Dangers of being so heavy. The Boeing 777 full weight can have a minimum clean speed of 240-250 knots and that's why they later requested high speed climb. Good call on pilots and glad they recovered safely.
The 777 has been flying for 15 years, some being retired already. I suspect this was operator error not an aircraft issue as I cannot find a similar instance. Thanks
I can hear in the ATC's voice when the aircraft said they were stalling, they became super focused and only became more calm once Southern Air said they were fine. You can just feel Southern Air became their main priority during that time.
@@jonathanbott87 And as soon as the transponder stated showing the altitude going up again, he immediately started handling all the traffic that he'd had stand by. Very professionally done.
Imagine being another pilot in the area hearing them call out that they’re stalling over the radio then actually hearing the stall warning through their radio. That would send shivers down my spine!
I mean stall recovery is very basic. It only becomes an issue when the plane has an issue leading to stall. Most jets at basically all airlines can not even really be stalled. Not even sure how they did, but I don't know the aircraft type
@@ThatSBthe 777 definitely can stall, it doesn't really have the protection as A320Neo has for example. Also, they were around 3900ft when stalling which is EXTREMELY low for a stall recovery. During a stall recovery you will lose altitude very quickly and that usually isn't the best thing at lower altitudes
The two different aircraft warnings heard on this audio tape are 1. Master caution (amber) "bee, bee, bee, beep" followed by 2. Master Warning (red) "Do Dah Do Dah" etc.. ....plus a rightfully concerned pilot monitoring (pm ) "STALL,STALL, STALL" (hot mic). B-777 200 Heavy weight takeoffs can be a delicate operation.... "que the music!"- More soon. Juan.
I think 'prop' is short for a few things: 1) Propellers, 2) Properties as in Theater work and 3), Propers, as in the song "R-E-S-P-E-C-T". So it was probably the third version.
@@jordan4541 the first thing you do in a stall is push the nose down to gain airspeed. That’s most likely what the pilots did causing their altitude to drop.
Recovering from a stall is pretty basic stuff in pilot training and one of the first things you learn as a student pilot, having to recover at 4000 feet isn't too bad as compared to if they stalled at 1000 and I'm sure they've practiced that scenerio a thousand times already, still it rarely happens to airliners on the climb, I wonder if it was an issue with the autopilot and flight computer or if they were hand flying it and wasn't paying attention to their AOA, maybe pulled the flaps too early?
certainly, and him talking as quickly as poss to other traffic to clear radio for the guys in the 777. Some of the pilots on channel didn't seem too concerned to repeat their transmissions as quickly as possible though
@@AnonymaxUK IT sounded like he was already talking when the stall hit and the stick shaker probably went off so would be a hot mic. I don't think that was intentional.
Stellar communication all around on this one. Tower was quick, clear, and concise. Pilots were professional and speedy, no missed call signs. This sounds great!
I really like how they quickly noticed the problem, told ground to stand by (although that was not necessary), and then (for what it seemed on radar data) pitched down to gain speed (they had around 4000 so it was not THAT close to the ground, and this is good) and then when speed was up at a reasonable level, they started slowly to climb to 5 and then wait for further command. And during the more troublesome part, the controller only had Important communication on radio, to save space if needed and to not make it clouded in the ears for the pilots. And, the ground ONLY gave them "Turn" not "Turn and climb" to make sure they First was at an appropriate direction and then, after checking it was okay, they got a climb. One nice example of how training, routines and cooperation worked out perfectly.
@@Xanthopteryx I don't know anyone who hasn't done something stupid in an airplane. (Though I have known quite a few who did so and didn't get caught.) There but for the grace of God go I, as the saying goes.
@@mcnugget3851 The problem is that you will ALWAYS end up in stall situations, sooner or later. That is why pilots train like crazy on how to get out of it. All basic training is always about: "How do i do when this happen...". Fuel problem, stall problem, hydraulic problem, instrument problem, someone gets sick, bad weather problem and more. Problem solving is essential since you can never reach Zero problems. Even the best pilots in the world will have problems like this, sooner or later. The more you fly, the more likely it is that it will happen.
Air Traffic Controller has to be one of the most intense jobs you can have. I am stunned and amazed listening to these recordings at how they manage to keep everything in order.
I do stand-up comedy as a low-level hobby. One of my bits was recalling when I was in 3rd grade and wanting to be an ATC when I grew up. Trouble was that I stuttered. So I sounded like this: "F-F-F-flight 3-3-309 you're c-c-cleared f-f-for T-T-T-Landing".
Gotta give it to the ATC, always prepared for an emergency while giving minimal disturbance to the air crew. Thank you Sir and I hope we come across more people like you in the future. 🙏
Why? They got into a stall situation and got out of it, I'm assuming by performing the stall recovery - IE descending and accelerating. I'm not so sure the pilots would be at fault here, especially if they flew into an area where they had a tailwind.
@@thetowndrunk988 Less flying time, getting sloppy. Back in the day I was a chef, when it was slow is when the cooks would fuck up the most, when it was busy, and we were turning out a hundred+ orders an hour, the percentage of screw-ups went down.
My stomach dropped the moment I heard those alarms followed by , "STALLSTALLSTALLSTALL," from the pilot. Had I been on that plane, I don't know what I would have thought. Either a, the plane got caught in a downdraft, if there is such a thing, or b, s***, they've lost control of the plane. We're dead! Thank goodness the pilots were able to wrestle the plane back under control, and the ATCs made sure the skies around them were clear so they could do a high speed climb to prevent a repeat of the stall. The worst flight experience I ever had was just three years ago as I was flying from Myrtle Beach up to Binghamton, NY. Just moments after the plane left the ground and we were climbing to achieve altitude, the RJ900 I was in suddenly banked sharply to the left at a 55°angle. There were loud gasps all through the cabin, including me. After what seemed an eternity, the plane righted itself, and we continued the trip to Detroit, where most of us would connect on. We found out when we arrived, that the luggage handlers hadn't loaded our luggage on and secured it properly, so when we took off it broke loose and rolled to one side of the plane. The pilot was PISSED! We could have had a serious accident right there, if he hadn't done some quick thinking and managed to get the plane level!
collective sigh of relief heard by all, i'm sure the hot mic was inadvertent but it sure is nice to find a good example of a crisis averted! well done pilots!
So very thankful for the subtitles on this video. Usually I can keep up with the speedy-mumbling of USA’s ATC recordings, but this one was something else
@A- ID - You have to look at it in several ways. Is it grammatically incorrect English, pronunciation or rapid speech rate? I have heard many different nationalities over the radio, some extremely hard to grasp the context. But we managed, and I respected the fact it is was their native tongue. As for some American pilots enjoy transmitting at Mach speeds!, Two can play that game, and I have. Also, the phraseology may be confusing to some not familiar with it.
ThaKronDon there is a 250 knot speed limit in class b airspace. Haha I never had to worry about it in my little plane I would be able to do 140 in a nosedive at full throttle hahaha
I'm not even on that plane, and I puckered up when he started saying Stall Stall right in the middle of what he was saying. Thank God everyone is ok. 🙏
Commercial and atp rated pilots when training always recover at first indication of stall. So even though the plane might not be in full breaking stall (airflow separating from the wing) in the pilot world first indication of stall is a stall.
Yeah you lose more then 300 feet in a real stall, but thats not the issue right. We are talking about a stall condition not a full blow falling out of the skies stall. Still it is a serious event.
@@skyvenrazgriz8226 Incredibly serious event. But it's most likely that the aircraft was not actually stalled. But certainly much too close for comfort. Nonetheless the crew appeared to recover well. Losing 300ft in a 600,000lb+ aircraft during a stall recovery manoeuvre is pretty damn good.
Yeah, another way to put is if you THINK you have a problem, _you have a problem._ It's kind of the same level of seriousness with nuclear reactors. If it so much as BLINKS at you funny, _you have a problem._ That's how you keep the problem to just an 'anomaly', and avoiding a catastrophic failure.
This is something I learned to look for on the 767. When you're going on a loaded flight overseas, your minimum clean maneuver speed will be 240-250 knots. Retract the flaps slowly and well above min maneuver speed and think about getting up to 265 or more for the climb out. I'm not going to make a judgement on the 777 guys just yet.
I don't know much about aviation but from everything I've read about recovering a stall, it had to be difficult to regain lift at such a low altitude. Unless there are other ways to recover a stall during takeoff. Pretty scary stuff either way.
Firstly they almost certainly didn't fully stall - they would've lost much more altitude if they had. They likely just got a stall warning indication and pitched down to gain speed. Also 4,000' isn't exactly low altitude...
This happened on a flight i was on out of lanzarote, at around 4000ft, the plane started to have a heavy loss in vertical speed and was losing altitide, the pilots pushed the nose down and went toga thrust for around two minutes before starting to climb again.
Luckily it was a minor stall at first indications could have been much worse at that altitude had the stall progressed..also would like to mention to people that are saying full stall you are never in a full stall until you enter a state of super stall which is irrecoverable once you enter that state you lose complete control of the aircraft and there is no recovery however anything below that is recoverable depending on the altitude available at 4k feet if the stall had progressed past a minor first indication it may not have been recoverable in time however pilots are heavily trained in stall recovery. That being said never say full stall as a full stall is defined as a super stall which is incredibly unlikely to occur however felt that was worth mentioning
And that ladies and gentlemen is the perfect example of " focus" when you have a situation that requires total concentration., good job on the part of the Southern air pilot, and the ATC he was communicating with. Working together they did everything they had to do to make sure that they didn't end up with a smoking hole in the ground
Aviate, navigate, communicate ATC understood the situation, monitored what was happening while controlling other traffic, gave them breathing room SOO947 focused on the situation at hand, kept their heading and ensured the a/c was safe before coming back to communicate with the DEP
@@sehamstein Lol what up. Yeah it's possible, seems like they were able to continue the climb ok once everything was under control, doesn't appear to be a mechanical issue. Maybe they did get a little trigger happy with the flaps lever.
It was just lack of speed heavy load high pitch (as it was a transport plane I believe so it was heavy) they should have requested high speed climb at the start due to how heavy they was and was ignoring flight director indicators witch was a mistake its quite hard to stall a 777/787 as the closer you approach yellow zone it starts to apply more Force to the stick and once in yellow and red zone it applies significant Force to the stick (an airbus you don't get any of that because the no force feedback and computer is supposed to prevent all that unless your in alt law mode then it will let you half stall the plane)
Seems that the aircraft was put into a clean config (flaps up and slats retracted) below CMS (clean maneuvering speed). There could have been various causes: airspeed bugs set wrong; incorrect performance calculations; incorrect load sheet calculations, or cargo weighing errors. I saw each of these happen, but never actually experienced a stall.
I undestand all the comments about a proximate stall speed [ to 250 ] on the Boeing 777 when restricted to 250 knots under 10,000 ft, If the aircraft has flight directors this normally will not happen since the command bars will keep you out of the stall configuration. Pilots normally fly a very TIGHT profile within 1 to 2 degrees of ideal angles of attack. Its just the norms at that level of airmanship and operations. Loosing 300 feet makes me think that a stall was imminent but not actually present. the Stall warning margin creates warnings below the actual stall speed and the loss of altitude could be pilot reaction. If you stall a 777, 300 feet is the least of your defects. The flight recorder will indicate if the HLFC [ high lift control System ] was active during the event.
That wasnt a stall, it was a stall warning. You have 5kts or 5% margin for a stall warning ABOVE actual stalling speed, not below. Losing 300ft was the right thing to do, you have to lower the nose and gain airspeed
@@_filipovicluka Thank you;; Sounds like a Boeing engineer. I agree with the 300 ft comment what i meant is that a real stall would be much deeper. Do you have a pocket protector.
@End Leftism I have written extensively about aircraft stalls. I think that folks are believing that stall recovery is a given; and going by the reactions, more characteristic of small to medium aircraft. Colgan Air 3407 stalled, and fell out of the sky in a mater of seconds. You will not loose 300 ft; don't make bank on that!!. You will not always survive, even if trained. [ Another reason not to be too kicked back in the aircraft at cruise altitude ] Its important to prevent stalls. In a stall, you will be slung around by your seatbelts by a much greater mass [ The Airplane ] most likely without your shoulder harnesses. Its one of the things that astronauts have to be careful about working on objects in space including inside their own capsule. I was trained to recover from stalls at the first indication of anything, and most airlines do that type of training. we only did one [ almost ] full stall. Not many airline pilots will sit there with the kind of indications of stalling and feel comfortable doing nothing. If the crew retracted flaps to early that was a TWO PILOT error and at least one pilot should have used a challenge to a command to retract flaps. This is where CLR [ command Leadership ] is appropriately used during operations. I know this Boeing 777 aircraft has defenses, but all of those things act to prevent inadvertent stalls, more than recovery.
@@bishopscore Please view the event of Air Asia flight 8501 in Dec 2014. They actually stalled the Airframe above 38,000 ft and never recovered the aircraft as it fell out of the sky into the sea, TAIL FIRST, despite the pilot's efforts to save the flight. My Point Don't Stall a commercial aircraft it is not always survivable. you will loose more than 300 ft.
I don't think so. Notice it took them many seconds to lose 200 feet of altitude. Stall does not mean no lift, despite the prevalence of the "wing loses all lift" or "wing stops flying" nonsense in the general community.
@@_filipovicluka he means it’s not an off/on switch. The time from when the stick shaker activates to when you’re in a fully developed stall can vary quite a bit.
@@turbo2ltr I got to fly in the back seat of a crop duster (Thrush Turbo prop) and the pilot always used flaps in their steep climb and turn around. The stall buzzer was clicking on and off during the turn. There's a huge safety factor in the Thrush for this application.
@@James-oo1yq If you are referring to the 777-9 (777X), it does not require as much thrust as the 777-300ER thanks to the wider and more efficent new wing.
@End Leftism the 777X series wing is composite, the fuselage is aluminum and is almost the same dimensions as the previous gen 777. Cabin width is wider thanks to thinner sidewall panels and insulation.
I've seen a few b777 take off and they always look like they're on the brink of stalling. I recon its cause they're so heavy and are restricted to a 250 knots under 10k feet.
Stall Stall Stall is something i used to hear everyday when i fly MSFLight Simulator, nothing to worry guys put the nose down for around 20 seconds and then you will be fine to climb again 🤓 I admire their attitude by the way.. So Calm So Warm
Bwahahaha! Well that was close! Surely the few hundred feet just means he unloaded to grab some speed. What do I know? Blancolirio is the perfect person to deal with this. Can't wait. Thanks for the video!
They got really lucky, if it was closer to the ground, they'd have a big problem. Shouldn't they have briefed that they would require a high-speed climb considering their TOW? But that was a quick response from the pilot monitoring! Great work on the recover!
Number 1; climb speeds in TO1, TO2 to TO power can be up to 270 kts clean. 2: it takes a lot of ignoring to get to the stall warning then stick shaker UNLESS you enter a shear from head to tail wind and you are flying the clean speed accurately. Number 2: there is a maneuver to penetrate turbulence layers by opening the speed window on the MCP and rolling the speed back from your climb to clean. On Boeing’s, if this is done too quickly the speed decays to the set speed and possibly below as the aircraft trades of speed and momentum for increased climb rate. This should be done slowly and monitored continuously or the aircraft cannot target the set slower speed without passing through and proceeding below it. Number 3: the fact that they proceeded to ICN (SEOUL) tells me it was not a technical flight control problem otherwise you would not carry on over the pacific or into uncontrolled airspace. Geoff: B737 8 years, B767 6 years, B777 9 years, 787 captain currently with 21,000 hours on Boeing, 27,000 hours total.
I think here we see the benefits of the training we have been receiving since colgan. Identified the stall, decreased angle of attack, lost altitude but recovered. A heavy plane like that if he would have just pulled back on the control wheel.... how they got there who knows but...Good job in the recovery.
Quick questions to any aviators. At 3k going to 4k, assuming the AP was on, why did the AP not immediately take over thrust control and firewall the throttles. Also why did the automatic protections not pull the nose down? Does the 777 have the same automatic Fly By Wire protections as Airbus aircraft ? Thanks
If there was an issue with air speed indicator like a faulty pitot reading, AP might have switched off if it was on, but I'd think they'd still be hand flying it at that point.
Depends, the ICAO requirement is at least the last 2 hours should be saved, but memory do not really take up much space or cost anything today so it could be more than that.
For the people here that are transferring their knowledge of light-aircraft stall recovery... it’s a different kettle of fish in a heavy! A light training aircraft will recover in a fraction of a second, if you just let go. These heavy machines have enormous amounts of inertia and require good technique, but also large amounts of patience, to recover. Patience and adrenaline/fear are not a good mix!
You just need to lower the nose a degree or two and advance the thrust levels. Getting a 77L into a stall in the first place is a majestic work of art for which only super special pilots can achieve.
@@Tom-js3iz They train on smaller planes at fairly high altitude...a huge airliner stalling at just 4000 feet is alarming and in worst case could be fatal
Glad it worked out, however there was a long chain that resulted in them staying at 5k for way longer than was necessary. ATC climbed them to 11k on radar contact, the pilots had the stall issue, then once it was resolved, asked if it was ok to climb. The controller didn't hear that (twice) and issued no additional altitude assignments, so the pilot remained at 5k. Not a biggie, but interesting to see how the addition of stress also caused somewhat of a breakdown in comms. The controller was likely not processing the "can we climb?" question because in his mind , he'd already issued the climb to 11k quite a while ago. Human factors, as usual.
I'm guessing the extra time and attention 947 took from the controller meant the controller spent a large amount of time 'catching up' with heading and altitudes for the other aircraft in the airspace. This resulted in 947 getting their new altitude at a later time. Most likely the controller was disregarding 947's climb requests due to not wanting to tie up the radio just to deny them. At the end of the day the only flight with time wasted was the one that made the controller pay them undue attention. If a few minutes is all that was lost, its a good day.
The best thing about these videos are that they should how sensationalized hollywood films really are. I love movies like anyone else, but I hear so many people treat them as "Documentary" like in purpose. Here we see an aircraft having an issue, but it's not screaming and yelling in response, and in fact, everything else NOT involving the distressed craft just continues business as usual. In the movie, the ATC would be focused exclusively on the one aircraft as though all of the other traffic disappeared. Well made video as always. Thanks!
On heavy weights, retracting the slats (Flaps position 1 to Flaps up) is the most „critical“ situation during clean up in a B777-200LRF. There is little speed margin between the UP Maneuvering speed and the amber band. The top of the amber band represents 40 degrees of maximum bank before the stick shaker will activate, which equals to about 1.4g of load factor. At half the amber band, it‘s even just 30 degrees, equaling about 1,16g load factor. Those amounts of g are easily achieved in turbulent flight conditions. Especially on heavy weight departures, with a turn at Flaps 1, hot weather, maybe high elevation and other than smooth flight conditions, this can get quite tricky.
That’s why you don’t clean up and leave flaps 1, which is pretty much zero drag but extra lift from the slats. It’s very common to ask for a speed waiver from ATC because your min manoeuvre speed is above 250kts.
Either pilots plugged in the wrong weight information or just wasn't monitoring power as the plane slowed to 200 knots. But they handled it well by full throttle and pointing the nose down and leveling it off.
I think the pilot monitoring calling out "STALL!" multiple times while still on frequency is enough for the controller to recognize there is a potential emergency taking place.
If it was a load shift they wouldn't recover at that altitude. If it was an overload they likely wouldn't have made it off the runway (not far from the runway at least). This was likely pilot error although they did a great job of catching it in time to prevent anything REALLY bad from happening.
@@jr13227 • Reminds me of a National Airlines charter leaving Baghdad (these details are if memory serves) with a load of tanks improperly secured. On rotation/climb-out, the darn things broke loose and hit the aft bulkhead and the plane came down in a horrifying blazing inferno. There is video of it on RUclips.
![[REAL ATC] Brickyard E170 BOTH ENGINES FAILED enroute | Diverts to Nashville!](http://i.ytimg.com/vi/bCkdZq4nfYE/mqdefault.jpg)
![[REAL ATC] Brickyard E170 BOTH ENGINES FAILED enroute | Diverts to Nashville!](/img/tr.png)
![[REAL ATC] Brickyard SUFFERS TRIM RUNAWAY | CONTROL ISSUES at Atlanta](http://i.ytimg.com/vi/RzoEsM0L2CM/mqdefault.jpg)
Dangers of being so heavy. The Boeing 777 full weight can have a minimum clean speed of 240-250 knots and that's why they later requested high speed climb. Good call on pilots and glad they recovered safely.
Stupid speed limits :) It sounded too real when he called STALL STALL STALL!
Hopefully Blancolirio does a video on this. Being a just recently recurrent 777 FO, I'm sure he has some really good insight on what happened.
The 777 has been flying for 15 years, some being retired already. I suspect this was operator error not an aircraft issue as I cannot find a similar instance. Thanks
@@Rhaman68 I agree. Totally making an assumption as a fellow pilot but you could hear it in their voice that somebody made a mistake.
@@Rhaman68 25 years to be precise
That ATC was a pro, didn't need a clarification, didn't bug them, put everybody on standby and waited. He was busy already too.
One of the more badass controllers I’ve ever heard. Man was on point. No babble, gave them what they needed and kept everyone else on track. Kudos.
And ATC quickly cleaned up the mess without comment. Professional.
@@ooklamoc4411 - you clearly don’t know anything about controllers
@@sqwk2559 _ Do tell, we are all eager to learn!
Isn’t there always a pro at JFK ATC?
I can hear in the ATC's voice when the aircraft said they were stalling, they became super focused and only became more calm once Southern Air said they were fine. You can just feel Southern Air became their main priority during that time.
Everyone else joining the frequency and ATC is like shut up, but handled well
@@jonathanbott87 And as soon as the transponder stated showing the altitude going up again, he immediately started handling all the traffic that he'd had stand by. Very professionally done.
Used to be based there. He's always this way. Good dood.
I can't tell the difference. I think I've heard him before and it just seems like his usual voice.
Not only that, he turned one flight, N45226 out of the way so that Southern Air can have the space to work out their altitude issue.
Imagine being another pilot in the area hearing them call out that they’re stalling over the radio then actually hearing the stall warning through their radio. That would send shivers down my spine!
🤡
I mean stall recovery is very basic. It only becomes an issue when the plane has an issue leading to stall. Most jets at basically all airlines can not even really be stalled. Not even sure how they did, but I don't know the aircraft type
@@ThatSB It says in the title 777. It can definitely be stalled lol
@@ThatSBthe 777 definitely can stall, it doesn't really have the protection as A320Neo has for example. Also, they were around 3900ft when stalling which is EXTREMELY low for a stall recovery. During a stall recovery you will lose altitude very quickly and that usually isn't the best thing at lower altitudes
The two different aircraft warnings heard on this audio tape are 1. Master caution (amber) "bee, bee, bee, beep" followed by 2. Master Warning (red) "Do Dah Do Dah" etc.. ....plus a rightfully concerned pilot monitoring (pm ) "STALL,STALL, STALL" (hot mic). B-777 200 Heavy weight takeoffs can be a delicate operation.... "que the music!"- More soon. Juan.
Like threading a needle.
You’re the best
It’s the GOAT himself
It’s great having vas aviation doing the atc montages with you adding commentary. Cross channel teamwork! 🤝
Looking forward to your video on this.
I fly in that airspace quite a bit and it’s EXTREMELY busy. Big props to the controller remaining calm and collected.
Big Jets also
Is it customary to gift propellers to a controller?
I think 'prop' is short for a few things: 1) Propellers, 2) Properties as in Theater work and 3), Propers, as in the song "R-E-S-P-E-C-T". So it was probably the third version.
whays the alternative shit your pants? these are professionals at the highest level this is the expectation not some fuckin miracle
I was the first center controller after this incident. The pilot mentioned it was a malfunction of one of air speed indicators.
Did they also request for a pair of clean underwear after that ?
They still lost altitude though, so it must've been correct
@@jordan4541 the first thing you do in a stall is push the nose down to gain airspeed. That’s most likely what the pilots did causing their altitude to drop.
@@jordan4541 maybe the speed displayed is higher than how it actually is, and that's why they thought they're in safe range but actually stalled?
didn't get it... so they got malfunction of one of air speed indicators and knowing that they decided to continue the flight? wtf
Damn. That would be a humbling experience. I bet they aged a few years in those few seconds.
Okay newbies,,,,, here's how you clean the cockpit upholstery on a Boeing 777.
@@kenhurley4441 Now that's funny!
I was on a Garuda 747 that stalled climbing out of Jakarta. Just as everyone had stopped screaming it happened again.
You can hear it in the pilot's voice after. He won't let that happen again.
Recovering from a stall is pretty basic stuff in pilot training and one of the first things you learn as a student pilot, having to recover at 4000 feet isn't too bad as compared to if they stalled at 1000 and I'm sure they've practiced that scenerio a thousand times already, still it rarely happens to airliners on the climb, I wonder if it was an issue with the autopilot and flight computer or if they were hand flying it and wasn't paying attention to their AOA, maybe pulled the flaps too early?
I love how the pilot apologised for having such a big scare. "Sorry for stalling on you and scaring you"
He said "Sorry about that, sir." .... he didnt mention stalling and was happy the controller didnt either.
@@RC-rv1gq he said “stall stall stall stall”...
He was apologizing because he caused ATC to have to reroute a plane out of bis way and change the traffic pattern becauze he couldnt climb.
I bet he was overloaded …wrong speed
You can detect the urgency in the ATC's voice when he hears stall stall stall...
certainly, and him talking as quickly as poss to other traffic to clear radio for the guys in the 777. Some of the pilots on channel didn't seem too concerned to repeat their transmissions as quickly as possible though
It is always scary to hear that.
Is he saying it on radio intentionally or is he just following procedure in the cockpit to call out the stall immediately?
@@AnonymaxUK IT sounded like he was already talking when the stall hit and the stick shaker probably went off so would be a hot mic. I don't think that was intentional.
@@topgun9666 That's what I thought. He was reacting to the stall as trained to alert the other pilot.
Stellar communication all around on this one. Tower was quick, clear, and concise. Pilots were professional and speedy, no missed call signs. This sounds great!
At the beginning ATC asked « who was that? ». So I disagree, communication was definitely not stellar
I really like how they quickly noticed the problem, told ground to stand by (although that was not necessary), and then (for what it seemed on radar data) pitched down to gain speed (they had around 4000 so it was not THAT close to the ground, and this is good) and then when speed was up at a reasonable level, they started slowly to climb to 5 and then wait for further command. And during the more troublesome part, the controller only had Important communication on radio, to save space if needed and to not make it clouded in the ears for the pilots.
And, the ground ONLY gave them "Turn" not "Turn and climb" to make sure they First was at an appropriate direction and then, after checking it was okay, they got a climb.
One nice example of how training, routines and cooperation worked out perfectly.
The recovery was perfect. But the way they entered into stall situation was definitely not good.
@@noah9130 The most important part was the recovery. Things will ALWAYS happen, so the recovery is vital and what saves the day in the end.
@@Xanthopteryx I don't know anyone who hasn't done something stupid in an airplane. (Though I have known quite a few who did so and didn't get caught.) There but for the grace of God go I, as the saying goes.
Not getting into a stalling situation is just as important if not more important than the recovery
@@mcnugget3851 The problem is that you will ALWAYS end up in stall situations, sooner or later. That is why pilots train like crazy on how to get out of it. All basic training is always about: "How do i do when this happen...". Fuel problem, stall problem, hydraulic problem, instrument problem, someone gets sick, bad weather problem and more. Problem solving is essential since you can never reach Zero problems. Even the best pilots in the world will have problems like this, sooner or later. The more you fly, the more likely it is that it will happen.
Air Traffic Controller has to be one of the most intense jobs you can have. I am stunned and amazed listening to these recordings at how they manage to keep everything in order.
I do stand-up comedy as a low-level hobby. One of my bits was recalling when I was in 3rd grade and wanting to be an ATC when I grew up. Trouble was that I stuttered. So I sounded like this: "F-F-F-flight 3-3-309 you're c-c-cleared f-f-for T-T-T-Landing".
Gotta give it to the ATC, always prepared for an emergency while giving minimal disturbance to the air crew. Thank you Sir and I hope we come across more people like you in the future. 🙏
These pilots and atc people blow me away. The levels of stress are unreal and they handle it so well 99% of the time.
Could be a textbook training scenario made from this one.
Everyone did everything right after the master caution.
Worth restating. The controlling is an absolute class act. We need more of them.
As if other controllers aren't like these guys? 99% of controllers in my experience are superb at their jobs
"Are you good now?" this atc is pure professional
The ATC is an absolute gun. Maintained perfect control
but he didn't do anything and was on the ground =)
Pilot: I hope company does not find out.
VAS: Too late.
Today's aircrafts send a very detailed report to the company all on their own!
Why? They got into a stall situation and got out of it, I'm assuming by performing the stall recovery - IE descending and accelerating. I'm not so sure the pilots would be at fault here, especially if they flew into an area where they had a tailwind.
I’m sure a couple people got some much needed retraining. I assume that wasn’t a hardware / software issue.
Too late ,investigation team are flying with you
This is how Endeavor Air found out about the crew going vfr from jfk to LGA.
EXCELLENT ATC WORK HERE.
I can already hear the Blancolerio theme song playing.
Weightless - Aram Bedrosian
m.ruclips.net/video/joh4rzVk6uY/видео.html
@@thetowndrunk988 Less flying time, getting sloppy.
Back in the day I was a chef, when it was slow is when the cooks would fuck up the most, when it was busy, and we were turning out a hundred+ orders an hour, the percentage of screw-ups went down.
haha was thinking exactly that !
hahahahahhahahha good one!
Lol....same here
My stomach dropped the moment I heard those alarms followed by , "STALLSTALLSTALLSTALL," from the pilot. Had I been on that plane, I don't know what I would have thought. Either a, the plane got caught in a downdraft, if there is such a thing, or b, s***, they've lost control of the plane. We're dead! Thank goodness the pilots were able to wrestle the plane back under control, and the ATCs made sure the skies around them were clear so they could do a high speed climb to prevent a repeat of the stall.
The worst flight experience I ever had was just three years ago as I was flying from Myrtle Beach up to Binghamton, NY. Just moments after the plane left the ground and we were climbing to achieve altitude, the RJ900 I was in suddenly banked sharply to the left at a 55°angle. There were loud gasps all through the cabin, including me. After what seemed an eternity, the plane righted itself, and we continued the trip to Detroit, where most of us would connect on. We found out when we arrived, that the luggage handlers hadn't loaded our luggage on and secured it properly, so when we took off it broke loose and rolled to one side of the plane. The pilot was PISSED! We could have had a serious accident right there, if he hadn't done some quick thinking and managed to get the plane level!
Honestly no videos get my heart going more than these.
“Stand by” .... meaning of this phrase could be so frightening sometimes
"We are currently aviating."
Priorities
Aviate
Navigate
Communicate
End of lesson
I bet that ranks up there in the top 3 last words a pilot ever said
collective sigh of relief heard by all, i'm sure the hot mic was inadvertent but it sure is nice to find a good example of a crisis averted! well done pilots!
What you didn't hear after the pilot said STALL STALL STALL was PUNCH IT CHEWIE!
🤗
"WHAT DO YOU MEAN THE HYPERDRIVE ENGINE IS OUT??? DAMMIT, CHEWY!"
Haha this made me laugh!!
Amazing comment 😂
"Scotty, I need warp speed NOW!"
“Speed is your discretion sir.”
I wish cops would say that
@@vagabond0078 up to mach 2 on Interstate 40 lol
@@vagabond0078 Come to Germany.
So very thankful for the subtitles on this video. Usually I can keep up with the speedy-mumbling of USA’s ATC recordings, but this one was something else
Mumbling?, if you cannot keep up, take notes!
@@rubenvillanueva8635 Well, as I was saying above, it’s just really great that VASAviation takes the notes for us so we can keep up ( ͡° ͜ʖ ͡°)
@A- ID - You have to look at it in several ways. Is it grammatically incorrect English, pronunciation or rapid speech rate? I have heard many different
nationalities over the radio, some extremely hard to grasp the context. But we managed, and I respected the fact it is was their native tongue. As for
some American pilots enjoy transmitting at Mach speeds!, Two can play that game, and I have. Also, the phraseology may be confusing to some not familiar with it.
I think the altitude he lost was not entirely the stall , but it was part of the stall recovery
Yes, and to increase the speed to safe 270 kts.
@ThaKronDon Noise? Just guessing...
@ThaKronDon Honestly, they probably were fine but they retracted their flaps completely too early, their airspeed was then too low for no flaps.
@ThaKronDon 250kt speed limit below 10k feet....... later he requested high speed climb
ThaKronDon there is a 250 knot speed limit in class b airspace. Haha I never had to worry about it in my little plane I would be able to do 140 in a nosedive at full throttle hahaha
I'm not even on that plane, and I puckered up when he started saying Stall Stall right in the middle of what he was saying. Thank God everyone is ok. 🙏
Wonder how much the pax knew - not sure how comfortable I'd be continuing to Seoul after that (but that's also on a lack knowing planes).
@@jonathanbott87 lmao Southern Air is a cargo airline
Cargo line.
No pax, just paxages! :)
Should thank the PILOT instead of the so-called "gOd" you're speaking of.
my atc heart dropped when this dude kept losing altitude
Can you imagine, a fully loaded 777 coming down that close to JFK...it would be an utter catastrophe.
They were following the procedures, as the first thing to do in a stall is to pitch down and regain speed.
Bruh he lost like 200 feet and was at 4,000 feet.
"Sorry about the stall" 😆
lmao
😂😂
I’m not a pilot a d never will be but I’ve been following this channel for a long time and love it.
That was a brown trousers moment.
Glad they recovered safely.
Stellar job from ATC rerouting and getting people out of the altitude of the stalling plane
Not everyone notices that. 👍🏻
Amazing ATC, he focussed so quick, and how lovely that the pilot went ''sorry about that'' hehe
Pilot is a beast, controller is squared away. These dudes kept their cool very well...
Commercial and atp rated pilots when training always recover at first indication of stall. So even though the plane might not be in full breaking stall (airflow separating from the wing) in the pilot world first indication of stall is a stall.
Yeah you lose more then 300 feet in a real stall,
but thats not the issue right.
We are talking about a stall condition not a full blow falling out of the skies stall.
Still it is a serious event.
@@skyvenrazgriz8226 Incredibly serious event. But it's most likely that the aircraft was not actually stalled. But certainly much too close for comfort. Nonetheless the crew appeared to recover well. Losing 300ft in a 600,000lb+ aircraft during a stall recovery manoeuvre is pretty damn good.
Yeah, another way to put is if you THINK you have a problem, _you have a problem._ It's kind of the same level of seriousness with nuclear reactors. If it so much as BLINKS at you funny, _you have a problem._ That's how you keep the problem to just an 'anomaly', and avoiding a catastrophic failure.
Yeah -- you put a 777 into an unintended full-blown stall that low, you'll be lucky to get it back.
Gives "Happy Ending" a whole new meaning.
This could have got so much worse, thank god it didn't
True that
No thank science, and training.
Thank God it wasn't Air France.
reason for stall?
Thank to pilots not God
huge creds for that controller, he's done his job fantasticly good
This is something I learned to look for on the 767. When you're going on a loaded flight overseas, your minimum clean maneuver speed will be 240-250 knots. Retract the flaps slowly and well above min maneuver speed and think about getting up to 265 or more for the climb out. I'm not going to make a judgement on the 777 guys just yet.
Who do you fly 767's for?
@@yoyoyoyoshua an airline
@@saxmanb777 oh ok you're a flight sim pilot. Nice
@@yoyoyoyoshua indeed. I play in the level D sim all the time. ;)
@@saxmanb777 oh nice I used to fly the Level D simulations 767 all the time when I had fs2004. Great sim and plane. Wish they'd bring it to fs2020.
I don't know much about aviation but from everything I've read about recovering a stall, it had to be difficult to regain lift at such a low altitude. Unless there are other ways to recover a stall during takeoff. Pretty scary stuff either way.
Firstly they almost certainly didn't fully stall - they would've lost much more altitude if they had. They likely just got a stall warning indication and pitched down to gain speed. Also 4,000' isn't exactly low altitude...
This happened on a flight i was on out of lanzarote, at around 4000ft, the plane started to have a heavy loss in vertical speed and was losing altitide, the pilots pushed the nose down and went toga thrust for around two minutes before starting to climb again.
That could have been a Clear Air Turbulence. THey do not appear on the radars.
Good recovery and good ATC. Somebody definitely needed a little more coffee on that flight deck
Luckily it was a minor stall at first indications could have been much worse at that altitude had the stall progressed..also would like to mention to people that are saying full stall you are never in a full stall until you enter a state of super stall which is irrecoverable once you enter that state you lose complete control of the aircraft and there is no recovery however anything below that is recoverable depending on the altitude available at 4k feet if the stall had progressed past a minor first indication it may not have been recoverable in time however pilots are heavily trained in stall recovery. That being said never say full stall as a full stall is defined as a super stall which is incredibly unlikely to occur however felt that was worth mentioning
And that ladies and gentlemen is the perfect example of " focus" when you have a situation that requires total concentration., good job on the part of the Southern air pilot, and the ATC he was communicating with. Working together they did everything they had to do to make sure that they didn't end up with a smoking hole in the ground
Aviate, navigate, communicate
ATC understood the situation, monitored what was happening while controlling other traffic, gave them breathing room
SOO947 focused on the situation at hand, kept their heading and ensured the a/c was safe before coming back to communicate with the DEP
It'll be interesting to see the report on this one.
Hey, you seem familiar... In all seriousness, it's very interesting indeed. Maybe something with flaps? Who knows
@@sehamstein they were retracted too soon. At the speed they were going they still needed the lift. Flaps 1 can be used up to 255 KIAS
@@sehamstein Lol what up. Yeah it's possible, seems like they were able to continue the climb ok once everything was under control, doesn't appear to be a mechanical issue. Maybe they did get a little trigger happy with the flaps lever.
It was just lack of speed heavy load high pitch (as it was a transport plane I believe so it was heavy) they should have requested high speed climb at the start due to how heavy they was and was ignoring flight director indicators witch was a mistake
its quite hard to stall a 777/787 as the closer you approach yellow zone it starts to apply more Force to the stick and once in yellow and red zone it applies significant Force to the stick (an airbus you don't get any of that because the no force feedback and computer is supposed to prevent all that unless your in alt law mode then it will let you half stall the plane)
I think the AOA was too high
Love it, New York ATC is calling Swiss still Swissair.
Outstanding job by atc
Seems that the aircraft was put into a clean config (flaps up and slats retracted) below CMS (clean maneuvering speed). There could have been various causes: airspeed bugs set wrong; incorrect performance calculations; incorrect load sheet calculations, or cargo weighing errors. I saw each of these happen, but never actually experienced a stall.
Malfunctioning speed indicator
0:58 here you can hear the "airspeed low" aural sound...
i fly the the 757 and i think this sound is 1000fet to go at least on the 757 they have 5000 on the mcp and are at 4000fet
I undestand all the comments about a proximate stall speed [ to 250 ] on the Boeing 777 when restricted to 250 knots under 10,000 ft, If the aircraft has flight directors this normally will not happen since the command bars will keep you out of the stall configuration. Pilots normally fly a very TIGHT profile within 1 to 2 degrees of ideal angles of attack. Its just the norms at that level of airmanship and operations. Loosing 300 feet makes me think that a stall was imminent but not actually present. the Stall warning margin creates warnings below the actual stall speed and the loss of altitude could be pilot reaction. If you stall a 777, 300 feet is the least of your defects. The flight recorder will indicate if the HLFC [ high lift control System ] was active during the event.
That wasnt a stall, it was a stall warning. You have 5kts or 5% margin for a stall warning ABOVE actual stalling speed, not below. Losing 300ft was the right thing to do, you have to lower the nose and gain airspeed
@@_filipovicluka Thank you;; Sounds like a Boeing engineer. I agree with the 300 ft comment what i meant is that a real stall would be much deeper. Do you have a pocket protector.
@End Leftism I concur.
@End Leftism I have written extensively about aircraft stalls. I think that folks are believing that stall recovery is a given; and going by the reactions, more characteristic of small to medium aircraft. Colgan Air 3407 stalled, and fell out of the sky in a mater of seconds. You will not loose 300 ft; don't make bank on that!!. You will not always survive, even if trained. [ Another reason not to be too kicked back in the aircraft at cruise altitude ] Its important to prevent stalls. In a stall, you will be slung around by your seatbelts by a much greater mass [ The Airplane ] most likely without your shoulder harnesses. Its one of the things that astronauts have to be careful about working on objects in space including inside their own capsule. I was trained to recover from stalls at the first indication of anything, and most airlines do that type of training. we only did one [ almost ] full stall. Not many airline pilots will sit there with the kind of indications of stalling and feel comfortable doing nothing. If the crew retracted flaps to early that was a TWO PILOT error and at least one pilot should have used a challenge to a command to retract flaps. This is where CLR [ command Leadership ] is appropriately used during operations. I know this Boeing 777 aircraft has defenses, but all of those things act to prevent inadvertent stalls, more than recovery.
@@bishopscore Please view the event of Air Asia flight 8501 in Dec 2014. They actually stalled the Airframe above 38,000 ft and never recovered the aircraft as it fell out of the sky into the sea, TAIL FIRST, despite the pilot's efforts to save the flight. My Point Don't Stall a commercial aircraft it is not always survivable. you will loose more than 300 ft.
Stalling a 777 at 4k. Jeez. The passengers or cargo had a little weightless time that's for sure.
No pax other than a load master and relief pilot I guess
I don't think so. Notice it took them many seconds to lose 200 feet of altitude. Stall does not mean no lift, despite the prevalence of the "wing loses all lift" or "wing stops flying" nonsense in the general community.
southern air is a cargo airline
@@ljfinger Wing doesnt lose lift when in stall? "General community" nonsense?
@@_filipovicluka he means it’s not an off/on switch. The time from when the stick shaker activates to when you’re in a fully developed stall can vary quite a bit.
Master caution sound at 0:57
That was a low air speed warning.
It's great to see when all parts of a team work well under pressure.
I bet other pilots on that frequency sh1t their pants when they heard that "stallx3" at "runway heading".
I understand the pant poop at the stall, but why the runway heading? Not really knowledgeable about flying, sorry.
@@NotAliceTho "runway heading" can mean two things: 1. about to land, 2. just took off, in either case a stall is bad news.
scary moment. Congratulations ATC, you are great
Someone was in a hurry to clean up the airplane
Yet they create a heavier 777 with slightly less powerful engines 😳
I did that once in my flight training on a go-around. Luckily my instructor corrected my actions and put some flaps back in.
@@turbo2ltr I got to fly in the back seat of a crop duster (Thrush Turbo prop) and the pilot always used flaps in their steep climb and turn around. The stall buzzer was clicking on and off during the turn. There's a huge safety factor in the Thrush for this application.
@@James-oo1yq If you are referring to the 777-9 (777X), it does not require as much thrust as the 777-300ER thanks to the wider and more efficent new wing.
@End Leftism the 777X series wing is composite, the fuselage is aluminum and is almost the same dimensions as the previous gen 777. Cabin width is wider thanks to thinner sidewall panels and insulation.
Good job ATC and pilots
Bet that was exciting!
Gets the old heart pumping!
I've seen a few b777 take off and they always look like they're on the brink of stalling. I recon its cause they're so heavy and are restricted to a 250 knots under 10k feet.
"Southern Air requesting high speed climb"
ATC: "Yah - good idea to keep that speed up. Approved>"
This controller handled everything so perfectly. its absolutely insane how deconflicted everyone so quickly.
Forgot "speed check" while retracting flaps?
As mentioned before, faulty speed indicators.
Stall Stall Stall is something i used to hear everyday when i fly MSFLight Simulator, nothing to worry guys put the nose down for around 20 seconds and then you will be fine to climb again 🤓
I admire their attitude by the way.. So Calm So Warm
I never thought the day would come when i hear about a B777 stalling 🧐
Asiana Flight 214: Allow us to introduce ourselves.
Heathrow on landing. First B777 crash.
EK521 says hello.
I never thought the day would come when I hear about youtube needs to to paid
Bwahahaha! Well that was close! Surely the few hundred feet just means he unloaded to grab some speed. What do I know? Blancolirio is the perfect person to deal with this. Can't wait. Thanks for the video!
He did comment, but I’m sure you saw it by now.
"I heard beepin and horns do dahhing...Southern Air." Neil Young
Underrated 🤣🤣
They got really lucky, if it was closer to the ground, they'd have a big problem. Shouldn't they have briefed that they would require a high-speed climb considering their TOW?
But that was a quick response from the pilot monitoring! Great work on the recover!
Number 1; climb speeds in TO1, TO2 to TO power can be up to 270 kts clean. 2: it takes a lot of ignoring to get to the stall warning then stick shaker UNLESS you enter a shear from head to tail wind and you are flying the clean speed accurately.
Number 2: there is a maneuver to penetrate turbulence layers by opening the speed window on the MCP and rolling the speed back from your climb to clean. On Boeing’s, if this is done too quickly the speed decays to the set speed and possibly below as the aircraft trades of speed and momentum for increased climb rate. This should be done slowly and monitored continuously or the aircraft cannot target the set slower speed without passing through and proceeding below it.
Number 3: the fact that they proceeded to ICN (SEOUL) tells me it was not a technical flight control problem otherwise you would not carry on over the pacific or into uncontrolled airspace.
Geoff: B737 8 years, B767 6 years, B777 9 years, 787 captain currently with 21,000 hours on Boeing, 27,000 hours total.
That's an unfortunate surname for a pilot :D
I think here we see the benefits of the training we have been receiving since colgan. Identified the stall, decreased angle of attack, lost altitude but recovered. A heavy plane like that if he would have just pulled back on the control wheel.... how they got there who knows but...Good job in the recovery.
Quick questions to any aviators.
At 3k going to 4k, assuming the AP was on, why did the AP not immediately take over thrust control and firewall the throttles. Also why did the automatic protections not pull the nose down? Does the 777 have the same automatic Fly By Wire protections as Airbus aircraft ?
Thanks
If there was an issue with air speed indicator like a faulty pitot reading, AP might have switched off if it was on, but I'd think they'd still be hand flying it at that point.
That CVR will get overwritten long before reaching destination if one is not mistaken.
Every Thirty minutes.
Policy with many carriers is that you're supposed to pull the CVR circuit breaker after an incident like this.
Depends, the ICAO requirement is at least the last 2 hours should be saved, but memory do not really take up much space or cost anything today so it could be more than that.
@@rubenvillanueva8635 20 or 30 minutes only on old tape cvr. modern ones are more, sometimes a lot more
2 hours in modern CVR if I remember correctly
Thanks VASA👍🏻
wonderful video man ..loved it much. Congrats pilots
I know what "Southern Air" meant 25 years ago when I was in the US military down south in some tropical places....Is this the same...uh....."company"?
Hahaha, Southern Air... We get your cocaine to your destination with care!
Part of Atlas which I think flies for Amazon. (I looked it up, and their 777's fly for DHL)
you went to diego garcia. we know.
@@gordo1163 Way off....but I did get drunk with a Diego Garcia once, in a different hemisphere.
It is totally different except for the name. SAT had already swapped the CIA ops to CAS about 35 years ago. Lord only knows what happened after that.
Glad they were able to recover 🙏
That’s a big ass plane to be stalling in!
For the people here that are transferring their knowledge of light-aircraft stall recovery... it’s a different kettle of fish in a heavy!
A light training aircraft will recover in a fraction of a second, if you just let go.
These heavy machines have enormous amounts of inertia and require good technique, but also large amounts of patience, to recover.
Patience and adrenaline/fear are not a good mix!
You just need to lower the nose a degree or two and advance the thrust levels.
Getting a 77L into a stall in the first place is a majestic work of art for which only super special pilots can achieve.
Damn when he said stall I got goosebumps.
i mean for a trained pilot getting out of a stall should be a pretty simple task
@@Tom-js3iz They train on smaller planes at fairly high altitude...a huge airliner stalling at just 4000 feet is alarming and in worst case could be fatal
@@jatinkushwaha635 I know but I’m saying in general
@@jatinkushwaha635 plus they train for big airliner stalls. It should be pretty easy for them, nonetheless frightening tho
@@Tom-js3iz yes they they do train but obv at SIM only, also they loose atleast 10k feet probably in recovering from it..here it's just 4k ;-)
Glad it worked out, however there was a long chain that resulted in them staying at 5k for way longer than was necessary. ATC climbed them to 11k on radar contact, the pilots had the stall issue, then once it was resolved, asked if it was ok to climb. The controller didn't hear that (twice) and issued no additional altitude assignments, so the pilot remained at 5k. Not a biggie, but interesting to see how the addition of stress also caused somewhat of a breakdown in comms. The controller was likely not processing the "can we climb?" question because in his mind , he'd already issued the climb to 11k quite a while ago. Human factors, as usual.
I'm guessing the extra time and attention 947 took from the controller meant the controller spent a large amount of time 'catching up' with heading and altitudes for the other aircraft in the airspace. This resulted in 947 getting their new altitude at a later time. Most likely the controller was disregarding 947's climb requests due to not wanting to tie up the radio just to deny them. At the end of the day the only flight with time wasted was the one that made the controller pay them undue attention. If a few minutes is all that was lost, its a good day.
RUclips Recommended: "Pilot Craps Pants In-Flight" by 74 Gear.
Fitting.
The best thing about these videos are that they should how sensationalized hollywood films really are. I love movies like anyone else, but I hear so many people treat them as "Documentary" like in purpose. Here we see an aircraft having an issue, but it's not screaming and yelling in response, and in fact, everything else NOT involving the distressed craft just continues business as usual. In the movie, the ATC would be focused exclusively on the one aircraft as though all of the other traffic disappeared.
Well made video as always. Thanks!
On heavy weights, retracting the slats (Flaps position 1 to Flaps up) is the most „critical“ situation during clean up in a B777-200LRF. There is little speed margin between the UP Maneuvering speed and the amber band.
The top of the amber band represents 40 degrees of maximum bank before the stick shaker will activate, which equals to about 1.4g of load factor. At half the amber band, it‘s even just 30 degrees, equaling about 1,16g load factor.
Those amounts of g are easily achieved in turbulent flight conditions. Especially on heavy weight departures, with a turn at Flaps 1, hot weather, maybe high elevation and other than smooth flight conditions, this can get quite tricky.
That’s why you don’t clean up and leave flaps 1, which is pretty much zero drag but extra lift from the slats. It’s very common to ask for a speed waiver from ATC because your min manoeuvre speed is above 250kts.
@@EdOeuna yup
Stalls always made me so nervous when I was training.
I came here for exactly this kind of content :) Thank you :-*
I asked a friend at southern about this. He said they didn't have their flight director on
For a moment, it sounded like he was in a 737 Max.! Very heavy today.!
Really.......
I'm wondering if the "new" reworked 737 Max will be able to recover from these situations as this beautiful 777 did.
Pilot the aircraft first communicate later, good to see atc understands this.
Either pilots plugged in the wrong weight information or just wasn't monitoring power as the plane slowed to 200 knots. But they handled it well by full throttle and pointing the nose down and leveling it off.
National Airlines Flight 102 flashback for a moment. Glad it didn't turn out the same way.
Thanfuly they never used the "French" method of pulling the yoke all the way back and yelling they don't know what is going on
You’ll ruffle a few feathers with that one.
Oh my
stall exists:
bonin: -yes hold my beer- let me demonstrate you the law of physics.
Some things are perhaps better left unsaid
Wings level, nose down, full power, navigate, then communicate. We are all trained for that but I've never had to do it for a reason.
PTSD setting in on the next sim training
Nice job by the controller recognizing a possible emergency aircraft without the declaration
I think the pilot monitoring calling out "STALL!" multiple times while still on frequency is enough for the controller to recognize there is a potential emergency taking place.
may be due to "over load" than describe in Load sheet, or mis calculation of load ???
Thanks god, they recovered soon.
Or a load shift
They would probably have noticed on rotation if they were way heavier than expected.
If it was a load shift they wouldn't recover at that altitude. If it was an overload they likely wouldn't have made it off the runway (not far from the runway at least). This was likely pilot error although they did a great job of catching it in time to prevent anything REALLY bad from happening.
@@jr13227 • Reminds me of a National Airlines charter leaving Baghdad (these details are if memory serves) with a load of tanks improperly secured. On rotation/climb-out, the darn things broke loose and hit the aft bulkhead and the plane came down in a horrifying blazing inferno. There is video of it on RUclips.
An airline now owned by Atlas Air. The power of these planes is massive though. Each engine has over 100,000 pounds of thrust at full power.