so emergencies and never once have i uttered "mayday" over the radio. A quick call sign and the phrase "we're declaring an emergency" will get their undivided attention every time.
Anyone in a window behind the wing on the RHS got a first hand scary visual when the engine let go. I had 2 million miles with Delta as a passenger flying to Europe and South America before I retired in 2015. Glad I never experienced that. Delta was great to fly with. Great video Juan as usual.
I'm reading "The Checklist Manifesto" now. Checklists save lives in aviation, medicine, and other jobs with high complexity.
I’m in aircraft qualification at Delta right now and all I can say is: LIKE WHAT! They do it Very Well here I love it.
that crew handled it so well. I wonder who was flying and who was monitoring. and I assume it was the pilot monitoring who did the talking on the radio. I wish we could get long-form interviews with pilots who are successful in these situations. I guess when they are still working it isn't something the airlines allow.
You are right, it would be interesting. I’d like to hear them say what went right and what wisdom would they tell other pilots.
look for BryanClementi post above. He explains who was onboard.
In a situation like this at my airline, we will generally give the airplane and the routine ATC communication duties to the FO. This frees the Captain to run checklists, coordinate with company resources, cabin crew, and passengers.
Nice work. I especially like the part where ATC stood by when the pilot declared an emergency. Didn’t ask ten thousand questions immediately while the crew is trying to clean it up.
Where did 'emergency aircraft' come from? The call is 'Mayday, Mayday, Mayday'. Inventing your own sayings will cause problems in other parts of the world, like China where saying something like 'emergency aircraft' will do absolutely nothing. Other than that, you're right Juan, well done.
Bravo Zulu to the flight crew. They were at the top of their game and stayed ahead of the jet.
A source of frustration for non-US pilots and ATC is the non-ICAO radio procedures American pilots use. An initial Pan Pan or Mayday call conveys the degree of emergency and helps get everyone on the same page, particularly in non-English environments.
It’s the way the pilots are trained and they got the message across so no criticism of them intended, great job.
“Pan pan. Pan pan. Pan pan. Delta 123. Engine fail. Climbing straight ahead, 3000. Standby”.
@@EdOeunaengine loss on a two engine aircraft is a full blown emergency. But I’ve had two emergencies and I don’t see the need to say mayday when all is calm and well. The word “emergency aircraft” is mainly just to clear the air and reduce workload. Everyone seems to get wayyyy too worked up over saying “mayday mayday mayday”
@@alexmelia8873 - but the argument is that “emergency aircraft” isn’t a universally accepted radio call.
@@EdOeuna i agree with you. But in the two times ive had to declare, there was zero reason to exlaim "MAYDAY MAYDAY MAYDAY" when I was already talking to the controller. The origins of the words are to gain attention. We already have it.
@@alexmelia8873 - too much is made of “mayday”, hence I suggested “pan” in my first response. It still draws attention to your plight, but in a much calmer way.
Procedures matter, preparation matters, competency matters. teamwork matters. Don't cut these critical efforts to save a few dollars as it saves lives. Thankk Juan.
The professionalism these flight crews demonstrate is impeccable. Great job in landing this aircraft safely.
Thanks for addressing the “turning into the dead engine” aspect, great video and great analysis! This is a great camera angle, nice that it tells who’s up next, where they’re going, etc.
You answered my question at the 7 minute mark about the dead engine as I was typing about this very issue. Thanks for the great work.
Juan, it's good to see and hear you're still making great videos! Perfect analysis.
Fascinating textbook demo of engine failure on takeoff and perfect handling with good outcome. Great video Juan.
Superb airmanship--thanks JB and obviously, the amazing active crew.
Great report Juan. I love your years of experiencing breaking these events into the component parts
Outstanding view and reporting on this. It was, text book. Stayed calm & cool in the cockpit. Nobody got hurt. That's a great crew. Thanks for another fantastic report on seems like daily happenings.
That was an awesome display of procedures CRM and coolness under pressure. That’s what I was taught early and used in a recent type rating course. My partner and I would do the same thing pretty much and then communicate
As always, very nice presentation Blancolirio.
I found it very interesting to see the wing tip vertex from the engine smoke just prior to engine shutdown.
Great outcome due to following standard procedures, fantastic breakdown of the situation Juan.
This was indeed the positive example how to handle an Engine Failure. We probably all still know the negative example from Transair Flight 810, about which Juan made a teaching video series.
Also very thankfully that Prague Airport offers such good video footage!
And not to forget: A very Beautiful Blue Moon!💙💙💙🌚
I love it when Juan is able to cover an aircraft incident handled properly with no loss of life.
As always, stellar coverage and information.
Excellent commentary JB. This seems very routine despite its rarity in ones career....Good use of CRM and emergency management to make it all seemless.
Thanks
The crew requested “a straight out” which is procedurally different from “runway heading” - which is why they were attempting to track back to runway centerline. Great job crew! Keep climbing Delta Air Lines!
THIS is why I love this channel! You explain it so clearly. A good teaching moment.
Well done Delta crew!
THE page to come to for aircraft incidents. Juan always explains with empathy
I watch a lot of both your videos and Agent JZ as well. Both of you are great assets to the aviation and turbine communities. Thank you for sharing your expertise
Great video! As it was running, I had all kinds of questions, and you answered them all!
I was on a 767 flight out of Orlando that lost an engine on takeoff. Most of the passengers on my flight were oblivious to what happened, until the pilot made an announcement. I was almost asleep when I felt the yaw and noticed that we weren’t climbing out like normal. We ended up back at MCO without incident. I missed my first flight that day, then the next flight lost an engine, then took another through MSP instead of ATL that ended up diverting to OMA when a flight departed the runway at MSP and they shut the airport down.
Awesome job from the Delta Crew. Fantastic situational awareness from Air France suggesting to vacate the runway. Phenomenal job by Juan explaining the scenario. Great result on all counts. The system worked as designed
Great video! The crew obviously did a great job!
Someday I’ll tell you about losing #3 at rotate on a C-5A out of Clark AB, PI. in 1982! I was sitting at the flight engineer panel!
Fine work by the Delta crew...thx Juan for the coverage.
My good friend Cody D. is a Delta 767 f/o international training pilot and he knows these guys...he said there were two (or 3) instructor pilots on the flight deck and acknowledged this to be a test book engine failure to a safe return!
Wow ! Great explanation on auto pilot with engine failure - didn’t know any of that yesterday !
This is another awesome video. Big thanks from a non-pilot subscriber. Your wealth of knowledge and experience makes all the difference. I always learn from your work.
Awesome work by the crew and ground control. This is the the best kind of video to see!
Hats off to all involved. Love it when professionals save the day
I love your commentary on Airline problems in flight. Your first hand knowledge makes me feel a little safer when I fly. I used to take Hawaiian Airlines from Sac to Honolulu and they flew the 767's! I always wondered what would happen if one of the engines went out! Now I know!
Juan, I was about to ask about turning into the dead engine. I'm glad you explained the difference from light twin props.
Juan - thank you for this post. I fly domestic with AA at least once a week and appreciate the explanation of what happens when something goes wrong. Bravo!!!
Thanks. Great job to the pilots. I was a passenger flying out of Atlanta and as we were climbing out, one of the engines that I could see out my window suddenly belched donuts of fire and then the call came through that we were going to return to the airport. We flew around dumping fuel over the Georgia peach crop for quite a while and then landed. I was really happy as the flight was to South Africa and if it had happened over the Atlantic this could have been a different outcome. 😊
This comes right on the heels of news of quite a few GE engine "iron inclusion" issues
ATC deserves credit for not bothering the emergency aircraft with questions.
Yeah, that’s great!
Always nice when you get to report a happy outcome! Thanks Juan, kinda seemed like you enjoyed it too...
Great job as always Juan, I’d guess this DL incident will be part of their CRM discussions for a long time to come.
Splendid walk-through. Added "wrapped around the axle" to my lexicon.
Thanks Juan Fascinating and very interesting tid-bit to learn that's not often spoken about. AP cannot 'just be engaged' at anytime if pilot commands so. It requires the same stability parameters to engage, as it would when it disengages. Seems odd to read that back and only then realise it's just common sense. Assumption changes everything!
Stunning video! Really shows the effects on the plane! This is better than Netflix!
Juan
Great video,
Your natural FO job shows your natural lean left with left hand reach for the rudder trim knob. Good job Juan. Natural ingrained 😅😊
Great job Delta flight 79!!! Greatly appreciate your review Juan Brown explaining this event!
Once again excellent analysis on pilotage, that crew did everything right. Thanks Juan.
Nice work Delta! Great vid Juan. As always great analysis. Tower should also be commended for not bugging the crap outta these guys. Looks like it wasn’t too busy. 22 minutes in the air. Those pilots were busy!
In thrust we trust!
List is a gift, thurst is a must!
Not always, as revealed.
Phenomenal example of the old "Aviate, Navigate, Communicate" adage. Great work by ATC as well. I flew into Prague a few times while deployed to Europe last year. These guys were phenomenal through and through. First time I ever flew a VFR STAR, however.... that absolutely threw me for a loop lol. Controllers were very patient with me.
Was going to ask about the direction of the turn, but you explained well the difference between jet and propeller planes. Thanks
Great footage. Great explanation of the situation, Juan.
Never realized how much smoke a compressor stall puts out. Incredible video.
Jet fuel is very similar to diesel. During the compressor stall the air stops and is no longer pushed back inside of the engine. The fuel flow is still the same, so in the buring chamber the amount of air is greatly reduced while the fuel is still the same resulting in incomplete combustion and black smoke. Note this is only valid for the very first moment as I'm pretty sure that the Fadec will reduce the fuel flow as soon as it detects the compressor stall.
@@guntherberger596it’s the crew pulling the thrust lever to idle on the dead engine, not fadec.
As well, there is usually a belch of flame out of the tailpipe, and sometimes out of the nose cowl if it is stator vanes that have caused to airflo stall.@@guntherberger596
Thank you very much for this excellent presentation!!!!!! Please note there is an 8x zoom on your cell. Incase you need to have a closer look. Also something seems to be flying just ahead of the aircraft.
Wow the smoke provides a pretty great example of those vortexes that follow the jets as you have mentioned in other videos
Thats a beautiful patern, wow.
Thanks for what you do, Juan. I appreciate your concise explanations and great attitude.