THIS is what every pilot needs...Juan Brown popping up in the middle of your PFD to walk you though what's happening and how to correct it before things go south! He could license the software under the title "What Would Juan Do"?
@@jiveturkey9993 I hope so. If you're carrying humans, I want someone who seems this conscientious and knowledgeable. I grew up near an airport with a catastrophic crash. I've never forgotten how long the marks from it remained on the roads and bridges affected. It's not on my list of ways I want to go out.
If you're counting on Juan to fly you from now on then you will be disappointed if he's not available. Maybe one of the inferior pilots in the fleet can get you there safely.
That PM did something almost unheard of in the real world, even the sim. He called out, "stall, stall, stall, stall" immediately, without the standard, "what the?, oh shi#, stall, stall, stall, stall."
I have to give a shout out to ATC, as dramatic as that came over the frequency, the controller recognized that they had their hands full with over 600,000 pounds of angry metal and gave them space for them to work, didn't overload them at all. NY Tracon baby!
While the obvious conclusion to the uninitiated would be that this was caused by pilot error, it easily could be caused by improper cargo weight. I’m a lifelong ‘freight dog’ in the Air Force, and on very rare occasions I have seen where the cargo arrived at the airplane with improper documentation, and individual cargo weights were just flat-out wrong. It can be next to impossible to figure that out unless the loadmasters have tons of experience and a good BS detector. That hasn’t happened to me since, um...about ten hours ago. We left one pallet behind because on my flight today because it was all screwed up and they didn’t want to take the time to take it away and rebuild and reweigh it and bring it back. They just took it away and will sort it out and put it on another plane. In this case, if the total cargo weight was 20k pounds heavier than advertised, all the speed calculations go right out the window. The crew would be fooled into retracting the flaps prematurely which could then lead to just this sort of incident. When the C-5 galaxy is really heavy, min flap retract speed can be as high as 209 knots, and max flap speed is 215. So we have to accelerate to somewhere between 209-215 knots and hold it just so, as the flaps are retracted. When the flaps are retracted drag is reduced and at a given pitch and power setting, the plane will want to accelerate, possibly overspeeding the flaps while they are in transit. So we have to accelerate to above 209, raise the nose slightly to keep it from going much further (but not so much that it slows below 209), then as the flaps come up, we have to carefully continue to raise the nose further to keep it in the 209-215 window. It’s difficult and a bit stressful. It’s always a relief when they fully come up, because then we can lower then use and accelerate to 250 and climb out normally.
This cocaine cargo and later CIA special ops pilot mentions overweight flying in rather hot weather and short dirt tracks as runways. A good story over on mikes Mc Brian channel in the spring 2020.
@Jo Mamma ok whatever name you give to a pilot hired by the CIA for a job. Have you watched the interview of Boulanger ? Do you say it’s not the right term or do you say the CIA never hired extra pilots whatever the name ? That the CIA did barely legal special operations isn’t really questionable is it ? What is your point ?
I said it on the VAS video and I’ll say it here too, I feel that each of you have the two greatest aviation channels on YT. Thank you both so very much.
When VAS started out, he literally did not credit ANYONE, EVER. Not LiveATC, not AVHerald (he still doesn't credit them). Nobody. He's an ambulance chaser with no moral compass. Juan is 10000x better. They aren't even in the same universe.
Good as always, Juan!! Just a remark, the speed indicated on the radar is GROUNDSPEED. I believe it's important to note that since we can see that number go well above 250 knots during the stall recovery and just before asking for the high speed climb (300KT groundspeed at 5000') but does not mean they "violated" the 250KIAS retriction below 10000' although they could have in an emergency situation. Groundspeed depends on wind and TAS and TAS depends on compressibility and density so it's OK to have a TAS/GS of 270-300 at 5000' and still comply with the restriction.
Yep. I think that the FAA put out a notice that said that ATC cannot give you permission to exceed the 250 KIAS limit. I stay well below the limit in my Skyhawk.
@@UncleKennysPlace LOL - very wise on your part. However if you did Exceed 250 in a SkyHawk , the FAA may just give you an award .... but only after you turn in that report within 24 hours , explaining how you did it and why ...
It seems like an incredibly stupid position to put yourself in-but pilots make mistakes and a good PM is always watching, always participating, always communicating. Who knows what tragedy was prevented because of that PM. Demote the PF, promote the PM.
The copilot was alert, I’m not sure pilot wise, but as soon as he got the warning from the copilot, it appears that appropriate action was taken to get the nose down.
We’re listening to the ATC tapes though, not the CVR... if they are in a stall situation requiring immediate correction, I wonder why they are taking precious time to tell ATC about it...? is that standard procedure..?
JB, I sent my buddy the link for this Episode. He's a Cap on a major Canadian Airline. See his reply to me, besides letting me know it's a great Episode. "The 787 is very similar to the 777. Doing an ultra long range flight to Delhi, we would see those exact speeds in the climb and you didn’t want to go through any turbulence when that slow and that heavy or you could end up in the hook." Take care and fly safe. 🤟🏽🖖🏽
I lost three friends when Northwest Airlines Flight 255 stalled on takeoff at 8:46 PM on August 16, 1987. A series of events resulted in 156 deaths because of pilot error. The crash became the second deadliest at the time and is now ninth.
Interesting about the "chain of events". One of the first things you learn in medicine is about the "chain of infection." There are points where an infection can be short stopped and cut off from continuing on its wayward path. If those opportunities are missed (example: wearing a mask, or not) the infection can continue and get worse. We are learning that lesson now in today's world. This currently is not mentioned in public awareness campaigns, but might be a good idea to include, as it's a useful teaching concept.
It gave me a very great understanding. First, thank you. Coming out of Brussels 35 years ago, ski trip,, Belgium Airlines,, all equipment snowed in on the east coast of the US,, They pulled out a converted freighter, the belly already loaded for Montreal, heavy machinery. I watched them load it. Then up top to get everyone on their way, they pulled every seat out of storage and bolted them to the aluminum deck. Every seat was a different colour, every seat had a defect, cigarette burn, recline mechanism was non functional, and they loaded all passengers for JFK, Montreal, and Atlanta on to the same flight. Over loaded, load center too far aft, 12,000 (?) foot runway, they used every inch and i felt the wheels touch the berm after airborne. The operation speed window must have been astronomical. . The approach into Mirabel 6 hours later was a masterful downwind, base leg, final that covered upstate New York,Vermont and 50 miles north of Montreal. We came in hot. Good pilot,, he was not going to slow down until on the deck.
A proud member of the 'Juan Browne School of Aviation' How much different could our education system be if it was transformed with a combination of book and theory knowledge combined with access to actual subject matter experts (looking at you Juan) to explain concepts in plain-spoken language and field questions? Our youth deserve better than what's on offer today and in the age of the Internet, multi-faceted should be the norm not the exception. Our young need to see the connection of book study to professionals who actual apply the knowledge daily. The absence of routine education on things that matter (budgeting, consumer rights, aviation, day-to-day health) has been taken over by corporations looking to sell things and get children on the 'debt train'.
100% agreed. That's why I try to find good educational videos and materials, and tag my son and his wife when I share them. I graduated back when schools still required at least one language other than English, if you intended to enroll in college, back when you learned a variety of real-life skills that would be needed in adulthood. My grandchildren are now enrolled part-time in private school, and they homeschool them for the remainder of each day. P.S. We are expecting our fourth grandchild in January--I'm so excited I can hardly stand it, LOL.
The poet W.H. Auden often referred to this as a Bardic education. Music appreciation has been proven to rewire the brain to both increase capacity and the ability to solve complex problems.
You know how there have been a few non-pilots who had to take over when their pilot was incapacitated? I've always thought if I were in that situation I would tell the controller that I'm not really a pilot but I have been studying with Juan, mentor and Mover LOL
A little note on "high speed climb". In the United States this isn't really a request you need to make. Though an advisory to ATC may be prudent nowhere states a pilot must request it from ATC (assuming no speeds have been assigned by ATC or by a published procedure). 91.117 of the FARs says: Unless otherwise authorized by the Administrator, no person may operate an aircraft below 10,000 feet MSL at an indicated airspeed of more than 250 knots. and If the minimum safe airspeed for any particular operation is greater than the maximum speed prescribed in this section, the aircraft may be operated at that minimum speed. The FAA Order 7110.65, which is basically the manual for ATC, elaborates on the meaning of minimum safe speed (3-1-11): 14 CFR Section 91.117 permits speeds in excess of 250 knots (288 mph) when so required or recommended in the airplane flight manual.
Departure controller did a good job of leaving the air crew alone during this de facto emergency. Some I've heard would have peppered them with questions.
DF: We see too many examples these days of controllers interrupting pilots in emergencies with unnecessary questions!!! The only thing a controller needs to know is nature of emergency, SOB, Fuel Remaining in Hours and Pilots' Intentions. After that he should shut up and wait for the pilots to advise of further needs.
Many controllers know these long legs for heavies will need a high speed climb and sometimes offer it. I never flew the 777 but flew 747's 23 years. Most all eastbound legs to europe and beyond need a high speed climb. Glad these pilots recovered, I'm sure thwey have dirty fruit of the looms.
Southern Air... saw one of their C-130's years ago and they only used the N number even though the tower addressed then as 'Southern Air'.. anyway they are well known for their 'silence is golden' mode of operation.
“I’ll need 20 minutes to repair it, Captain-but I know you need it sooner so it’s going to be five minutes to fix!” (That way he maintains his reputation as a miracle worker!😅✈️
The B777 in a heavy configuration, as Juan says it a juggling act between flaps 1 to up, minimum speed, maximum flap speed. One thing that was not mentioned here, in the analysis Juan, is that there was a line of thunderstorms which could have created turbulence and or wind shear/ shift conditions that could have created the conditions for the speed decay. It would be great to hear and update on the his case. On the speed limit of 250k IAS bellow 10000’ it’s always required to request in advance but the regulations state that the limit IAS Is 250k and/or clean maneuvering speed, so you are not braking the regulations as long as you get the clearance. Thanks Juan for your always on target analysis.
11:37 Juan: interesting that civilians need to always report/request high speed climb. Per FAA 7610.4S Appendix 18, our life in military flying allows us to exceed 250 KIAS for min manuever as well, but there is no requirement to request it with ATC. You are automatically cleared to do it. Wouldn't that annoy ATC to no end if every long-haul heavy was asking for high-speed climb? Also, FAR 91.117d does not mention any required radio call.
Who _wouldn't_ want a Juan Browne avatar in their PFD!: "BEE-BO BEE-BO BEE-BO You're gonna KABLAMMO! unless you lower your nose and add power! BEE-BO BEE-BO BEE-BO You're gonna KABLAMMO! unless you lower...."
The Swiss cheese accident model is what’s made me feel less nervous abt flying. It isn’t one issue, but there has to be numerous issues that manage to pass through barriers for something to go wrong- e.g.multiple slices of Swiss cheese that happen to have a hole at the same place that the situation by chance passes through. Knowing that a plane won’t just fall out of the sky, per se, has helped me feel more secure.
glad you added "In Normal Law" to your description of Airbus flight control logic. Unfortunately, we have seen tragically, the Airbus family can stall when pilots fail to recognize the aircraft state.
Thank you for the education! A friend of mine flies the 777-2/-3 right seat for a major US airline. I will continue to follow your reviews of these events.
Great coverage. I’ve been center seat on many a KC-135A max weight take off ... and it’s a harrowing event. There is only about 17 -20 kts between you and the ground. Being the crew chief... I had engines ( unofficially) as a second set of eyes and they old “steam gauges “ gave a guy a ton of worry. So glad this bird was able to recover... looks like they were going to be more comfortable at about 300kts.
I was a controller at the NYCIFR Room twixt 1973 & 1979 in the JFK sector and it was the norm to advise both departures and arrivals to keep their airspeed up, and I would advise the "customers" you are over int'l waters keep your speed up at your decretion (to arrivals) & to the departures - - - over int'l waters speed up at your decretion. The use of this technique would keep us out of a holding situation for arrivals and for departure traffic, it got the customers out of our hair quicker and on their way. All those FAM trips in the jump-seat did teach us a thing or two. BTW, many of us actually checked our procedures at the Regional Office and received their blessings as the 250knot restriction within the TCA over Int'; waters.
Juan did an excellent job explaining the speed protection and warnings, however, those warnings are dependent on the correct "zero fuel weight" being entered into the aircraft's flight management system. This crew, being experienced with this aircraft and the typical loads they would be carrying, should have known that 200/210 kts would have been well below their normal climb speed. On some aircraft the zero fuel wgt can be derived from the landing gear's sensors while on the ground, however, on most aircraft the zfw has to be manually entered into the aircraft's computer system from data supplied in the weight and balance documentation generated by the ground crew, or updates while taxiing. If Juan has the time, perhaps he can explain ZFW, and the interesting fact that fuel quantity is expressed in pounds rather than gallons.
@blancolirio It's worth emphasizing that bit about "primary law" on the Airbus preventing a stall not applying to the other control modes. It's STILL possible to stall an Airbus with side stick controller inputs alone. The folks on AF447 discovered this to their determent when a low hour relief pilot held continuous climb force on his side stick and that caused the control logic to degrade from "primary" to "alternate" to "direct" - and in "direct" law it IS possible to stall the aircraft because there are NO alpha protections in direct law. Many bus drivers were not aware of that before AF447 but I can't imagine any that wouldn't know about it now...
Juan did mention that airbus won't allow the stall "under normal law conditions" AF447 flight computers were receiving conflicting airspeed data information. This changed the flight protection parameters and allowed the FO to stall the aircraft. I am positive Juan knows this and that is why he mentioned "normal law conditions" and I just saw that Juan answer to that too. My bad, I should read the replies as well.
Well done. Kennedy does expect heavy freighters to need high-speed climbs but pilots need to confirm it with them. I don't think I ever left JFK with a CMS below 270kts.
@@hansadrvr Correct! The call is a courtesy not a requirement. The regulations specify that if your min maneuvering speed is above 250kts then you fly that speed
Excellent video! Maybe I missed something. When we were a heavy weight operation we did not ask ATC for high speed climb. We advised them that our minimum climb speed would be 261 knots for example. This was based on sub part D of the FAR. “(a) Unless otherwise authorized by the Administrator, no person may operate an aircraft below 10,000 feet MSL at an indicated airspeed of more than 250 knots (288 m.p.h.). (b) Unless otherwise authorized or required by ATC, no person may operate an aircraft at or below 2,500 feet above the surface within 4 nautical miles of the primary airport of a Class C or Class D airspace area at an indicated airspeed of more than 200 knots (230 mph.). This paragraph (b) does not apply to any operations within a Class B airspace area. Such operations shall comply with paragraph (a) of this section. (c) No person may operate an aircraft in the airspace underlying a Class B airspace area designated for an airport or in a VFR corridor designated through such a Class B airspace area, at an indicated airspeed of more than 200 knots (230 mph). (d) If the minimum safe airspeed for any particular operation is greater than the maximum speed prescribed in this section, the aircraft may be operated at that minimum speed.” There were certain departures that required leaving the slats extended to comply with a turn radius requirement. Typically a note that said max speed for departure is 200 knots or all turns must be completed within a specified nautical mile radius. These usually involved Special Operations Airports but not always. Excellent video. I miss flying but being retired has it’s perks. Excellent description of ASAP and FOQUA... I worked for the same airline you do. I hope I spelled FOQUA correctly... In training we would always be briefed on the “trends” from the gate keepers. Once again another outstanding video!👍🏻
Thanks Juan. Non pilot here but aviation enthusiast. Very good description of the stall incident that was very clear and concise. I had watched that particular incident at VAS and had seen your comment there. Thanks for your commitment to elaborating and educating all of us, pilots and non-pilots, on GA and Commercial issues and incidents 👍
Comment toward the last part of the video concerning Airbus planes not allowing the airspeed to go below stall speed cutoff when the joystick control is pulled all the way back. That's the "complaint" that Sully Sullenberger had when he landed on the Hudson River. He said that he could have made a smoother landing had he been able to stall the airplane at the last moments before impact into the river. Safety versus extreme applications.
Threading the needle, done right. I’m so glad they did not take the turn (as instructed), into an accelerated stall. I’ll bet there was a lot of WTF over Robbinsville: 777 at 3900 ft screaming 250 kts. The crew was on top of it and were probably cursing the flight planner all the way across the pond.
Are you sure about asking for speed relief? I was a controller and I’ve been flying heavy jets for decades and I recall the speed being 250 below 10 “or minimum clean maneuvering speed, whichever is higher.” You never are trapped in keeping your slats out just to stay under 250 on departure. That’s not true for arrival and that’s in the FAAO 7110.65 which is the controller book. I’ve never asked for a high speed climb even when I has to go 260 knots due to weight. Have I just been neglecting it all these years? I’d better check the AIM.
The squall line shown briefly on a radar map was a doozy, very narrow, very intense, and moving fast. At my house, approx 30 miles from JFK, the wind went from calm to gusts of maybe 35KT to calm in about 10 minutes.
I have been positive for covid for 12 days and all I can do is watch my favorite people to watch. The crud has moved into my lungs and pneumonia is trying to get a foothold, and yes it hurts to breath deep / cough hope it goes away soon. Carry-on Juan you the man!
Make sure you are taking extra Vitamin D, to improve your immune system and lower your blood pressure. Vitamin D impacts the Renin Angiotensin Aldosterone System aka RAAS of the human body, which can increase or decrease a person’s blood pressure. The RAAS system alters blood pressure aka BP, in the lungs, heart, glomerulus in the kidneys, as well as arteries and veins in the human body. If your Vitamin D is low or very low, your BP can/will probably increase. Most BP prescription medications, alter a person’s blood pressure by altering or changing aspects, of the RAAS. If your Vitamin D is low or very low, your immune system can not function properly. Plus, your body is deficient in important functions, to control the many variables that impact BP, as well as many other factors. FYI: once you a diagnosed w/pneumonia, you will easily become sick with pneumonia again, w/in one year of your first diagnosis of pneumonia. If you get diagnosed & sick w/pneumonia 9 months after your first diagnosis, your year of being suspect to get sick again w/pneumonia would change to 1 year from the 2nd diagnosis of pneumonia. The year will change w/the new diagnosis of pneumonia.
I stumbled upon this as I enjoy aircraft YT videos. I'm not a pilot just a civilian who is really interested in aviation. At 75 I've flown alot domestically and internationally. I am totally amazed at the knowledge and skills required to fly modern aircraft. My hat is off to all you professionals who work so hard to keep us all safe in today's commercial environment. Everyone in the industry deserves a big "attack boy/girl" from bagagge handlers, loadmasters, controllers to pilots and flight attendants. Thank you everyone.
Juan, you need an intern to fly the 777 (or similar) in a modern flight simulator. That way you could illustrate perfectly your point, and leverage their video recording capabilities too.
Thank you Juan. Question: I've always wondered, and disagreed with the NTSB account of AA Flight 587- If, as you said, can yank the Airbus joystick back and the flight computer keeps the aircraft to min maneuvering speed and stay there, then why *couldn't* the computer keep the pilot from cycling the rudder pedals so fast that the tail comes off? I would think the flight computer has G load limits for that... or should have limits for that. Don't fighter aircraft have G load limits? Why doesn't Airbus? And shouldn't they?
Juan, I don’t remember ever “coordinating “ high speed years ago while flying the MD11 out of anchorage to Asia. It was a given since we were always climbing clean around 270kts, and we were “heavy” that high speed relief was a given. Now there are countries around the world, where you would require permission for high speed, and some, like france require a specific speed.
This is what the FAR says, (d) If the minimum safe airspeed for any particular operation is greater than the maximum speed prescribed in this section, the aircraft may be operated at that minimum speed. I the USA no High speed climb call required. I have flown heavies for 14 years and never make this call in the USA airspace.
US is the exception. Min manoeuvre overides 250kts. Other FIR's you do require permission. This is more for a heads-up for ATC rather than begging to be able to go faster. But as Juan pointed out this should be done as soon as your in contact with Departure/approach frequency. And invariably (except China), it is granted.
Nice coverage of the event Juan Browne! As a freight dog this has been a topic of conversation for a few days now. Some interesting things that have come up are: Does the company define if their fuel is calculated following FARs for 250 below 10k (flaps 1 would be required in this instance) or optimum clim performance. This would also require the crews to request “operational performance speed” of xxx below 10k on heavy gross weight routes if fuel is a limiting factor. It also brings up good discussions on authority or releasing the 250 speed restriction, any potential agreements between the company and the FAA, and also the company SOPs.
I like it Get outta Fail program. It makes sense. We don't want any aviator failing. Learning to get better is the best practice on any subject. Remember be the the best you can be at your craft 👍👍
ASAP is for Maintenance too. It is a great resource to provide relevant information that can or will negate future situations that lead to undesirable outcomes. The program exists to provide a method of breaking patterns that through, what is called human factors, positive outcomes.
Very very nice video thanks so very much.Great explanation as to what was happening I loved your visuals as well very easy to understand what was happening. Be safe take care look for you on your next flight
"Low-Speed Event" you have a way with words Juan! I would just call it a Take off+ Departure Stall with recognition and recovery. I am just an old analog guy.
Jaun training us to be able to take over so he can get his meal from the galley.... we gonna be able to maintain a flight someday... great info. Every flight I take lately I'm always asking things of the Guys and girls with the thats and stripes on their shoulders... I kinda understand what they do between you, mentor pilot, learning much
I didn't realize the climb airspeed is so high on these heavy aircraft! 200 knots approaching stall! Whoa! Yes, should have requested high speed climb much earlier. What would be the correct flap setting for this takeoff?
ty sir, trained on t38's back in the 70's. like chisel tablet compared to the newspaper presses. Straight and level dream, defer nightmare. Thank you sir for showing the progress and still until you can change the atmosphere there will need skills.
Nice recovery. Shouldn't happen but sometimes shit can happen. That's why we practice departure and arrival stalls in the simulator...just in case shit happens...for whatever reason.
I’m not a pilot so this channel really helps me understand just how difficult it still is to be a pilot (and glad I never chose it as a career - my memory isn’t good enough!)
could you give a little overview of procedures in the 777 on MS Flight Sim? Every time I try to land I have no idea what buttons to push so it never lets me slow down enough to actually land
Sir, Thank You for giving the idea about AQP. May I ask, is FAA provides openly distribute syllabus for AQP for particular aircraft like Cessna 208 or for Twin Otter? Thank You for Your Response in Advance.
Explanation nicely done. I truly liked flying the 777. I really liked the ADI, everything about it was superior to any other airplane I've ever flown. The 777 is boeings fix of everything even a little wrong with the 767/757. Fly it as much as you can& you'll love it more. Well done.
Please do,update us on exactly how SA947 incurred the break,because,while CLOSE to his climb speed limit,he did have just enough speed and closing on his altitude : l am assuming he did not want to Lose ani altitude .thank you sir
Very interesting content. I have questions about how the weight and balance of the load is determined pre flight? Strut squat? Is the 777 a bit underpowered at the MTW in hot temps?
Do cargo pilots have the same sleep requirements as people pilots? Why would they be tired at the beginning of a long trip? It was good that the controller just left them alone when they said stand by and even when they got above 250 knots the controller realized you know what was going on and didn't say anything.
You are flying 14-16 hour long legs,past several time zones, then back a day or two later. Humans are not built for that, it takes a long time for the body and brain to get used that what used to be in the middle of the day, is now midnight.
@@jerseyshoredroneservices225 Of course they have time of between flights. Some operators how more, some just the minimal required from the regulator. But even if they have two days that might not be enough. If you travel in the morning, doing a 12 hour flight, arriving in the morning local time, you brains biological clock thinks it is midnight, and gets confused that could mess up your sleep pattern.
@@se-kmg355 I understand jet lag. Happens to everybody whose shift changes at work or people who travel the world for their occupations. Formula 1 drivers and others all have to deal with it. I work at night a lot and go to bed around sunrise. Sleep mask does wonders...
Thanks for the info on the flight instruments!!! All that info in 1 place! I think I can fly a 777! ( I'm a private pilot 500 hours C-210 biggest so far).
Juan, great look into the 777 flight characteristics/instruments on takeoff and the possible conditiions the flight crew were dealing with for this event. As always your calm walkthrough is educational and insightful.
Airline captain here. I've been a flight or sim instructor in Advanced Qualification Programs at three different companies. Unless something has changed in the last few months, Southern does not have AQP. They still use 1950's style training.
@@blancolirio well, Southern Air is now more or less controlled by Atlas Air. Atlas is a non-AQP carrier. Juan, I liked how you abstained from "Monday morning quarter-backing" BUT ........ What type of scenarios would have led to this? AP on or off? Did they go into VNAV ALT and cleaned up too early? On the 777 at MGTOW, what is a typical clean maneuvering speed? Thx
Thanks so much Juan! I'm particularly interested in airplane speeds with regard to takeoffs and landings. My daily automobile commute takes me eastbound straight toward O'Hare Int'l airport's main runways. On my way to work I see 2 lanes of up to 6 aircraft each, flying westbound as they are making landing approaches. On my way home from work I see usually just one lane of planes flying eastbound landing approaches. Also, many times at the end of my day I'm arriving very near the end of a runway used for international flights, many of which are 747, in time to see 3 or 4 takeoffs while I sit at the stop lights in my route.
Thanks for the great explanation of the high-speed climb request Juan! And if the pilots were drowsy on initial climbout I’m willing to bet they made it to Seoul on adrenaline alone.
You have taught me well. I was about 10 or 15 seconds ahead of your explanations. Remember the 10th Commandment, "Lose Not Thy Airspeed Least the Earth Rise up and Smite Thee".
Juan! One thing I didn't understand. You said the 1.3G "yellow hook" which you said would be a ~40 degree bank angle. In my book a 1G bank turn with "ball in the middle" is 45 degrees. Please explain Juan!
Straight-and-level flying is at 1G, and you cannot make a level turn without exceeding it. For a level, coordinated turn at bank angle B, the formula is 1 / cos(B), which gives you 1.305... at 40 degrees and 1.41... (the square root of 2) at 45 degrees. You need 60 degrees bank to boost it up to 2G. (en.wikipedia.org/wiki/Banked_turn#Banked_turn_in_aeronautics)
I'm not a pilot and I'm new to your postings but I would venture to guess that anyone wanting to enter this line of work would greatly benefit and get a supreme education. Listening to you is like a good book you can't put down.
I am not a pilot but when i saw this on the other channel and heard “stall stall stall” i knew what was going on. I knew you would cover this when i saw you in the comments. Thanks again Juan, you are da best!!!
A pilot might know what needs to be done, BUT as Juan Brown says this crew might have been rather tired. When fatigue sets in all the standards go out the door. Though I am not a pilot when I was young and working I did occasionally find myself in severe fatigue situations. Lots of Standard check off items are missed.
Just got back from KAPC and O69 - basically loitering over Napa, Petaluma, and Lake Berryessa in the C172. A gorgeous day ! ... ...but INSTANTLY made even better seeing another solid blanciolirio video. Thank you !
![Noob To Max With DRAGON REWORK In Blox Fruits [FULL MOVIE]](http://i.ytimg.com/vi/LnBMOinoOvA/mqdefault.jpg)
THIS is what every pilot needs...Juan Brown popping up in the middle of your PFD to walk you though what's happening and how to correct it before things go south! He could license the software under the title "What Would Juan Do"?
LOL...only with the 2020 Hindsight version 2.0...lol
New product idea for the channel :
WWJD bracelet (revised)
“WWJD ? (“What Would Juan Do ?”)
Ask Juan Brown feature just like Madden NFL play calling.
@@blancolirio LOL Good one Juan.
Hell most professions need this level of debrief and adapting
This is THE guy I want flying every plane I travel on in the future.
Probably nine out of 10 of the pilots that have flown for you are equally as good as this guy.
I always say the same thing
@@jiveturkey9993 I hope so. If you're carrying humans, I want someone who seems this conscientious and knowledgeable. I grew up near an airport with a catastrophic crash. I've never forgotten how long the marks from it remained on the roads and bridges affected. It's not on my list of ways I want to go out.
If you're counting on Juan to fly you from now on then you will be disappointed if he's not available. Maybe one of the inferior pilots in the fleet can get you there safely.
Yeah Juan Browne is the Man definitely
That PM did something almost unheard of in the real world, even the sim. He called out, "stall, stall, stall, stall" immediately, without the standard, "what the?, oh shi#, stall, stall, stall, stall."
With the caution a few seconds beforehand he probably had one eye on it and already knew what was happening.
Procedure drift. Must be corrected.
I have to give a shout out to ATC, as dramatic as that came over the frequency, the controller recognized that they had their hands full with over 600,000 pounds of angry metal and gave them space for them to work, didn't overload them at all. NY Tracon baby!
While the obvious conclusion to the uninitiated would be that this was caused by pilot error, it easily could be caused by improper cargo weight. I’m a lifelong ‘freight dog’ in the Air Force, and on very rare occasions I have seen where the cargo arrived at the airplane with improper documentation, and individual cargo weights were just flat-out wrong. It can be next to impossible to figure that out unless the loadmasters have tons of experience and a good BS detector. That hasn’t happened to me since, um...about ten hours ago. We left one pallet behind because on my flight today because it was all screwed up and they didn’t want to take the time to take it away and rebuild and reweigh it and bring it back. They just took it away and will sort it out and put it on another plane.
In this case, if the total cargo weight was 20k pounds heavier than advertised, all the speed calculations go right out the window. The crew would be fooled into retracting the flaps prematurely which could then lead to just this sort of incident.
When the C-5 galaxy is really heavy, min flap retract speed can be as high as 209 knots, and max flap speed is 215. So we have to accelerate to somewhere between 209-215 knots and hold it just so, as the flaps are retracted. When the flaps are retracted drag is reduced and at a given pitch and power setting, the plane will want to accelerate, possibly overspeeding the flaps while they are in transit. So we have to accelerate to above 209, raise the nose slightly to keep it from going much further (but not so much that it slows below 209), then as the flaps come up, we have to carefully continue to raise the nose further to keep it in the 209-215 window. It’s difficult and a bit stressful. It’s always a relief when they fully come up, because then we can lower then use and accelerate to 250 and climb out normally.
That was very well explained to someone like me who had only been mainly in simulators ( 737's ) and flying small airplanes .
And to me, a complete novice - but I understand how difficult and precise this is. It's a wonder cargo flights don't have more "incidents".
This cocaine cargo and later CIA special ops pilot mentions overweight flying in rather hot weather and short dirt tracks as runways. A good story over on mikes Mc Brian channel in the spring 2020.
@Jo Mamma ok whatever name you give to a pilot hired by the CIA for a job. Have you watched the interview of Boulanger ? Do you say it’s not the right term or do you say the CIA never hired extra pilots whatever the name ? That the CIA did barely legal special operations isn’t really questionable is it ? What is your point ?
@Jo Mamma They can call themselves whatever they want 'cause they don't officially exist...
I said it on the VAS video and I’ll say it here too, I feel that each of you have the two greatest aviation channels on YT. Thank you both so very much.
When VAS started out, he literally did not credit ANYONE, EVER. Not LiveATC, not AVHerald (he still doesn't credit them). Nobody.
He's an ambulance chaser with no moral compass. Juan is 10000x better. They aren't even in the same universe.
Good as always, Juan!!
Just a remark, the speed indicated on the radar is GROUNDSPEED. I believe it's important to note that since we can see that number go well above 250 knots during the stall recovery and just before asking for the high speed climb (300KT groundspeed at 5000') but does not mean they "violated" the 250KIAS retriction below 10000' although they could have in an emergency situation. Groundspeed depends on wind and TAS and TAS depends on compressibility and density so it's OK to have a TAS/GS of 270-300 at 5000' and still comply with the restriction.
Facts. Ground speed read out.
Yep, I mis-spoke.
I've done negative groundspeed a number of times in an Islander. Good times.
Yep. I think that the FAA put out a notice that said that ATC cannot give you permission to exceed the 250 KIAS limit. I stay well below the limit in my Skyhawk.
@@UncleKennysPlace LOL - very wise on your part. However if you did Exceed 250 in a SkyHawk , the FAA may just give you an award .... but only after you turn in that report within 24 hours , explaining how you did it and why ...
Whether it was an impending or actual stall, KUDOS to the pilot-monitoring to recognize and announce "STALL, STALL, STALL, STALL".
It seems like an incredibly stupid position to put yourself in-but pilots make mistakes and a good PM is always watching, always participating, always communicating. Who knows what tragedy was prevented because of that PM. Demote the PF, promote the PM.
I mean, he did a good job. Otoh it IS his job.
The copilot was alert, I’m not sure pilot wise, but as soon as he got the warning from the copilot, it appears that appropriate action was taken to get the nose down.
@@36thstreethero à
We’re listening to the ATC tapes though, not the CVR... if they are in a stall situation requiring immediate correction, I wonder why they are taking precious time to tell ATC about it...? is that standard procedure..?
From the sounds of the pilot flying to ATC, I’d say crew fatigue was the single largest factor. Happily, the event started at 4000 ft, not 400.
Being tired before a 12 hr flight is ....... 🙄🙄
@@hotrodray6802 14 and a half hr to be precise 😁😭
You never stop learning. I've been teaching Human Factors for 17 years and I've just learned a new way of explaining, or visualising the reason model.
JB, I sent my buddy the link for this Episode. He's a Cap on a major Canadian Airline. See his reply to me, besides letting me know it's a great Episode.
"The 787 is very similar to the 777. Doing an ultra long range flight to Delhi, we would see those exact speeds in the climb and you didn’t want to go through any turbulence when that slow and that heavy or you could end up in the hook."
Take care and fly safe. 🤟🏽🖖🏽
I lost three friends when Northwest Airlines Flight 255 stalled on takeoff at 8:46 PM on August 16, 1987. A series of events resulted in 156 deaths because of pilot error. The crash became the second deadliest at the time and is now ninth.
Interesting about the "chain of events". One of the first things you learn in medicine is about the "chain of infection." There are points where an infection can be short stopped and cut off from continuing on its wayward path. If those opportunities are missed (example: wearing a mask, or not) the infection can continue and get worse. We are learning that lesson now in today's world. This currently is not mentioned in public awareness campaigns, but might be a good idea to include, as it's a useful teaching concept.
Nancy Chace nice try. You are not in medicine as obvious from your comments.
@@optimisticfuture6808 not nice a try - even untrained individuals can look up medical research papers on the chain of infection - try it.
@@optimisticfuture6808 Consult any EMT text.
@Guy Incognito Oh boy, a brave man.Who remains incognito. I can only fantasize the pleasure of having him under my care.
No, I am well aware of the chain. Medicine requires tested and proven transfer and chain is at a bio level and a mask is not applicable.
It gave me a very great understanding. First, thank you.
Coming out of Brussels 35 years ago, ski trip,, Belgium Airlines,, all equipment snowed in on the east coast of the US,, They pulled out a converted freighter, the belly already loaded for Montreal, heavy machinery. I watched them load it. Then up top to get everyone on their way, they pulled every seat out of storage and bolted them to the aluminum deck. Every seat was a different colour, every seat had a defect, cigarette burn, recline mechanism was non functional, and they loaded all passengers for JFK, Montreal, and Atlanta on to the same flight.
Over loaded, load center too far aft, 12,000 (?) foot runway, they used every inch and i felt the wheels touch the berm after airborne. The operation speed window must have been astronomical. . The approach into Mirabel 6 hours later was a masterful downwind, base leg, final that covered upstate New York,Vermont and 50 miles north of Montreal. We came in hot. Good pilot,, he was not going to slow down until on the deck.
I would trust Juan to be my pilot any day. He's the best.
What he excels at is reporting the news in a clear detailed way that is so far beyond our current media.
And he can cook!
He is good. But the hawk is everywhere.
Thanks Juan.
He's Juan of the best for sure!
I have to say the same thing everyone else has already said... "Juan is THE man" when it comes to anything aviation related
A proud member of the 'Juan Browne School of Aviation'
How much different could our education system be if it was transformed with a combination of book and theory knowledge combined with access to actual subject matter experts (looking at you Juan) to explain concepts in plain-spoken language and field questions?
Our youth deserve better than what's on offer today and in the age of the Internet, multi-faceted should be the norm not the exception. Our young need to see the connection of book study to professionals who actual apply the knowledge daily. The absence of routine education on things that matter (budgeting, consumer rights, aviation, day-to-day health) has been taken over by corporations looking to sell things and get children on the 'debt train'.
Well said. Thank you.
100% agreed. That's why I try to find good educational videos and materials, and tag my son and his wife when I share them. I graduated back when schools still required at least one language other than English, if you intended to enroll in college, back when you learned a variety of real-life skills that would be needed in adulthood. My grandchildren are now enrolled part-time in private school, and they homeschool them for the remainder of each day. P.S. We are expecting our fourth grandchild in January--I'm so excited I can hardly stand it, LOL.
The poet W.H. Auden often referred to this as a Bardic education. Music appreciation has been proven to rewire the brain to both increase capacity and the ability to solve complex problems.
You know how there have been a few non-pilots who had to take over when their pilot was incapacitated? I've always thought if I were in that situation I would tell the controller that I'm not really a pilot but I have been studying with Juan, mentor and Mover LOL
A little note on "high speed climb". In the United States this isn't really a request you need to make. Though an advisory to ATC may be prudent nowhere states a pilot must request it from ATC (assuming no speeds have been assigned by ATC or by a published procedure). 91.117 of the FARs says:
Unless otherwise authorized by the Administrator, no person may operate an aircraft below 10,000 feet MSL at an indicated airspeed of more than 250 knots.
and
If the minimum safe airspeed for any particular operation is greater than the maximum speed prescribed in this section, the aircraft may be operated at that minimum speed.
The FAA Order 7110.65, which is basically the manual for ATC, elaborates on the meaning of minimum safe speed (3-1-11): 14 CFR Section 91.117 permits speeds in excess of 250 knots (288 mph) when so required or recommended in the airplane flight manual.
That's the first time I've seen someone narrate inside a PFD. Awesome effect!
Departure controller did a good job of leaving the air crew alone during this de facto emergency. Some I've heard would have peppered them with questions.
Amen. This is more important than most people realize.
Bigfoot pilot DID SAY "standby" ... but you're right, ATC took the hint, methinks.
DF: We see too many examples these days of controllers interrupting pilots in emergencies with unnecessary questions!!! The only thing a controller needs to know is nature of emergency, SOB, Fuel Remaining in Hours and Pilots' Intentions. After that he should shut up and wait for the pilots to advise of further needs.
At 12:24 the ADI is showing a good attitude AND a nice smile!
i was waiting on this one too. especially after the tease on VASAviation's channel. thank you Juan.
Many controllers know these long legs for heavies will need a high speed climb and sometimes offer it. I never flew the 777 but flew 747's 23 years. Most all eastbound legs to europe and beyond need a high speed climb. Glad these pilots recovered, I'm sure thwey have dirty fruit of the looms.
Are you talking about hookers or planes ??
@@cardboardboxification I wasn't talking about your mom this time.
@@Kevin_747 you killed him man 😂😂😂☠️☠️☠️
Southern Air... saw one of their C-130's years ago and they only used the N number even though the tower addressed then as 'Southern Air'.. anyway they are well known for their 'silence is golden' mode of operation.
"Scotty, I need warp power, now would be a good time"
I'm giving her all she's got Captain she can't take it much longer sir lol
@@jerseyshoredroneservices225 LOL
“I’ll need 20 minutes to repair it, Captain-but I know you need it sooner so it’s going to be five minutes to fix!” (That way he maintains his reputation as a miracle worker!😅✈️
@@2themoon863 Mister Scott, have you always multiplied your repair estimates by a factor of four?
The B777 in a heavy configuration, as Juan says it a juggling act between flaps 1 to up, minimum speed, maximum flap speed. One thing that was not mentioned here, in the analysis Juan, is that there was a line of thunderstorms which could have created turbulence and or wind shear/ shift conditions that could have created the conditions for the speed decay. It would be great to hear and update on the his case.
On the speed limit of 250k IAS bellow 10000’ it’s always required to request in advance but the regulations state that the limit IAS Is 250k and/or clean maneuvering speed, so you are not braking the regulations as long as you get the clearance. Thanks Juan for your always on target analysis.
11:37 Juan: interesting that civilians need to always report/request high speed climb. Per FAA 7610.4S Appendix 18, our life in military flying allows us to exceed 250 KIAS for min manuever as well, but there is no requirement to request it with ATC. You are automatically cleared to do it.
Wouldn't that annoy ATC to no end if every long-haul heavy was asking for high-speed climb? Also, FAR 91.117d does not mention any required radio call.
I didn't believe you at first, but you are correct sir!
Who _wouldn't_ want a Juan Browne avatar in their PFD!:
"BEE-BO BEE-BO BEE-BO You're gonna KABLAMMO! unless you lower your nose and add power! BEE-BO BEE-BO BEE-BO You're gonna KABLAMMO! unless you lower...."
The Swiss cheese accident model is what’s made me feel less nervous abt flying. It isn’t one issue, but there has to be numerous issues that manage to pass through barriers for something to go wrong- e.g.multiple slices of Swiss cheese that happen to have a hole at the same place that the situation by chance passes through. Knowing that a plane won’t just fall out of the sky, per se, has helped me feel more secure.
What a great new safety feature. Juan on the artificial horizon.
glad you added "In Normal Law" to your description of Airbus flight control logic. Unfortunately, we have seen tragically, the Airbus family can stall when pilots fail to recognize the aircraft state.
Thank you for the education! A friend of mine flies the 777-2/-3 right seat for a major US airline. I will continue to follow your reviews of these events.
The “chain of events” is called the Swiss cheese model.
When all the holes in the Swiss cheese line up, you are having a bad day.
Its call the Reason Model, from James Reason.
Great coverage. I’ve been center seat on many a KC-135A max weight take off ... and it’s a harrowing event. There is only about 17 -20 kts between you and the ground. Being the crew chief... I had engines ( unofficially) as a second set of eyes and they old “steam gauges “ gave a guy a ton of worry.
So glad this bird was able to recover... looks like they were going to be more comfortable at about 300kts.
Was waiting for your comments on this awesome channel Juan 👍
I was a controller at the NYCIFR Room twixt 1973 & 1979 in the JFK sector and it was the norm to advise both departures and arrivals to keep
their airspeed up, and I would advise the "customers" you are over int'l waters keep your speed up at your decretion (to arrivals) & to the
departures - - - over int'l waters speed up at your decretion. The use of this technique would keep us out of a holding situation for arrivals
and for departure traffic, it got the customers out of our hair quicker and on their way. All those FAM trips in the jump-seat did teach us a
thing or two. BTW, many of us actually checked our procedures at the Regional Office and received their blessings as the 250knot restriction
within the TCA over Int'; waters.
Juan did an excellent job explaining the speed protection and warnings, however, those warnings are dependent on the correct "zero fuel weight" being entered into the aircraft's flight management system. This crew, being experienced with this aircraft and the typical loads they would be carrying, should have known that 200/210 kts would have been well below their normal climb speed. On some aircraft the zero fuel wgt can be derived from the landing gear's sensors while on the ground, however, on most aircraft the zfw has to be manually entered into the aircraft's computer system from data supplied in the weight and balance documentation generated by the ground crew, or updates while taxiing. If Juan has the time, perhaps he can explain ZFW, and the interesting fact that fuel quantity is expressed in pounds rather than gallons.
@blancolirio It's worth emphasizing that bit about "primary law" on the Airbus preventing a stall not applying to the other control modes. It's STILL possible to stall an Airbus with side stick controller inputs alone. The folks on AF447 discovered this to their determent when a low hour relief pilot held continuous climb force on his side stick and that caused the control logic to degrade from "primary" to "alternate" to "direct" - and in "direct" law it IS possible to stall the aircraft because there are NO alpha protections in direct law. Many bus drivers were not aware of that before AF447 but I can't imagine any that wouldn't know about it now...
Correct, thus the emphasis on this presentation of Normal Law.
Juan did mention that airbus won't allow the stall "under normal law conditions" AF447 flight computers were receiving conflicting airspeed data information. This changed the flight protection parameters and allowed the FO to stall the aircraft. I am positive Juan knows this and that is why he mentioned "normal law conditions" and I just saw that Juan answer to that too. My bad, I should read the replies as well.
Well done. Kennedy does expect heavy freighters to need high-speed climbs but pilots need to confirm it with them. I don't think I ever left JFK with a CMS below 270kts.
CMS = Climb Minimum Speed?
@@bigjeff1291----Sorry--Clean Maneuvering Speed.
@@tenpiloto Thanks!👍🏻
They can expect the call, but it's not required. Far 91.117(d) You can always fly at min safe speed.
@@hansadrvr Correct! The call is a courtesy not a requirement. The regulations specify that if your min maneuvering speed is above 250kts then you fly that speed
Excellent video! Maybe I missed something. When we were a heavy weight operation we did not ask ATC for high speed climb. We advised them that our minimum climb speed would be 261 knots for example. This was based on sub part D of the FAR. “(a) Unless otherwise authorized by the Administrator, no person may operate an aircraft below 10,000 feet MSL at an indicated airspeed of more than 250 knots (288 m.p.h.).
(b) Unless otherwise authorized or required by ATC, no person may operate an aircraft at or below 2,500 feet above the surface within 4 nautical miles of the primary airport of a Class C or Class D airspace area at an indicated airspeed of more than 200 knots (230 mph.). This paragraph (b) does not apply to any operations within a Class B airspace area. Such operations shall comply with paragraph (a) of this section.
(c) No person may operate an aircraft in the airspace underlying a Class B airspace area designated for an airport or in a VFR corridor designated through such a Class B airspace area, at an indicated airspeed of more than 200 knots (230 mph).
(d) If the minimum safe airspeed for any particular operation is greater than the maximum speed prescribed in this section, the aircraft may be operated at that minimum speed.”
There were certain departures that required leaving the slats extended to comply with a turn radius requirement. Typically a note that said max speed for departure is 200 knots or all turns must be completed within a specified nautical mile radius. These usually involved Special Operations Airports but not always.
Excellent video. I miss flying but being retired has it’s perks. Excellent description of ASAP and FOQUA... I worked for the same airline you do. I hope I spelled FOQUA correctly...
In training we would always be briefed on the “trends” from the gate keepers.
Once again another outstanding video!👍🏻
Thanks Juan. Non pilot here but aviation enthusiast. Very good description of the stall incident that was very clear and concise. I had watched that particular incident at VAS and had seen your comment there. Thanks for your commitment to elaborating and educating all of us, pilots and non-pilots, on GA and Commercial issues and incidents 👍
Comment toward the last part of the video concerning Airbus planes not allowing the airspeed to go below stall speed cutoff when the joystick control is pulled all the way back. That's the "complaint" that Sully Sullenberger had when he landed on the Hudson River. He said that he could have made a smoother landing had he been able to stall the airplane at the last moments before impact into the river. Safety versus extreme applications.
This explains an old mystery. I had seen write-ups (CADORS) for 777s exceeding 250 knots on departure but never knew what the issue was. Now I do. :-)
Threading the needle, done right. I’m so glad they did not take the turn (as instructed), into an accelerated stall. I’ll bet there was a lot of WTF over Robbinsville: 777 at 3900 ft screaming 250 kts. The crew was on top of it and were probably cursing the flight planner all the way across the pond.
Are you sure about asking for speed relief? I was a controller and I’ve been flying heavy jets for decades and I recall the speed being 250 below 10 “or minimum clean maneuvering speed, whichever is higher.” You never are trapped in keeping your slats out just to stay under 250 on departure. That’s not true for arrival and that’s in the FAAO 7110.65 which is the controller book. I’ve never asked for a high speed climb even when I has to go 260 knots due to weight. Have I just been neglecting it all these years? I’d better check the AIM.
I agree. That is what I was told years ago when I was flying the 777 and 747.
The squall line shown briefly on a radar map was a doozy, very narrow, very intense, and moving fast. At my house, approx 30 miles from JFK, the wind went from calm to gusts of maybe 35KT to calm in about 10 minutes.
I have been positive for covid for 12 days and all I can do is watch my favorite people to watch. The crud has moved into my lungs and pneumonia is trying to get a foothold, and yes it hurts to breath deep / cough hope it goes away soon. Carry-on Juan you the man!
Get on Mucinex right away!! I’ve had pneumonia five times and ever since I started using Mucinex as soon as I felt symptoms I no longer get it.
I hope you get better soon!
Wishing you a return to good health Murray 👍🇨🇦
@@dawnk5208 and drink constantly!
Make sure you are taking extra Vitamin D, to improve your immune system and lower your blood pressure. Vitamin D impacts the Renin Angiotensin Aldosterone System aka RAAS of the human body, which can increase or decrease a person’s blood pressure. The RAAS system alters blood pressure aka BP, in the lungs, heart, glomerulus in the kidneys, as well as arteries and veins in the human body. If your Vitamin D is low or very low, your BP can/will probably increase. Most BP prescription medications, alter a person’s blood pressure by altering or changing aspects, of the RAAS. If your Vitamin D is low or very low, your immune system can not function properly. Plus, your body is deficient in important functions, to control the many variables that impact BP, as well as many other factors. FYI: once you a diagnosed w/pneumonia, you will easily become sick with pneumonia again, w/in one year of your first diagnosis of pneumonia. If you get diagnosed & sick w/pneumonia 9 months after your first diagnosis, your year of being suspect to get sick again w/pneumonia would change to 1 year from the 2nd diagnosis of pneumonia. The year will change w/the new diagnosis of pneumonia.
I stumbled upon this as I enjoy aircraft YT videos. I'm not a pilot just a civilian who is really interested in aviation. At 75 I've flown alot domestically and internationally. I am totally amazed at the knowledge and skills required to fly modern aircraft. My hat is off to all you professionals who work so hard to keep us all safe in today's commercial environment. Everyone in the industry deserves a big "attack boy/girl" from bagagge handlers, loadmasters, controllers to pilots and flight attendants. Thank you everyone.
Ah I knew you'd cover this! You're the perfect person to address this incident!
I love the way you explain things so that the general layman can understand
Juan, you need an intern to fly the 777 (or similar) in a modern flight simulator. That way you could illustrate perfectly your point, and leverage their video recording capabilities too.
Good idea!
Thank you Juan. Question: I've always wondered, and disagreed with the NTSB account of AA Flight 587- If, as you said, can yank the Airbus joystick back and the flight computer keeps the aircraft to min maneuvering speed and stay there, then why *couldn't* the computer keep the pilot from cycling the rudder pedals so fast that the tail comes off? I would think the flight computer has G load limits for that... or should have limits for that. Don't fighter aircraft have G load limits? Why doesn't Airbus? And shouldn't they?
A300 isnt FBW. Even on FBW airbus the rudder isnt FBW.
Juan, I don’t remember ever “coordinating “ high speed years ago while flying the MD11 out of anchorage to Asia. It was a given since we were always climbing clean around 270kts, and we were “heavy” that high speed relief was a given. Now there are countries around the world, where you would require permission for high speed, and some, like france require a specific speed.
Yes the way I read 91.117 section d says to me you wouldn’t need permission.
This is what the FAR says, (d) If the minimum safe airspeed for any particular operation is greater than the maximum speed prescribed in this section, the aircraft may be operated at that minimum speed.
I the USA no High speed climb call required. I have flown heavies for 14 years and never make this call in the USA airspace.
US is the exception. Min manoeuvre overides 250kts. Other FIR's you do require permission. This is more for a heads-up for ATC rather than begging to be able to go faster.
But as Juan pointed out this should be done as soon as your in contact with Departure/approach frequency. And invariably (except China), it is granted.
Nice coverage of the event Juan Browne!
As a freight dog this has been a topic of conversation for a few days now. Some interesting things that have come up are: Does the company define if their fuel is calculated following FARs for 250 below 10k (flaps 1 would be required in this instance) or optimum clim performance. This would also require the crews to request “operational performance speed” of xxx below 10k on heavy gross weight routes if fuel is a limiting factor.
It also brings up good discussions on authority or releasing the 250 speed restriction, any potential agreements between the company and the FAA, and also the company SOPs.
I like it Get outta Fail program. It makes sense. We don't want any aviator failing. Learning to get better is the best practice on any subject. Remember be the the best you can be at your craft 👍👍
ASAP is for Maintenance too. It is a great resource to provide relevant information that can or will negate future situations that lead to undesirable outcomes. The program exists to provide a method of breaking patterns that through, what is called human factors, positive outcomes.
American extends ASAP to the ramp crews as well
@15:51 "Stall warning 'built into' the PM." Funny. Works everytime IF you're paying attention!
Very very nice video thanks so very much.Great explanation as to what was happening I loved your visuals as well very easy to understand what was happening. Be safe take care look for you on your next flight
"Low-Speed Event" you have a way with words Juan! I would just call it a Take off+ Departure Stall with recognition and recovery. I am just an old analog guy.
Jaun training us to be able to take over so he can get his meal from the galley.... we gonna be able to maintain a flight someday... great info. Every flight I take lately I'm always asking things of the Guys and girls with the thats and stripes on their shoulders... I kinda understand what they do between you, mentor pilot, learning much
I didn't realize the climb airspeed is so high on these heavy aircraft! 200 knots approaching stall! Whoa! Yes, should have requested high speed climb much earlier. What would be the correct flap setting for this takeoff?
Flap faster
ty sir, trained on t38's back in the 70's. like chisel tablet compared to the newspaper presses. Straight and level dream, defer nightmare. Thank you sir for showing the progress and still until you can change the atmosphere there will need skills.
Sir, it never fails, I learn more and more with each of your reports. Extremely informative and educational. Thank you.
Nice recovery. Shouldn't happen but sometimes shit can happen. That's why we practice departure and arrival stalls in the simulator...just in case shit happens...for whatever reason.
I’m not a pilot so this channel really helps me understand just how difficult it still is to be a pilot (and glad I never chose it as a career - my memory isn’t good enough!)
could you give a little overview of procedures in the 777 on MS Flight Sim? Every time I try to land I have no idea what buttons to push so it never lets me slow down enough to actually land
Thanks for all the Prayers and advice , SO, SO much love in the aviation family. Ya got to love it.
Sir, Thank You for giving the idea about AQP. May I ask, is FAA provides openly distribute syllabus for AQP for particular aircraft like Cessna 208 or for Twin Otter? Thank You for Your Response in Advance.
No, desperately needed for GA aircraft....
K, just needed to say, I love where you put your feed on the Air Speed Indicator / Artificial Horizon !
Brilliant Juan. Obviously a level a detail not everyone is interested in but if you are so nice to have it explained by someone who actually does it!
“Premature flap retraction”
I hate when that happens.
Clever...
At timestamp 17:46.
Sometimes that's just great thing.
Them girls often too quick retracting their flaps. Also, it's November... No nut
😂😂😂
Juan, you knew we’ve all been waiting for this debrief! Thanks!
Juan, I’m glad you are back in the air! I wish you the best with your health.
"I don't fly planes, but when I do, its right after watching the blancolirio channel. " .. the most interesting man in the world.
Explanation nicely done. I truly liked flying the 777. I really liked the ADI, everything about it was superior to any other airplane I've ever flown. The 777 is boeings fix of everything even a little wrong with the 767/757. Fly it as much as you can& you'll love it more. Well done.
My house overlooks the 777x at BFI. It looks amazing from the outside. Not queen of the skies but certainly regal in its own right!
Please do,update us on exactly how SA947 incurred the break,because,while CLOSE to his climb speed limit,he did have just enough speed and closing on his altitude : l am assuming he did not want to
Lose ani altitude .thank you sir
Very interesting content. I have questions about how the weight and balance of the load is determined pre flight? Strut squat?
Is the 777 a bit underpowered at the MTW in hot temps?
Alright, I’m subscribing. You’re the first RUclipsr I’ve seen break something like this down in a way I can understand this. (Not a pilot, don’t hate)
Do cargo pilots have the same sleep requirements as people pilots? Why would they be tired at the beginning of a long trip?
It was good that the controller just left them alone when they said stand by and even when they got above 250 knots the controller realized you know what was going on and didn't say anything.
You are flying 14-16 hour long legs,past several time zones, then back a day or two later. Humans are not built for that, it takes a long time for the body and brain to get used that what used to be in the middle of the day, is now midnight.
@@se-kmg355
Are they required to have time off in between those long legs so they can get enough sleep?
@@jerseyshoredroneservices225 Of course they have time of between flights. Some operators how more, some just the minimal required from the regulator. But even if they have two days that might not be enough. If you travel in the morning, doing a 12 hour flight, arriving in the morning local time, you brains biological clock thinks it is midnight, and gets confused that could mess up your sleep pattern.
@@se-kmg355
I understand jet lag. Happens to everybody whose shift changes at work or people who travel the world for their occupations. Formula 1 drivers and others all have to deal with it. I work at night a lot and go to bed around sunrise. Sleep mask does wonders...
You saying barriers and not cheese holes gave me a chuckle.
Thanks for the info on the flight instruments!!! All that info in 1 place! I think I can fly a 777! ( I'm a private pilot 500 hours C-210 biggest so far).
Excellent explanation Juan, especially for non aviation professionals but enthusiasts. Merci!
Juan, great look into the 777 flight characteristics/instruments on takeoff and the possible conditiions the flight crew were dealing with for this event. As always your calm walkthrough is educational and insightful.
Airline captain here. I've been a flight or sim instructor in Advanced Qualification Programs at three different companies. Unless something has changed in the last few months, Southern does not have AQP. They still use 1950's style training.
Wow!!
@@blancolirio well, Southern Air is now more or less controlled by Atlas Air. Atlas is a non-AQP carrier. Juan, I liked how you abstained from "Monday morning quarter-backing" BUT ........ What type of scenarios would have led to this? AP on or off? Did they go into VNAV ALT and cleaned up too early? On the 777 at MGTOW, what is a typical clean maneuvering speed? Thx
@@sandkorey we don’t know at this time.
Thank You for an excellent technical discussion. One of your Patreon Pals
Thanks for deciphering all this for the non-pilots
Thanks so much Juan! I'm particularly interested in airplane speeds with regard to takeoffs and landings. My daily automobile commute takes me eastbound straight toward O'Hare Int'l airport's main runways. On my way to work I see 2 lanes of up to 6 aircraft each, flying westbound as they are making landing approaches. On my way home from work I see usually just one lane of planes flying eastbound landing approaches. Also, many times at the end of my day I'm arriving very near the end of a runway used for international flights, many of which are 747, in time to see 3 or 4 takeoffs while I sit at the stop lights in my route.
What model PFD is that ? Is that a software update...
Thanks for the great explanation of the high-speed climb request Juan! And if the pilots were drowsy on initial climbout I’m willing to bet they made it to Seoul on adrenaline alone.
always enjoy your vids juan
Love to see the TO weight for that ship.
You have taught me well. I was about 10 or 15 seconds ahead of your explanations. Remember the 10th Commandment, "Lose Not Thy Airspeed Least the Earth Rise up and Smite Thee".
Thanks for the great content Juan!
Juan!
One thing I didn't understand. You said the 1.3G "yellow hook" which you said would be a ~40 degree bank angle. In my book a 1G bank turn with "ball in the middle" is 45 degrees. Please explain Juan!
Straight-and-level flying is at 1G, and you cannot make a level turn without exceeding it. For a level, coordinated turn at bank angle B, the formula is 1 / cos(B), which gives you 1.305... at 40 degrees and 1.41... (the square root of 2) at 45 degrees. You need 60 degrees bank to boost it up to 2G. (en.wikipedia.org/wiki/Banked_turn#Banked_turn_in_aeronautics)
I'm not a pilot and I'm new to your postings but I would venture to guess that anyone wanting to enter this line of work would greatly benefit and get a supreme education. Listening to you is like a good book you can't put down.
I am not a pilot but when i saw this on the other channel and heard “stall stall stall” i knew what was going on. I knew you would cover this when i saw you in the comments. Thanks again Juan, you are da best!!!
I’m glad you covered this. I saw it yesterday on VAS Aviation. I knew you’d weight in!! Thanks.
A pilot might know what needs to be done, BUT as Juan Brown says this crew might have been rather tired. When fatigue sets in all the standards go out the door. Though I am not a pilot when I was young and working I did occasionally find myself in severe fatigue situations. Lots of Standard check off items are missed.
Thanks for you hard work on these videos.
Just got back from KAPC and O69 - basically loitering over Napa, Petaluma, and Lake Berryessa in the C172. A gorgeous day ! ...
...but INSTANTLY made even better seeing another solid blanciolirio video.
Thank you !
Ha, I saw you flying over.