UA-cam keeps turning off notifications, almost every time I check in the bell is no longer selected for all notifications. any one else having the same problem?
I had this issue - to fix it I had to go into my dashboard as reset the setting there for everything to work again - also youtube last year said 60% of the time notifications just do not work mainly because youtube/google sending out to much data at once etc
yes.. they are trying to kill smaller monetized channels by every means possible short of just killing channels... which they HAVE done to several non-leftist oriented political viewpoint providers.
Yep. Noticing it more all the time. I read further down in the comments that Mentour has a vid on fuel dumping also. I've been subbed to him a long time but I got no notification. I checked and found that my sub was turned off. I didn't do this. Also lately I receive some but not all notifications from other channels. YT is really getting screwed up!
Juan, I saw your comment that you have concerns about your edits and breaks. Please do not worry about those, you do a great job with a fantastic amount of factual information in every video. I would be disappointed if you cut information in favor of a smoother delivery. Your edits are not a problem, your background and desire make this channel the best one on UA-cam.
Totally agree, I have noticed at times it's the pauses that give added meaning to what Juan is saying. When you can't can something in words, do it with a pause.
All edits and cuts are completely fine with me as well. I barely notice them, and when I do Juan’s vibe is to review his notes and be correct. I.e. it comes across as a strength !! Plus Juan has that ‘real person’ conversing style, very easy to watch and understand the subject.
No need to change what you are doing Juan! Your delivery is perfect. I have always thought it showed your forethought and knowledge of the subject while willing to pause and think your way into the next comment. Excellent. Please don’t change anything!
I find his pauses very helpful especially since I am not a pilot. They help me process what he is trying to communicate. It is nice to see people who deliberately choose their words when speaking. Clearly he cares about his comms to his fans! 😁
Juan, Mentour Pilot just did a vid on the fuel dump as well and gave a shout out your way and directed people to check out your channel. Very cool! Be prepared for some new subscribers. Have followed both of you for several years. You guys are definitely the "Go To" when it comes to commercial aviation. Would love to see you guys do a collab video sometime. Keep the great content coming. Love your channel!
@@blancolirio Yeah Mentour is in my list too, he's a 737 ng expert and has some really good information. Would be cool to see you guys do something together ;)
I am quite convinced that if you spent more time doing editing your channel it would not be as down to earth and informative as it is. When commentaries are too polished they become more like doctored news stories that are short of facts and substance. I am a novice and a huge fan of anything that fly's and I don't always understand everything you say but your efforts of putting everything into layman's terms without speculation and judgement is very much appreciated. Thank you for your time and your efforts. It is much appreciated.
Juan, there is noone on the internet that explains aircraft issues, procedures, and mechanics, etc. like you. When I heard about this fuel jettison, I came right to you as I knew you would help us understand. You provide a great service to we non-flying public. Thank you!
Beautiful Snow Storm!!! What a backdrop for the introduction to your report! Thanks Juan. Really appreciate your unbiased, factual reporting. We’re praying for your return to excellent health.
Maybe they dumped the fuel to convince all of the people saying that airliners run on compressed air instead of having real fuel onboard. See folks...it's raining jet fuel from the wing tips !!!
Juan, off-topic question, have you ever read, "Airframe", by Michael Crichton? I think you would find it interesting, especially how the media is portrayed. I'd like to send you a copy if possible; do you have a PO box or somesuch? I sent a copy to a figher pilot I know in South Africa and he very much enjoyed it. Pity it's never been made into a movie, though I doubt the current Hollywood machine could do it justice (though maybe its technical nature wouldn't translate so well to the big screen).
"...ask me how I know", have to appreciate your honesty, Juan LOL. Can you imagine trying to explain this event here if the plane in question was a 10 - tank DC-8, or a DC-7C?? Whew!! Nice work as always.
Wow it has been at least 3 years since I have been watching your channel. It has gone from drought to fires and floods. Thanks for taking everyone with you.
This is a great video. It de-mystified a lot. Thanks especially for the clear diagrams and walking us through them. Nobody better at explaining how things happen on a big airliner than an experienced pilot who flies the exact same aircraft!
Yet another great from the great Juan! Thank you for the update. Hope you and your family are well! Enjoy the beautiful snow. Until next time, see ya here.
Once again Juan, great work in getting us all some enlightening information relating to this incident in Parts I and II. I can't imagine that this crew will be able to provide any legitimate justification for their low altitude fuel dump when they themselves told ATC that their situation wasn't critical once they got the compressor stall under control. Certainly if it was a more dire situation requiring an immediate return, the crew must do whatever is necessary for everyone's safety including throwing the fuel dump guidelines out the window. I'd hate to be in charge of Delta's Public Relations for this one as it took place one day after it was announced that Delta was the Number 1 rated airline.
Given something like a compressor stall on departure which didn't result in engine shut-down, my judgement would be to take it out to a safe dump area, sort things out and come back when good and ready. No need for a slam-dunk emergency return, unless that Rolls was in MUCH worse shape than we imagine. Plenty of runway for overweight landing - it would be a piece of cake (I've landed about 24000# overweight in the 777-200 and it was a non-event on SFO 28R). I'd bet this unannounced, low level fuel dump will result in an FAA investigation and a good chance for a serious violation on the part of this flight crew's actions. Really good discussion Juan, as always.
@@FutureSystem738 I've never even ridden in a 777. I am not a pilot. I've never even flown a video simulator. But I have a reasonable understanding of mechanical stuff. So, it would seem to me that when an engine stalls for an unknown reason, you should have concerns for the other engine. That being the case, would it not be prudent to put it down as quickly and safely as possible? Is it standard practice to say, "ahhhh, fagettaboutit! we got another one"? And park it out over the Pacific while they vent fuel until they are at an acceptable weight? Seems to me that a little bit of a Jet-A spritz is acceptable rather than risk total engine loss, regardless of its likelyhood.
Bill, is a compressor stall something that happens much? Is there a way to immediately diagnose cause? Could it be FOD? My guess is that when it happens shortly after takeoff, FOD is a possibility, if not the likely cause. And if this is the case, isn't the other engine suspect as well? I have asked this question a few times, but haven't received a reply yet from a professional pilot. So, I will ask again. When an engine stalls during climbout, what are the possible causes? Seems to me that FOD or fuel contamination are at the top of the list. And if this is the case, is there a chance that the other engine may have sustained some damage that has not yet become apparent? The only explanation I can come up with the pilot's decision to put it back on the ground ASAP is that he did not have confidence in his remaining engine. He had to know there'd be repercussions for dumping where and when he did, but was more concerned with the possibility that he was gonna become a glider pilot shortly.
@@petec9686 Hello - compressor stalls are VERY rare these days. A compressor stall is an aerodynamic stalling of the compressor blades (similar to how a fixed wing can stall) which results in sudden interruption to airflow through the jet engine. CS's can be anything from mild to violent - and in most cases there's no way for the aircrew to diagnose the root cause of the problem. Fan blade icing, or damage are possibilities. A CS can usually be felt, heard and observed by the crew when it happens. A stall occurring shortly after takeoff as in this case *might* have been caused by a damaged blade(s) or maybe not - just no way to tell. I personally would still have complete confidence in the other engine as long as it was performing normally. Big thing here is the incident engine was reported to have recovered after power was retarded - which is what we're trained to do in the event of a CS. If the engine recovers, leave the power where it is (or lower) and sort things out from there. I have a ton of experience with CS's due to my years flying the E3 AWACS. The TF33's there could stall if the power was brought too far back while accessory drive load was high. It was a muffled "bang" type of event, with EGT and EPR (exhaust pressure ratio) jumping around. Simply advancing power would always stop it, and I never saw or heard of any engine being damaged by running it into a stalled condition. Its important to understand that when a "startle event" happens, our cognitive awareness as humans will be instantly compromised. Meaning that our ability to accurately take in inputs from the outside world and then make good decisions from those inputs might be severely compromised. The wrong thing to do is to react inappropriately while cognitive index is low - we call that "rushing to a solution" which is what appears to have happened here.
I doubt that this situation would qualify for a "heat of battle episode". Looking forward to hearing what the crew had to say regarding fuel dump initiation.
Thank you for great coverage of this event. Hardest Lt. Pete “kablammo” landing I ever had as a passenger was a short SAS leg from Copenhagen to Stockholm on a DC-9 back in the late 80’s. There were a lot of gasps and even crying by passengers after “touchdown.” My uncle used to work for McDonnell-Douglas (space program) and I told him I was impressed with the over-engineering of the landing gear - it took a lot of abuse that day.
When a strut is inflated (with dry nitrogen) to the proper amount in temperate weather, but then the aircraft lands somewhere really cold and at a relatively high touchdown sink rate, the strut may actually bottom (metal on metal contact). Kablammo with a vengeance. So occasionally an airline will request the manufacturer to come up with strut inflation pressures which are adjusted for their extreme conditions, like -60 deg F into Moscow.
Marc McReynolds It was July and relatively warm for Stockholm. Nonetheless, I bet those struts had seen a lot of extreme conditions during their service on that aircraft...
As an A&P working on large commercial airliners, I've been marinated in JetA for nearly 30 years now so I find all this pearl clutching and claims of injury from being on the receiving end of a little fuel mist a little overblown. The worst part is smelling like fuel until you can clean up and change clothes but I don't think anyone is in danger of anything serious here. I wonder how many lawyers are smelling blood in the water though.
Fuel dump? I thought the "smoke" that comes out of airplane wings was a mind-control chemical from the nefarious "Deep State" that no one knows anything about.
@@jamesseward3769Lol, I'd agree burned fuel smells like a successful flight is happening but unburned fuel smells like more work to fix a leak or problem is about to happen. JetA cologne seems like a stretch to me.🤔
@Jason Richards the original news stories mentioned kids being treated for skin irritation by firefighters at the scene, in following stories it quickly became "treated for injuries" or "kids injured" and inferred they were taken to hospitals, which didn't happen... like I said, overblown.
Juan...Thank You and Lt Pete for a comprehensive explanation; was able to keep on multi-tasking whilst listening to your description. Its appreciated...!
I second the “Agent Jay” turbine videos. He may very well be the oddest duck you’ve ever come across, but if you want to learn more about turbine engines he’s the guy on UA-cam to learn from. It’s actually quite comical too because he’s a different breed for sure. Love it!
Hi Juan. Love your presentations just the way you do them. Love your weather bites as well. Love the snowy back drop at the start...your winter. It is mid summer here in Australia and we are Starting to get some cooler southerly fronts with rain to help put out the fires that are just part of our summer cycle. Best wishes.
Hi Juan, thank you for a clear, concise and accurate explanation for fuel dumping. You play a vital role in informing both the aviation community and the general public on aviation topics important to all. Again, thanks!! - Dean from Minnesota
Stay out of the national news when you can. Very good advice had me laughing pretty good. The new measure of success, I've done pretty good for myself so far.
Thank you been waiting for you to post this . I'm not a pilot but a big fan who want's to thank you for helping people understand what going on without all technical bull 💩
Hello Juan, I just watched Petter from Mentour Pilot and he gave you and VAS Aviation some well deserved recognition. If you and he can collaborate on a video, that would be great. Even for those of us who are not pilots, these channels are very much appreciated. Safe skies to you.
Juan....man you killed it...so awesomely informative...I saw someone in you comments mentioned mentor pilot...I didn't even read it..all I know is that as usual you killed it...this is why I consistently turn to you....thank you!!..take care with health!😊
Excellent video! Again! Great work! I was watching this video during a sit in Seattle and introduced about three other line guys to your channel! Cheers!
I like your stressing “in the touchdown zone” and will forever remember the ditty “nothing is worth less than the altitude above or the runway behind” when getting my private ticket.
nice one mate, the conversation as to why is alive and well. guess only the flight crew know the answer to that one. as usual your take is clear, concise & thought provoking. even Mentour Pilot gave your channel a shout outso that just goes to show that you are a trusted opinion in the aviation community.
Thanks for all of the time and effort that you put in to bring us all of this non bias content! It's definitely refreshing when we get a video from you.
Very educational video! It helps me to learn the enormous responsibility which pilots they have on their shoulders once they are in the air, also during emergency procedures with significantly damaging consequences for mishandling the proper action. It is not easy to be a pilot, for having very demanding pressure to do things the right way with "Zero Tolerance".
Another great informative and well thought out report. I have learned so much watching your reports and normally help point me in a good direction in furthering my knowledge of aviation. Thanks Juan.
Great coverage as always Juan! Thanks for throwing a plug for my friend AgentJayZ. Both of you guys are fantastic and do an excellent job at demonstrating your expertise and chopping it into nuggets of info anyone can understand! Im in the industry, I'm an A&P and active jet mechanic. I still love your content!
The exact language of the ATC inquiry as heard by the pilot might become relevant. I've read this was the question: “OK, so you don’t need to hold to dump fuel or anything like that?” and I've seen 'or dump' in place of 'to dump'. It makes a difference. The reply was "negative". The pilot might have been correct in that he didn't need to hold to dump fuel because he intended to dump on the way in. That wouldn't be good practice but note that FAA regs permit a pilot with a declared emergency to deviate from any reg at his/her discretion in order to get he plane safely landed.
I flew the B-777-200LR from LAX to SYD a lot in my years just before retirement. The numbers for the 200LR were 766,000 lbs Max Takeoff and 492,000 Max Landing Weight. If I lost an engine right after, or during takeoff, my plan was to come back to LAX as fast as possible and dump fuel most of the way back. So I would be dumping fuel below 5,000', probably at least down to 2,500' on downwind. In my briefing before take off I would tell the RP to stop the dumping on base leg if we forgot about it. My guestimate was that, in the time it took to fly outbound RWH from LAX, get stable, and turn around as soon as possible, go downwind, base, final, and land, I could dump about 60,000 lbs of fuel. We often took off near Max Takeoff Weight of 766,000 lbs on SYD flights, so my weight on landing would be near 700,000 lbs, well above the Max Landing Weight of 492,000 lbs. I never flew the L-1011 or the MD-11, so no ancestor worship from me. ..... So this could have been me. Thankfully it wasn't. And these guys did not say they didn't need to dump, but rather they didn't need to go to a designated area to dump. They needed to get on the ground fast, and get their weight down. The bad engine was still providing electric, hydraulic, and pneumatic, but not much thrust. Basically, to understand my plan. (1) Get on the ground fairly quickly (2) get rid of weight as fast as possible.... So, no-go to area to dump, and probably dumping below 3,000'.
Thanks for the update. Been out of maintenance for awhile. Passed on some bad info to some folks about fuel dumping. Now, I'll have a chance to apologize and recommend they watch your videos and those you recommended.
The other consideration for whether to dump or not on a four engine airplane is the possibility of losing a second engine on the same side due to damage resulting from the adjacent failed engine. If one had to do a go around with two engines out, one would want to be at a weight that would safely permit that to happen. This was a concern on the older 747-100, especially on a hot day. That, perhaps, is part of the historic mentality you mentioned with regard to dumping to MLW. Of course, whether to dump or not is at the captain’s discretion based on the current issue, but whatever is determined better be the right course of action...unlike this Delta flight. It’s really hard to imagine any justification at this point for what that captain chose to do. Given that this was a 777 from LA to Shanghai, there would be one or two extra crew members onboard. I find it astounding that between the three or four of them that they dumped fuel where they did after being asked by ATC if fuel dump was required and replying, “no”.
The 777 is a twin engine airplane. According to a quick search, it can fly for 3 hours and 1300 miles on one engine. I don't understand the urgency to land if only one engine had a problem and they were able to stop the compressor stall. The investigation should be interesting.
Some crew is going to get to sit at that long table where they are the only ones not supplied with a bottle of water. Glad I'm not that captain. Not sure what Delta's QRH looks like but all the ones I'm familiar with have a prompt to take you to the fuel jettison check list on engine shut down check list. Thanks for the update. Its been painful watching what the main stream media is saying. All the slip and fall lawyers are lining up.
Well, it just wasn't "school kids" who got a Jet A shower. The jet dragged the stream for a couple miles. Do you want your car covered in that greasy stuff?
@@fucqtheworld I'm sure there was a strong odor of fuel but I doubt if anybody's hair got wet with jet fuel. It was more than a couple of miles. Are you with CNN?
It's kerosene. Well atomised as it was, it wouldn't have hung around more than a few minutes before evaporating completely. Those kids and parents would have far more exposure issues merely going to school every day under a flight path...
Juan, for the partial ads, try experimenting by uploading the video with limited tags and then go back and add your description one paragraph/ keyword at a time. My understanding is if the algorithm does not like something in your standard script or keyword tags, it will limit you. For the ads with limited ads already, try removing a few tags or sentences on old videos to narrow it down. IT could just be a simple word change to fix this. but, fwiw, i see plenty of ads when watching your videos. So they are showing. Cheers.
I went and watched your recommended video on compressor stalls and it was very enlightening. Mr. Brown I would consider it an honor and a pleasure to meet you in person some day. That may never happen, but I will continue to watch your high quality videos. Keep up the good work and God bless!
so, compressor stall issues aside, they didn't need to dump, and when they did, 1) it didn't make any difference since they didn't have enough time to dump a sufficient amount, and 2) what they did manage to dump, unnecessarily, was done out of protocol
@@blancolirio As a former FE, my take is that initially they were over water and at about 8000 ft, a pretty good position for a dump. Probably the 3rd pilot initiated the dump, assuming they would do at least a few turns in holding to clean up checklists and prepare for return. The captain initiated an immediate return and while trying to coordinate with atc, clean up checklists, and deal with the emergency they forgot the fuel was dumping. Oops.
Based on this video, these pilots should have simply landed heavy without dumping fuel. They didn't have a full passenger list so that itself lightened the weights some. However, I'd think the best practice would have been to maintain 8,000 ft and dump 20 minutes of fuel then land but they appeared to head for the airport in a rush leaving them with little time to manage their concerns.
@@tonydarrington6741 Based on their response to ATC twice saying No, we do not need to dump fuel, I'd say they didn't begin that soon. My guess is they started to do so after they got to the right turn and 4,000 feet.
Juan, If you had a Piper Cub instead of the Mighty Luscombe, would that make you a .............."Cub Reporter"? :) Sorry bad pun. Keep up the great job reporting!
i am glad to find out that "KA-BLOOEY" is FAA certified aviation speak. i also wonder why lt. pete didn't ride his bike through the living room. that would have been fun. i know because i did it. once.
Great video sir. I fly the 737 BBJ aircraft as well as the G650. Seems the fuel system on the triple is quite similar to that of the 73-of course with out the fuel jettison system. Many thanks for all you do!
Juan, only fly the 767-300-ER-W. Can't dump center fuel below MLDG. Subsequently, if we have to return, we have to work with dispatch, as long as we're not on fire! So, your explanation is ENTIRELY accurate! Good job trying to explain the complexities of an emergency situation.
My theory on why they dumped: They requested the longest runway (25R) to land on so they could land without dumping. After getting lower in altitude and closer to the airport, they got switched to another controller who started talking about runway 25L which is a lot shorter. Possibly they thought they were being sent to the shorter runway, and were too heavy to stop in time, so initiated a fuel dump to get as much weight off as possible. By the time the controller corrected himself and gave them the correct runway, it was too late to stop dumping.
Murph's Models yea I like that theory. A lot of people don’t understand that flying and landing comes first then navigating to the best place of landing is second and way way way way behind all of that is talking to ATC. In the event of a emergency as a pilot you don’t need any go ahead from ATC to do anything. You do whatever you have to do to not crash and then tell ATC what you did. So when they didn’t need to dump maybe something changed then they had to and didn’t have enough time to ask first.
I agree with your assessment. In part1 he brought up this issue of going thorough more than one controller at lax explaining everything all over again and that is what probably got the pilots messed up while dealing with an emergency. I know people criticizing the pilots but fuel being sprayed on some people heads is better than a plane crashing down on their heads or crashing while landing
While I can kind of see this, isn't part of the whole "declaring an emergency" thing basically "hey we need THIS or we ded jim"? So just because the controller said 25L vs 25R couldn't they just say "umm, we need right." I mean they even basically do this earlier when they were still running checklists when ATC wanted them to turn into the final (or something) and they said no. They may have had to have a go around or similar at worse, and while I can understand the want to get down NOW by all accounts everything was under control, airplane flyable, etc so until we learned that something made it a case of "lets get down NOW" it just seems to be a huge "what!?" moment.
Once again Juan, great job. You can teach ground school for me any time. This almost sounds like a sim session. During the debrief, I would have asked for a complete explanation on the dumping that took place. Back in the days when we used to video tape sim session, I think this one would have been a classic . Maybe a 3 hour debriefing. Also, like your use of the UMX Radian to demonstrate wing bending. Great back yard soaring machine. Keep the videos coming.
Ive only had to dump fuel once. I was flying a BAC 1-11-400, (corporate) out of PSP when we had a hydraulic failure. We elected to stay within the valley rather than flying over to LAX. We climbed to about 8000 feet and were directed out towards the unpopulated / desert area before being allowed to dump fuel. We dumped the amount of fuel needed to bring us within the allowable landing weight. Came back and landed without incident. So to hear this story I have to wonder, who did what when??
Sad thing is, some kid playing flight sim and getting 33,606 views wouldn't be dealing with YT over content violation meanwhile we're getting more objective facts here than all of the media put together x100.
Damn Juan, you are the expert's expert. It's amazing how quickly you come up with the facts. You must have a great team of people working with you. Your channel is one of the two I go to in order to get the facts. I also highly respect Petter at Mentour Pilot. There are many other channels, but yours seems to have the most graphics and statistics behind it. Not everybody can handle the fine details. I like to study your graphics and charts. I pause for them. But I can because I've been flying for 50 years, and when I go to court on almost a daily basis, judges ask me questions about the latest crashes because they know I love aviation. I give them the facts based on your videos. The judges think I'm an aviation genius. Little do they know I'm not, but you and your staff really are and you and Mentour deserve a lot of the credit.
@@shenandoahhills7263 Oh, yes, now I see what you mean. Especially all of the lighting crew that assist him while he's driving his dirt bike alongside the edge of the mountain. Those crew must be paid extra for being there at those most dangerous moments.
I was just pondering that very idea, would be a very effective and logical way to eliminate the dispersal concerns of fuel jettison especially in a scenario such as this one. Would certainly look spectacular although scary for passengers and ground witnesses who didn't understand what was happening. I'm sure it could be possible with the necessary ignition apparatus though it would probably come down to the cost of such a system that would determine the viability.
Reminds me of the SwissAir crash in Nova Scotia.. The flight travelled over the ocean to dump fuel and thus never made it to the airport. Sad memories from days gone by.... Although not a pleasant experience for anyone on the ground, at least no lives were lost. I think this is the preferable scenario. Thanks for your great channel....!
Always great reporting Juan! Us non-aviation folks can pick up what you're laying down. I know what Jet-A is, however some of your viewers may not know about exposure to liquid and fumes. Has anybody covered this? I have a diesel farm tractor and have had exposure to the fuel liquid and vapor for years with no ill effects. I know Jet-A is kerosene, a slightly lighter distillate than diesel, but with similar chemistry.
Joined your Channel as recommended by Mentour in his video. Very nice explanation. I would assume subscriber increase in these few days. All the best and we are here to support.
Does anyone else want to hear the story behind why Juan knows that there is a special inspection for a hard landing? It happens to all pilots, I just want to hear Juan tell that story.
hehe yeah, i'm pretty sure just about every pilot has experienced a hard landing at one time or another. I've done about 30 flights between Germany and the states and in those few flights, have experienced hard landings at least 5 times, once we landed sideways because of winds which was way more uncomfortable. I would even go as far as to bet that every pilot that has flown 5 years or more, has had their share on hard landings lol
This is very interesting. What’s even more interesting is that the crew said they weren’t “critical” as far as emergencies go, so it could be fair to assume that they could’ve made the decision to dump fuel over the pacific at a safe altitude. But assuming isn’t good in any situation, I look forward to learning more as this situation progresses. Happy everyone was safe.
Good data on the 767 landing weight. Fantastic a/c, the former chief test pilot for the 767 is a good friend of mine, I wish I could make every commercial flight in one of them.
BTW, my former airline (CAL) opted for the GEs on our B-777-200s. I had to once land a B-757-200 overweight after an engine shut-down (duct overheat). We had no dump capability in our versions. Fueled and loaded from KEWR (Newark) to SPJC (Lima, Peru). Happened climbing through 18,000. So, diverted to KIAD (Dulles) because it was snowing in Newark. Naturally, I told the lead F/A and cabin crew that we had an engine shut down, but did NOT relay that fact to the Pax. So, vague comment about a "mechanical issue", and thus no panic. Anyhow, uneventful landing, just a write-up in the log book (two, of course): Duct Overheat, and also O/W landing.
Great explanation, Juan, as always! Loved seeing Lt Pete too plus the addition of "white fluffy stuff" (as my dad says about snow lol). I bet the "ask me how I know" means you experienced that particular "event", correct?
UA-cam keeps turning off notifications, almost every time I check in the bell is no longer selected for all notifications. any one else having the same problem?
I had this issue - to fix it I had to go into my dashboard as reset the setting there for everything to work again - also youtube last year said 60% of the time notifications just do not work mainly because youtube/google sending out to much data at once etc
yes.. they are trying to kill smaller monetized channels by every means possible short of just killing channels... which they HAVE done to several non-leftist oriented political viewpoint providers.
Yep. Noticing it more all the time. I read further down in the comments that Mentour has a vid on fuel dumping also. I've been subbed to him a long time but I got no notification. I checked and found that my sub was turned off. I didn't do this. Also lately I receive some but not all notifications from other channels. YT is really getting screwed up!
Just grab your welder and weld that notification button in! Problem solved :D
there are other platforms coming up. don't know about the regulations. but people need to stop complaining and leave youtube. it's really that simple.
Juan, I saw your comment that you have concerns about your edits and breaks. Please do not worry about those, you do a great job with a fantastic amount of factual information in every video. I would be disappointed if you cut information in favor of a smoother delivery. Your edits are not a problem, your background and desire make this channel the best one on UA-cam.
Edits are no problem.
Totally agree, I have noticed at times it's the pauses that give added meaning to what Juan is saying. When you can't can something in words, do it with a pause.
All edits and cuts are completely fine with me as well. I barely notice them, and when I do Juan’s vibe is to review his notes and be correct. I.e. it comes across as a strength !! Plus Juan has that ‘real person’ conversing style, very easy to watch and understand the subject.
No need to change what you are doing Juan! Your delivery is perfect. I have always thought it showed your forethought and knowledge of the subject while willing to pause and think your way into the next comment. Excellent. Please don’t change anything!
I find his pauses very helpful especially since I am not a pilot. They help me process what he is trying to communicate. It is nice to see people who deliberately choose their words when speaking. Clearly he cares about his comms to his fans! 😁
Juan, Mentour Pilot just did a vid on the fuel dump as well and gave a shout out your way and directed people to check out your channel. Very cool! Be prepared for some new subscribers. Have followed both of you for several years. You guys are definitely the "Go To" when it comes to commercial aviation. Would love to see you guys do a collab video sometime. Keep the great content coming. Love your channel!
Great idea! Thanks Marty!
It's good to see these guys referring viewers to each other!
@@blancolirio Yeah Mentour is in my list too, he's a 737 ng expert and has some really good information. Would be cool to see you guys do something together ;)
Follow Mentour Pilot as well. Great shout out ....well deserved.
We are in a golden age of aviation education networking. Were not just facing a pilot shortage, its a skilled pilot shortage.
I am quite convinced that if you spent more time doing editing your channel it would not be as down to earth and informative as it is. When commentaries are too polished they become more like doctored news stories that are short of facts and substance. I am a novice and a huge fan of anything that fly's and I don't always understand everything you say but your efforts of putting everything into layman's terms without speculation and judgement is very much appreciated. Thank you for your time and your efforts. It is much appreciated.
Juan, there is noone on the internet that explains aircraft issues, procedures, and mechanics, etc. like you. When I heard about this fuel jettison, I came right to you as I knew you would help us understand. You provide a great service to we non-flying public. Thank you!
Beautiful Snow Storm!!! What a backdrop for the introduction to your report! Thanks Juan. Really appreciate your unbiased, factual reporting. We’re praying for your return to excellent health.
HiWetcam .... I fully understand! I live in Middle Tennessee, USA and this year we’ve had very little snow! I miss it too’
I could listen to your commentary for hours. You make it so easy to understand.
Keep up the great work.
Thanks for sharing. ❤️👍
good idea. Imma make an audio track for like 8 hours to sleep to. He's definitely got the voice for this... Thanks for the idea!
I DO listen to his commentary for hours :)
clarification: The center fuel tank is the wing center section upon which the fuselage is mounted.
Maybe they dumped the fuel to convince all of the people saying that airliners run on compressed air instead of having real fuel onboard. See folks...it's raining jet fuel from the wing tips !!!
Just waiting for Mr. 10000 hour guy to comment from his moms basement.
Juan, off-topic question, have you ever read, "Airframe", by Michael Crichton? I think you would find it interesting, especially how the media is portrayed. I'd like to send you a copy if possible; do you have a PO box or somesuch? I sent a copy to a figher pilot I know in South Africa and he very much enjoyed it. Pity it's never been made into a movie, though I doubt the current Hollywood machine could do it justice (though maybe its technical nature wouldn't translate so well to the big screen).
You were right in the video Juan. The center fuel tank passes through the fuselage and extends into the wings.
yup, like a pickup truck: a cab mounted on top of a stiff frame.
"...ask me how I know", have to appreciate your honesty, Juan LOL. Can you imagine trying to explain this event here if the plane in question was a 10 - tank DC-8, or a DC-7C?? Whew!! Nice work as always.
oh yes...we all had a little chuckle over *that* comment.
Not sure if you heard, but you got a shout-out from Mentor Pilot for this coverage.
Yes! Thanks.
LOL, just watched it and saw Juan did part 2 and now I'm here. :)
You guys should start a consortium of aviation expert channels.
VAS and Juan and Mentor are on my alert list👍. Each offers a unique and important perspective.
@@keithpedersen3653 Along with Agent Jay Z.
Wow it has been at least 3 years since I have been watching your channel. It has gone from drought to fires and floods. Thanks for taking everyone with you.
This is a great video. It de-mystified a lot. Thanks especially for the clear diagrams and walking us through them. Nobody better at explaining how things happen on a big airliner than an experienced pilot who flies the exact same aircraft!
Thanks for taking the time to shoot with the snow in the background. I live in Africa and never get to see snow. That scene was stunning ❄
Yet another great from the great Juan! Thank you for the update. Hope you and your family are well! Enjoy the beautiful snow. Until next time, see ya here.
“Stay out of the national news.” Excellent advice for us in all endeavors, I think.
IME, it's generally not a good day when you make the local news either.
National news and NTSB investigations.
Once again Juan, great work in getting us all some enlightening information relating to this incident in Parts I and II. I can't imagine that this crew will be able to provide any legitimate justification for their low altitude fuel dump when they themselves told ATC that their situation wasn't critical once they got the compressor stall under control. Certainly if it was a more dire situation requiring an immediate return, the crew must do whatever is necessary for everyone's safety including throwing the fuel dump guidelines out the window. I'd hate to be in charge of Delta's Public Relations for this one as it took place one day after it was announced that Delta was the Number 1 rated airline.
Man, stuff happens quick!
Given something like a compressor stall on departure which didn't result in engine shut-down, my judgement would be to take it out to a safe dump area, sort things out and come back when good and ready. No need for a slam-dunk emergency return, unless that Rolls was in MUCH worse shape than we imagine. Plenty of runway for overweight landing - it would be a piece of cake (I've landed about 24000# overweight in the 777-200 and it was a non-event on SFO 28R). I'd bet this unannounced, low level fuel dump will result in an FAA investigation and a good chance for a serious violation on the part of this flight crew's actions. Really good discussion Juan, as always.
Bill Wightman Right on the money- and your opinion agrees with mine. (I haven’t flown a 777, but have plenty of time in 767’s and 747’s.)
@@FutureSystem738 I've never even ridden in a 777.
I am not a pilot.
I've never even flown a video simulator.
But I have a reasonable understanding of mechanical stuff. So, it would seem to me that when an engine stalls for an unknown reason, you should have concerns for the other engine.
That being the case, would it not be prudent to put it down as quickly and safely as possible?
Is it standard practice to say, "ahhhh, fagettaboutit! we got another one"? And park it out over the Pacific while they vent fuel until they are at an acceptable weight?
Seems to me that a little bit of a Jet-A spritz is acceptable rather than risk total engine loss, regardless of its likelyhood.
24k over...pretty heavy, had the DL not dumped, they'd have been 70k heavier. Pretty big difference than 24 huh?
Bill, is a compressor stall something that happens much? Is there a way to immediately diagnose cause? Could it be FOD? My guess is that when it happens shortly after takeoff, FOD is a possibility, if not the likely cause. And if this is the case, isn't the other engine suspect as well?
I have asked this question a few times, but haven't received a reply yet from a professional pilot.
So, I will ask again.
When an engine stalls during climbout, what are the possible causes?
Seems to me that FOD or fuel contamination are at the top of the list. And if this is the case, is there a chance that the other engine may have sustained some damage that has not yet become apparent?
The only explanation I can come up with the pilot's decision to put it back on the ground ASAP is that he did not have confidence in his remaining engine. He had to know there'd be repercussions for dumping where and when he did, but was more concerned with the possibility that he was gonna become a glider pilot shortly.
@@petec9686 Hello - compressor stalls are VERY rare these days. A compressor stall is an aerodynamic stalling of the compressor blades (similar to how a fixed wing can stall) which results in sudden interruption to airflow through the jet engine.
CS's can be anything from mild to violent - and in most cases there's no way for the aircrew to diagnose the root cause of the problem. Fan blade icing, or damage are possibilities. A CS can usually be felt, heard and observed by the crew when it happens.
A stall occurring shortly after takeoff as in this case *might* have been caused by a damaged blade(s) or maybe not - just no way to tell. I personally would still have complete confidence in the other engine as long as it was performing normally. Big thing here is the incident engine was reported to have recovered after power was retarded - which is what we're trained to do in the event of a CS. If the engine recovers, leave the power where it is (or lower) and sort things out from there.
I have a ton of experience with CS's due to my years flying the E3 AWACS. The TF33's there could stall if the power was brought too far back while accessory drive load was high. It was a muffled "bang" type of event, with EGT and EPR (exhaust pressure ratio) jumping around. Simply advancing power would always stop it, and I never saw or heard of any engine being damaged by running it into a stalled condition.
Its important to understand that when a "startle event" happens, our cognitive awareness as humans will be instantly compromised. Meaning that our ability to accurately take in inputs from the outside world and then make good decisions from those inputs might be severely compromised.
The wrong thing to do is to react inappropriately while cognitive index is low - we call that "rushing to a solution" which is what appears to have happened here.
I doubt that this situation would qualify for a "heat of battle episode". Looking forward to hearing what the crew had to say regarding fuel dump initiation.
Thank you for great coverage of this event. Hardest Lt. Pete “kablammo” landing I ever had as a passenger was a short SAS leg from Copenhagen to Stockholm on a DC-9 back in the late 80’s. There were a lot of gasps and even crying by passengers after “touchdown.” My uncle used to work for McDonnell-Douglas (space program) and I told him I was impressed with the over-engineering of the landing gear - it took a lot of abuse that day.
When a strut is inflated (with dry nitrogen) to the proper amount in temperate weather, but then the aircraft lands somewhere really cold and at a relatively high touchdown sink rate, the strut may actually bottom (metal on metal contact). Kablammo with a vengeance. So occasionally an airline will request the manufacturer to come up with strut inflation pressures which are adjusted for their extreme conditions, like -60 deg F into Moscow.
Marc McReynolds It was July and relatively warm for Stockholm. Nonetheless, I bet those struts had seen a lot of extreme conditions during their service on that aircraft...
As an A&P working on large commercial airliners, I've been marinated in JetA for nearly 30 years now so I find all this pearl clutching and claims of injury from being on the receiving end of a little fuel mist a little overblown. The worst part is smelling like fuel until you can clean up and change clothes but I don't think anyone is in danger of anything serious here. I wonder how many lawyers are smelling blood in the water though.
Fuel dump? I thought the "smoke" that comes out of airplane wings was a mind-control chemical from the nefarious "Deep State" that no one knows anything about.
Gloria Allred is all over it
I love the smell of jet fuel or maybe its the smell of burnt JetA fuel !!! If someone made a cologne out of it I would be the first to buy it !!!
@@jamesseward3769Lol, I'd agree burned fuel smells like a successful flight is happening but unburned fuel smells like more work to fix a leak or problem is about to happen. JetA cologne seems like a stretch to me.🤔
@Jason Richards the original news stories mentioned kids being treated for skin irritation by firefighters at the scene, in following stories it quickly became "treated for injuries" or "kids injured" and inferred they were taken to hospitals, which didn't happen... like I said, overblown.
Juan...Thank You and Lt Pete for a comprehensive explanation; was able to keep on multi-tasking whilst listening to your description. Its appreciated...!
I second the “Agent Jay” turbine videos. He may very well be the oddest duck you’ve ever come across, but if you want to learn more about turbine engines he’s the guy on UA-cam to learn from. It’s actually quite comical too because he’s a different breed for sure. Love it!
Hi Juan. Love your presentations just the way you do them. Love your weather bites as well.
Love the snowy back drop at the start...your winter. It is mid summer here in Australia and we are
Starting to get some cooler southerly fronts with rain to help put out the fires that are just part of our
summer cycle. Best wishes.
Nice snow. It was torrential rain in th Bay Area.
You and Mentour Pilot are the places I go for aviation news/info. Nice shoutout to you from Mentour.
Hi Juan, thank you for a clear, concise and accurate explanation for fuel dumping. You play a vital role in informing both the aviation community and the general public on aviation topics important to all. Again, thanks!! - Dean from Minnesota
Thanks Dean!
Stay out of the national news when you can. Very good advice had me laughing pretty good. The new measure of success, I've done pretty good for myself so far.
You are the best "real" aviation information source on UA-cam! Love you man!
Love your stuff Juan. Don't change a thing about the way you do it.
Very informative video Juan as is your pattern. Noticed you received a kind shout out from Mentour Pilot on this same fuel dumping event. -Bob...
Thanks for getting part 2 out so quickly. I take it you've seen or done a hard landing or two. I think we all have.
I always liked the comment that the hard landings were the Navy trained pilots and the gentle landings were the Air Force trained pilots.
@@qcan8468 still with the old habit of trying to catch the arresting gear :D
Thank you been waiting for you to post this . I'm not a pilot but a big fan who want's to thank you for helping people understand what going on without all technical bull 💩
Hello Juan, I just watched Petter from Mentour Pilot and he gave you and VAS Aviation some well deserved recognition. If you and he can collaborate on a video, that would be great. Even for those of us who are not pilots, these channels are very much appreciated. Safe skies to you.
Juan....man you killed it...so awesomely informative...I saw someone in you comments mentioned mentor pilot...I didn't even read it..all I know is that as usual you killed it...this is why I consistently turn to you....thank you!!..take care with health!😊
Excellent video! Again! Great work! I was watching this video during a sit in Seattle and introduced about three other line guys to your channel! Cheers!
I like your stressing “in the touchdown zone” and will forever remember the ditty “nothing is worth less than the altitude above or the runway behind” when getting my private ticket.
nice one mate, the conversation as to why is alive and well. guess only the flight crew know the answer to that one. as usual your take is clear, concise & thought provoking. even Mentour Pilot gave your channel a shout outso that just goes to show that you are a trusted opinion in the aviation community.
I think the airline should tell the public why this was done so we can skip all speculations.
Excellent review of the systems and standard procedures involved in this event. Thank you.
Another great video Juan. I just found out from my uncle that he's flown with you before. Small world. Keep up the good work.
Thanks for all of the time and effort that you put in to bring us all of this non bias content! It's definitely refreshing when we get a video from you.
A great report with excellent technical information. I hope you are close to regaining your medical 👍
Very educational video! It helps me to learn the enormous responsibility which pilots they have on their shoulders once they are in the air, also during emergency procedures with significantly damaging consequences for mishandling the proper action. It is not easy to be a pilot, for having very demanding pressure to do things the right way with "Zero Tolerance".
Another great informative and well thought out report. I have learned so much watching your reports and normally help point me in a good direction in furthering my knowledge of aviation. Thanks Juan.
Really admire this brother's style of explanation
Great coverage as always Juan!
Thanks for throwing a plug for my friend AgentJayZ. Both of you guys are fantastic and do an excellent job at demonstrating your expertise and chopping it into nuggets of info anyone can understand! Im in the industry, I'm an A&P and active jet mechanic. I still love your content!
Thanks Juan for the detailed breifing
The exact language of the ATC inquiry as heard by the pilot might become relevant. I've read this was the question: “OK, so you don’t need to hold to dump fuel or anything like that?” and I've seen 'or dump' in place of 'to dump'. It makes a difference. The reply was "negative". The pilot might have been correct in that he didn't need to hold to dump fuel because he intended to dump on the way in. That wouldn't be good practice but note that FAA regs permit a pilot with a declared emergency to deviate from any reg at his/her discretion in order to get he plane safely landed.
I flew the B-777-200LR from LAX to SYD a lot in my years just before retirement. The numbers for the 200LR were 766,000 lbs Max Takeoff and 492,000 Max Landing Weight. If I lost an engine right after, or during takeoff, my plan was to come back to LAX as fast as possible and dump fuel most of the way back. So I would be dumping fuel below 5,000', probably at least down to 2,500' on downwind. In my briefing before take off I would tell the RP to stop the dumping on base leg if we forgot about it. My guestimate was that, in the time it took to fly outbound RWH from LAX, get stable, and turn around as soon as possible, go downwind, base, final, and land, I could dump about 60,000 lbs of fuel. We often took off near Max Takeoff Weight of 766,000 lbs on SYD flights, so my weight on landing would be near 700,000 lbs, well above the Max Landing Weight of 492,000 lbs. I never flew the L-1011 or the MD-11, so no ancestor worship from me. ..... So this could have been me. Thankfully it wasn't.
And these guys did not say they didn't need to dump, but rather they didn't need to go to a designated area to dump. They needed to get on the ground fast, and get their weight down. The bad engine was still providing electric, hydraulic, and pneumatic, but not much thrust.
Basically, to understand my plan. (1) Get on the ground fairly quickly (2) get rid of weight as fast as possible.... So, no-go to area to dump, and probably dumping below 3,000'.
Juan, Most excellent as always! And double thumbs up for Mentour to recommend your channel. Bob
Moral of the story, never take a dump without permission.
And hopefully if you need to do it. Not RASHING into L.A . Take The spanking for it take it. And be thankful all safe
Sierra Hotel...If it had only been over San Fran it would have mixed right in the homeless "dump" on the streets and no one would have noticed
Thompson Jerry
Now that was nice.
Or at least notify your controller when you do and tell them how it comes out.
I just successfully completed a big dump too.
Oh, thank you for this second vlog on the fuel dump incident. Always informative.
Thanks for the update. Been out of maintenance for awhile. Passed on some bad info to some folks about fuel dumping. Now, I'll have a chance to apologize and recommend they watch your videos and those you recommended.
The other consideration for whether to dump or not on a four engine airplane is the possibility of losing a second engine on the same side due to damage resulting from the adjacent failed engine. If one had to do a go around with two engines out, one would want to be at a weight that would safely permit that to happen. This was a concern on the older 747-100, especially on a hot day. That, perhaps, is part of the historic mentality you mentioned with regard to dumping to MLW.
Of course, whether to dump or not is at the captain’s discretion based on the current issue, but whatever is determined better be the right course of action...unlike this Delta flight. It’s really hard to imagine any justification at this point for what that captain chose to do.
Given that this was a 777 from LA to Shanghai, there would be one or two extra crew members onboard. I find it astounding that between the three or four of them that they dumped fuel where they did after being asked by ATC if fuel dump was required and replying, “no”.
Thank you ,Manny, for clarifying how a "real", HEAVY, airplane is operated, rather than these "light twins. :-)))). F/E, Mike Jaureguy- PAC.
The 777 is a twin engine airplane. According to a quick search, it can fly for 3 hours and 1300 miles on one engine. I don't understand the urgency to land if only one engine had a problem and they were able to stop the compressor stall. The investigation should be interesting.
divingfe Hi, Mike. Long time, no see.
HiWetcam Not sure I understand the question.
@@tiredoldmechanic1791 3 hours/1300 miles or until the other engine fails.
Thank you. Things are more complicated than I thought.
This is some of the most interesting content I've ever found on utube. Thanks for doing what you do !
Lt Pete -8 had quite the cameo.
Thanks for sharing.
yet another straightforward no bullshit explanation ! Thanks Juan.
Juan -- your channel is growing like crazy! Great work, please keep it up. Always great commentary.
Some crew is going to get to sit at that long table where they are the only ones not supplied with a bottle of water. Glad I'm not that captain. Not sure what Delta's QRH looks like but all the ones I'm familiar with have a prompt to take you to the fuel jettison check list on engine shut down check list. Thanks for the update. Its been painful watching what the main stream media is saying. All the slip and fall lawyers are lining up.
Well, it just wasn't "school kids" who got a Jet A shower. The jet dragged the stream for a couple miles. Do you want your car covered in that greasy stuff?
@@fucqtheworld I'm sure there was a strong odor of fuel but I doubt if anybody's hair got wet with jet fuel. It was more than a couple of miles. Are you with CNN?
@@Kevin_747 So, you're defending their dumping of the fuel?
@@nodttiurp No. Are you?
It's kerosene. Well atomised as it was, it wouldn't have hung around more than a few minutes before evaporating completely.
Those kids and parents would have far more exposure issues merely going to school every day under a flight path...
Lt 'Kablam' Pete, he knows his onions! Great report once again Juan, thank you.
Juan, for the partial ads, try experimenting by uploading the video with limited tags and then go back and add your description one paragraph/ keyword at a time. My understanding is if the algorithm does not like something in your standard script or keyword tags, it will limit you. For the ads with limited ads already, try removing a few tags or sentences on old videos to narrow it down. IT could just be a simple word change to fix this. but, fwiw, i see plenty of ads when watching your videos. So they are showing. Cheers.
OMMA- LLAMA Yet, I see no ads on this channel. Also, on other channels, I see the tags but am offered no ads. I’ve been curious for a long time.
I went and watched your recommended video on compressor stalls and it was very enlightening. Mr. Brown I would consider it an honor and a pleasure to meet you in person some day. That may never happen, but I will continue to watch your high quality videos. Keep up the good work and God bless!
so, compressor stall issues aside, they didn't need to dump, and when they did, 1) it didn't make any difference since they didn't have enough time to dump a sufficient amount, and 2) what they did manage to dump, unnecessarily, was done out of protocol
yep.
@@blancolirio As a former FE, my take is that initially they were over water and at about 8000 ft, a pretty good position for a dump. Probably the 3rd pilot initiated the dump, assuming they would do at least a few turns in holding to clean up checklists and prepare for return. The captain initiated an immediate return and while trying to coordinate with atc, clean up checklists, and deal with the emergency they forgot the fuel was dumping. Oops.
@@tonydarrington6741 The CVR may be a lot more interesting than the communication with ATC
Based on this video, these pilots should have simply landed heavy without dumping fuel. They didn't have a full passenger list so that itself lightened the weights some. However, I'd think the best practice would have been to maintain 8,000 ft and dump 20 minutes of fuel then land but they appeared to head for the airport in a rush leaving them with little time to manage their concerns.
@@tonydarrington6741 Based on their response to ATC twice saying No, we do not need to dump fuel, I'd say they didn't begin that soon. My guess is they started to do so after they got to the right turn and 4,000 feet.
AgentJayZ's channel is amazing. So informative.
I really enjoy and appreciate your videos, and learn a lot about an industry where I know very little. Thank you for your teaching efforts.
Juan, Thank you for your great videos, full of facts. It's a pleasure .
Juan, If you had a Piper Cub instead of the Mighty Luscombe, would that make you a .............."Cub Reporter"? :) Sorry bad pun. Keep up the great job reporting!
Thank you for explaining these procedures, I really appreciate you taking the time ...
i am glad to find out that "KA-BLOOEY" is FAA certified aviation speak.
i also wonder why lt. pete didn't ride his bike through the living room. that would have been fun. i know because i did it. once.
It's "Kablammo" 🤣😉
Great video sir. I fly the 737 BBJ aircraft as well as the G650. Seems the fuel system on the triple is quite similar to that of the 73-of course with out the fuel jettison system. Many thanks for all you do!
Another great clip Juan! The findings/results of this investigation will be interesting to see. Hey Lt Pete................. Ka blammo!!!! :)
Love"stay out of the National news". Thank you once again for the best reporting of it's kind.
Good landing is one you can walk away from. A great landing is one where you can use the plane again.
Unless others can’t walk away from your landing.
Juan, only fly the 767-300-ER-W. Can't dump center fuel below MLDG. Subsequently, if we have to return, we have to work with dispatch, as long as we're not on fire! So, your explanation is ENTIRELY accurate! Good job trying to explain the complexities of an emergency situation.
My theory on why they dumped: They requested the longest runway (25R) to land on so they could land without dumping. After getting lower in altitude and closer to the airport, they got switched to another controller who started talking about runway 25L which is a lot shorter. Possibly they thought they were being sent to the shorter runway, and were too heavy to stop in time, so initiated a fuel dump to get as much weight off as possible. By the time the controller corrected himself and gave them the correct runway, it was too late to stop dumping.
Murph's Models yea I like that theory. A lot of people don’t understand that flying and landing comes first then navigating to the best place of landing is second and way way way way behind all of that is talking to ATC. In the event of a emergency as a pilot you don’t need any go ahead from ATC to do anything. You do whatever you have to do to not crash and then tell ATC what you did. So when they didn’t need to dump maybe something changed then they had to and didn’t have enough time to ask first.
How would it be "too late"? They could have aborted the landing and done a "go around" Was that possible?
I agree with your assessment. In part1 he brought up this issue of going thorough more than one controller at lax explaining everything all over again and that is what probably got the pilots messed up while dealing with an emergency. I know people criticizing the pilots but fuel being sprayed on some people heads is better than a plane crashing down on their heads or crashing while landing
While I can kind of see this, isn't part of the whole "declaring an emergency" thing basically "hey we need THIS or we ded jim"? So just because the controller said 25L vs 25R couldn't they just say "umm, we need right." I mean they even basically do this earlier when they were still running checklists when ATC wanted them to turn into the final (or something) and they said no. They may have had to have a go around or similar at worse, and while I can understand the want to get down NOW by all accounts everything was under control, airplane flyable, etc so until we learned that something made it a case of "lets get down NOW" it just seems to be a huge "what!?" moment.
Ellis James go around heavy with 1 engine inop is hard even in a small GA aircraft. I don’t know about a heavy jet but I bet it’s tough.
Once again Juan, great job. You can teach ground school for me any time.
This almost sounds like a sim session. During the debrief, I would have asked for a complete explanation on the dumping that took place. Back in the days when we used to video tape sim session, I think this one would have been a classic . Maybe a 3 hour debriefing. Also, like your use of the UMX Radian to demonstrate wing bending.
Great back yard soaring machine.
Keep the videos coming.
Great video and explains a lot of what went on. I am guessing somebody forgot they were dumping fuel. You do great work!!!!!
And forgot to tell ATC that they were dumping fuel.
Structural problem or big flight control issues would require fuel jettison (dumping) IMHO. Great video as always Juan. Two thumbs up! :)
Ive only had to dump fuel once. I was flying a BAC 1-11-400, (corporate) out of PSP when we had a hydraulic failure. We elected to stay within the valley rather than flying over to LAX. We climbed to about 8000 feet and were directed out towards the unpopulated / desert area before being allowed to dump fuel. We dumped the amount of fuel needed to bring us within the allowable landing weight.
Came back and landed without incident.
So to hear this story I have to wonder, who did what when??
Another excellent presentation, Juan. Very informative and I really appreciate and enjoy your channel!
Sad thing is, some kid playing flight sim and getting 33,606 views wouldn't be dealing with YT over content violation meanwhile we're getting more objective facts here than all of the media put together x100.
Damn Juan, you are the expert's expert. It's amazing how quickly you come up with the facts. You must have a great team of people working with you. Your channel is one of the two I go to in order to get the facts. I also highly respect Petter at Mentour Pilot. There are many other channels, but yours seems to have the most graphics and statistics behind it. Not everybody can handle the fine details. I like to study your graphics and charts. I pause for them.
But I can because I've been flying for 50 years, and when I go to court on almost a daily basis, judges ask me questions about the latest crashes because they know I love aviation. I give them the facts based on your videos. The judges think I'm an aviation genius. Little do they know I'm not, but you and your staff really are and you and Mentour deserve a lot of the credit.
Of course you are referring to the 100's of "staff personnel" working at the Blancolirio headquarters:)
@@shenandoahhills7263 No, all of us know Juan has thousands and thousands of staff assisting him. Why would you believe he only has "100's"?
@@daffidavit That's not counting the script writers, the make up crew, hair dressers, lighting, sound crew, and his tailor.
@@shenandoahhills7263 Oh, yes, now I see what you mean. Especially all of the lighting crew that assist him while he's driving his dirt bike alongside the edge of the mountain. Those crew must be paid extra for being there at those most dangerous moments.
I like the old F-111 "dump and burn". There's video on that at airshows here on yt. Aussies did it a lot at their airshows.
I was just pondering that very idea, would be a very effective and logical way to eliminate the dispersal concerns of fuel jettison especially in a scenario such as this one. Would certainly look spectacular although scary for passengers and ground witnesses who didn't understand what was happening. I'm sure it could be possible with the necessary ignition apparatus though it would probably come down to the cost of such a system that would determine the viability.
What a good commentator - so comprehensive and still succinct. ...
That's the "one objective"? LOL at that one. Great stuff Juan.
Reminds me of the SwissAir crash in Nova Scotia.. The flight travelled over the ocean to dump fuel and thus never made it to the airport.
Sad memories from days gone by.... Although not a pleasant experience for anyone on the ground, at least no lives were lost.
I think this is the preferable scenario. Thanks for your great channel....!
Always great reporting Juan! Us non-aviation folks can pick up what you're laying down. I know what Jet-A is, however some of your viewers may not know about exposure to liquid and fumes. Has anybody covered this? I have a diesel farm tractor and have had exposure to the fuel liquid and vapor for years with no ill effects. I know Jet-A is kerosene, a slightly lighter distillate than diesel, but with similar chemistry.
Joined your Channel as recommended by Mentour in his video. Very nice explanation. I would assume subscriber increase in these few days. All the best and we are here to support.
Does anyone else want to hear the story behind why Juan knows that there is a special inspection for a hard landing? It happens to all pilots, I just want to hear Juan tell that story.
hehe yeah, i'm pretty sure just about every pilot has experienced a hard landing at one time or another. I've done about 30 flights between Germany and the states and in those few flights, have experienced hard landings at least 5 times, once we landed sideways because of winds which was way more uncomfortable. I would even go as far as to bet that every pilot that has flown 5 years or more, has had their share on hard landings lol
This is very interesting. What’s even more interesting is that the crew said they weren’t “critical” as far as emergencies go, so it could be fair to assume that they could’ve made the decision to dump fuel over the pacific at a safe altitude. But assuming isn’t good in any situation, I look forward to learning more as this situation progresses. Happy everyone was safe.
Lt. Pete looks pretty special. You are blessed.
Good data on the 767 landing weight. Fantastic a/c, the former chief test pilot for the 767 is a good friend of mine, I wish I could make every commercial flight in one of them.
a lot of the comments on this incident on the VASaviation video were pretty bad. I was surprised.
BTW, my former airline (CAL) opted for the GEs on our B-777-200s. I had to once land a B-757-200 overweight after an engine shut-down (duct overheat). We had no dump capability in our versions. Fueled and loaded from KEWR (Newark) to SPJC (Lima, Peru). Happened climbing through 18,000. So, diverted to KIAD (Dulles) because it was snowing in Newark. Naturally, I told the lead F/A and cabin crew that we had an engine shut down, but did NOT relay that fact to the Pax. So, vague comment about a "mechanical issue", and thus no panic. Anyhow, uneventful landing, just a write-up in the log book (two, of course): Duct Overheat, and also O/W landing.
Oh wow, I just finished part 1 and then suddenly part 2 is upload. Hells yeah. New sub here!
Great explanation, Juan, as always! Loved seeing Lt Pete too plus the addition of "white fluffy stuff" (as my dad says about snow lol). I bet the "ask me how I know" means you experienced that particular "event", correct?
"A gentleman's name should appear in the newspaper only three times: When he's born, when he marries, and when he dies."
i like that
And when he stabs someone on the metro for looking at him the wrong way
Every time I have heard that quote, it stated that “ A ladies name should only appear in a newspaper ...”
@@max1brimhall well, it does hold true for women, as well.
Thankyou very much for this. What ever the if's and maybe's, we will find out sooner than later.
Isn't LA right next to the ocean? The 777 I had power to spare too right? I can't imagine any reason to dump it over LA.
LA is the only place I can think of where nothing of value exists.
Lollollol.
You mean anywhere over any coastal city in CA
Blancolirio World Headquarters - love it! Great job as always - thank you!!
Now we know Juan doesn't work for Delta ;)
Paul, I think you AAre right 😉
@@foobarmaximus3506 , whAAt do you mean? Ha, ha, or is it, hAA, hAA! Have a great week!