"Stall, Stall, Stall" B-777-200 JFK 15 Nov 2020
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- Опубликовано: 14 июн 2024
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VASAviation
• SouthernAir B777 STALL...
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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
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.
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
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 ...
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!
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..?
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.
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...
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 😁😭
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. 🤟🏽🖖🏽
That's the first time I've seen someone narrate inside a PFD. Awesome effect!
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
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.
When the 777 was designed engineers wanted it to be, as all Boeing planes were to that point, "pilots airplanes". This was in spite of the fly by wire system that was new to Boeing commercial jets on this model. They wanted the pilots to feel control forces to know when they are getting close to the edge of the controlled flight envelope. As Juan points out this does not happen on Airbus planes. For instance on the "Miracle on the Hudson", Capt Sully has said he would have liked to pull the nose higher before his water landing to have the speed as low as absolutely possible, but the plane would not let him. On a Boeing he could have, the control forces would be high, but the philosophy is the pilot is in command and sometimes extraordinary circumstances call for unanticipated control inputs. It would be interesting to hear Juan talk about which he prefers because I believe he has flown both manufacturers on the line.
Exactly. None of the software engineers will ever be on a flight that needs control flexibility during an emergency such as noted with Sully. I'm no seasoned pilot but I can associate with that in the automotive industry and those vehicles that have the "Auto Start Stop" feature which turns off the engine with software based electronics. Of all vehicles to install that feature, FMC put it in those Jeep Wranglers. Of all vehicles a Jeep, one that will not truly follow any imagined travel plan these EPA "experts" force auto engineers to try to save a drop of fuel on a utilitarian vehicle. Off the road, this idea would be complete stupidity as the engine is used 100% of the time for control needs and then some. Lucky there is an "Off" switch for those who know where it is or even know about it.
I'm with Boeing's idea, I want some feedback and control, especially when the computer is not going to tell me what it has planned in these kinds of instances !
@@Garth2011 At the same time, whilst exceptional circumstances can call for inputs that would put the aeroplane into a normally dangerous situation (and potentially save lives), you need also to consider the case where letting the pilot perform these manoeuvres can cause damage/death. I doubt it would've come even close to happening, but suppose this flight had entered a catastrophic stall and crashed in a residential area. An airbus plane in the same situation simply would not have let the plane get into that situation. And whilst that does seem a stupid what-if scenario to entertain, consider that MCAS was added in order to mimic earlier variants of the 787's stick forces, a feature no airbus aircraft needs to consider. I think it's more complicated than just software engineers not understanding that pilots might need flexibility, and instead weighing the chance of that flexibility saving lives against the chance that same flexibility allowing a crash that could've been prevented.
Maybe the outcome of the Hudson waterlanding would be different without that protection. More tail into the water, stalling over water instead of landing? Mind there was some damage on the back of the plane. A 737 could have broken its tail frame with its consequences.
Given that Sully had never trained for this, its just as likely that he would have stalled it and had a much worse outcome.
Good pilots know how
i was waiting on this one too. especially after the tease on VASAviation's channel. thank you Juan.
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.
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...."
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 👍
I have to say the same thing everyone else has already said... "Juan is THE man" when it comes to anything aviation related
At 12:24 the ADI is showing a good attitude AND a nice smile!
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 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!
Ah I knew you'd cover this! You're the perfect person to address this incident!
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)
Sir, it never fails, I learn more and more with each of your reports. Extremely informative and educational. Thank you.
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.
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.
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.
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 😂😂😂☠️☠️☠️
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.
Was waiting for your comments on this awesome channel Juan 👍
Juan, you knew we’ve all been waiting for this debrief! Thanks!
I’m glad you covered this. I saw it yesterday on VAS Aviation. I knew you’d weight in!! Thanks.
"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?
Awesome stuff, Juan. Always time so well spent on this channel. :)
Juan, I’m glad you are back in the air! I wish you the best with your health.
What a great new safety feature. Juan on the artificial horizon.
Thanks for all the Prayers and advice , SO, SO much love in the aviation family. Ya got to love it.
Glad you did a video on this! I saw the VASAviation video and I wanted more information on the alarms going off in the ATC audio.
Thanks for the time You spend to share all this with us. 👍💪
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!)
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. :-)
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
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 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.
First of all JB, congratulations on your successful requal.
Beautifully done episode. Always look forward to your excellent updates.
Take care and fly safe. 🤟🏽🖖🏽
Your videos are always so informative and just great. Thanks for doing them!
Thanks for taking the time to review this, incredibly interesting 👍🏻
Thank You for an excellent technical discussion. One of your Patreon Pals
Thanks for the great content Juan!
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.
Excellent explanation Juan, especially for non aviation professionals but enthusiasts. Merci!
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
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 👍👍
always enjoy your vids juan
As always, a great video with great explanations! Thank you for these insights, Juan!
Thanks for you hard work on these videos.
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.
Juan, LOVE your videos. So, so informative. Subbed a while back...ain't going no where. This is too good to miss.
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 pilot; an engineer. Thought this was a fascinating analysis. Going to be watching more of these videos. Thanks, Juan!!
I got to meet Juan at the ACCA convention last July at Stearman Field. He and Jenny was on a 4,000 mile+ ride on their Honda's. He's such a nice person and really cares about everyone. He might be done flying commercially in a few years,,,, but he's gonna have a much longer career with "people" that he'll be flying for decades!
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!!!
Another great video Juan. I learned a lot, especially since I know very little about low altitude heavy operation.
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!👍🏻
@15:51 "Stall warning 'built into' the PM." Funny. Works everytime IF you're paying attention!
Excellent safety debrief of this and many other General Aviation and Commercial incidents. As a private pilot I strive to always be learning from multiple sources so that hopefully I can fly accident free for all of my years. Thank you for your contribution to aviation safety. I feel as though I should be able to get FAA credit for watching blancolirio content.
So good Juan. We are lucky to have you sharing your knowledge with us!
"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.
K, just needed to say, I love where you put your feed on the Air Speed Indicator / Artificial Horizon !
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.
Great signs of a Continuous Improvement Process in action Juan.
That is, you are getting better all the time.
Great job providing insight to this event, across the board!
Side Note: As soon as I saw that you had posted a clip on this, I thought "Great, he has just requal'd on the Triple Seven, this will be some great insight."
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.
“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
😂😂😂
Thank You Capt. Juan for another great tutorial.
Thanks Juan again for a very clear explanation, especially for "non-pilot" types like myself. Keep up the good work.
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!
Love to see the TO weight for that ship.
Thank you Juan Brown🦃
Happy Thanksgiving 🦃
I love the way you explain things so that the general layman can understand
Thank you Juan. You are so good at this!
I missed Lt. Pete!
THANK YOU JUAN!!!! godspeed
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.
Love the detailed information you provide. I'd be interested in hearing a followup with some of the additional information you referenced at the end of the video. Great work and I'm glad your requal went well
S00947 Radio Op: don't worry Bob, we'll just file an ASAP report when we land *and no one will be any the wiser*
Victor and Juan: WOW, LOOK AT THESE GUYS 👀👀 🚨 🚨 CAN'T WAIT TO READ THAT REPORT
If u know the rough happenings u can search the nasa reports and find the crews report but it wont have anything identifying the crew airline etc just the airplane
“Freight Dogs”, I love it, and I mean that respectfully.👍🏽👍🏽
Freight Pilots I've known are proud of that moniker.
@@ORDCLEDAY 👍🏽👍🏽
Yep!
He knows his stuff!
My Dad called C 130 pilots of the USAF "Trash Haulers". I think he heard that from someone in the Service.
Thanks for all your videos
As always a great, instructive explanation of the event from Juan. Many thanks.
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).
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.
Thanks Juan! Always informative
Another really interesting video Juan. Thank you.
Great content as always. All facts, no speculation. Looking forward to future analysis once more is known about this incident.
As soon as I saw this posted on VAS I was hoping you would cover it since you’re training with the 777 thanks!!
CPT., Great job!!! Keep them coming. Enjoy your forensics and dissections better than anything I have watched on these channels. I personally believe that the enormous responsibility that is tied 2 safely fly these heavy aircraft (well all aircraft) is grossly taken for granted! Pilot safety and safety of the earthbound population should always be Paramount in our thinking.
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!
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.
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?
Thanks a lot for all these informations. I leanned many things about speed and climb concerning heavy aircraft. greetings from switzerland.
Hey Juan, this one's right up your alley, huh? I liked the "Brady Bunch" window with you pointing at the speed tape and etc.
If this was a 737, I can already hear the "Airspeed Low! Airspeed Low!" warning in my head.
Guess Boeing figured by the time a pilot was operating a 777 they wouldn't need such basic warnings
@@kgb4187 No, it is actually a pretty new feature on the 737 that was installed with a EGPWS update in 2015. As far as i know it was prompted by several incidents and accidents including the Turkish Airlines crash in Amsterdam.
Not to mention, there are quite a few airlines in the world where a pilot starts on a 777 after flight school.