UAL 328 UPDATE Fan Blade Failure B777-200 22 Feb 2021
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- Опубліковано 28 вер 2024
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• United B777 has ENGINE...
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"A white Fart in the wind" Has to be one of the best Aviation illustrations I have EVER heard! Thanks Juan. You are the Best...
I thought Juan said a 'light' fart in the wind!?
Fart in the wind
All we are is fart in the wind
I think he's getting mighty personal with that comment!
...and no white farts in the wind when you come to London! 🇬🇧🛬✈️
@@Eric_the_Hiking on the way to Kansas!😂
So good!
I'm a DEN native and had never seen your channel until a friend had an engine front ring frisbee into his neighbor's yard...
In my past, I worked at AAPL in Developer Technical Support and would have absolutely killed to have such an employee who could describe a situation in rigorous detail, authority, prowess and finesse... WITHOUT BEING SNARKY.
Really really good.
All your background. All your training. Worth it.
Thank you.
You've got a new subscriber.
Now you know why even Aussie old "Farts" dig weightless.
I like that smile when you said you were going to London. Glad you’re back in the saddle.
It is a shame London is still in full lockdown! But welcome when you arrive.
I was the first officer on a 777-200 from Tokyo to Houston in October of 2004. We had to shut down the #2 engine due to severe oil loss and high oil temp. I was the pilot flying on that leg. We had 3 pilots, so one of us was making sure our fuel balance remained within limits. We had about 30 minutes to our alternate in Cold Bay, Alaska, so we decided to dump fuel down to max landing weight on the way there. Drift down to FL230, and deviation off the oceanic track was the first priority after shutting down the engine. We used the autopilot down to about 200 feet, at which time I elected to manually land the aircraft. Flaps 20 Ref speed was about 155 kts, which looks very fast from the cockpit, especially at night. The runway was 10000 ft. in length so there was no problem getting the aircraft stopped. On landing we immediately quadrupled the population of Cold Bay.
I can see that from google earth! nobody there!
I would fly with you any day Juan! Nice, instructive, competent and intelligent updates! Thank you. UA-cam, IF YOU'RE LISTENING, STOP DEMONETIZING THIS CHANNEL!
Ever wonder why we never see Juan on a newscast? It is because his explanation would so overwhelm the talking heads they would surely be at a loss for words, finally. As I have requested before, Juan I want to go flying with you. Excellent!
Also because he would be fired faster than you can say fasten your seat belts.
Well also, the news media would want to sensationalize it to get views. They don't want info, they want panic.
The mainstream media would also probably limit Juan (or any expert) to a couple of minutes at most. That's not enough time for those of us who have questions the news anchors aren't "clued in" enough to ask.
John Nance was always the go to guy (ex Braniff, USAFR) but now less frequently. He is up there in age and has made healthcare and fiction writing his wheelhouse. You really need retired pilots to do this commentary as free of corporate restraints.
You can see Juan on a newscast about the PIA #8303 crash: ua-cam.com/video/3zo7TnxiPW0/v-deo.html.
"The First Officer usually can land better anyway." Spoken like a true First Officer!
Juan. As usual a very informative summary of what actually failed, the sequence of the destruction and the consequences for the plane, crew & passengers.
I think you neatly identified a weak point in the engine certification process for fan blade failure. The damage caused if the blade leaves the disk going forward and the effect on the fire suppression system if the aerodynamic cowling is lost. Brilliant.
He is absolutely correct on the test stand runs they do to certify engines. I build the C ducts and inlets for ground testing and they are built like tanks compared to the actual cowlings used on aircraft. Ground test units can easily contain an event like that.
@Rich Wightman, that made me laugh. Very funny.
@@aaronbugaiski2487 It's also unclear if the test stand supports the engine in the same way (and angle) which would apply when it's on the wing of an aircraft. Certainly, videos of tests don't appear to show anything like the level of vibration apparent from passenger videos of damaged windmilling engines.
"White fart in the wind" is one of the reasons this channel is awesome
I always eat a can of beans the day before i watch.
Absolutely! 🤣
I had to think for a second what he meant. Yes, awesome.
Sung to the tune of “Silver Wings”.
Caught that too..... 🧐
After watching Juan, I jump over to AgentJayZ as he's a jet engine mechanic with decades of experience. Nice hear another factual input on the engine failure scenario. Great video AgentJayz!
You are excellent at explaining the subtleties of flying airliners. Here you did a great job outling all the planning and thought that goes into preparing for emergencies. I hope every airline Captain is as knowledgable and thoughtful as you.
This incident is going to be significant in terms of engineering safety of jet propulsion and management. Great job Juan.
I love the comment earlier... "We have an un-contained media event!" What a roller coaster ride. Thanks for keeping your feet in reality Juan.
Another great report Juan. Your insights and explanations are the stuff of a true professional. Even though I am a retired corporate pilot with 50 years experience, I still learn something from most of your videos.
After your health scare and then the Covid Lockdown I am so glad to see you back in the air again Juan. Great Channel.
Thanks, Juan. You are my Go-To in instances like these. I'm grateful for your knowledge and your ability to give the straight scoop! Thankfully no injuries!
He makes how it all came apart SO UNDERSTANDABLE ... much appreciated
Thanks for the brilliant update peppered with some great humour, glad we can all laugh and smile about the good outcome.
“Were you just creating a white fart in the wind” 😂😂
Guys, we come here for the science. We stay for the laughs.
@Peter Mortensen ❤
When I hear all the information about how aircraft works it's just amazing technology and engineering! Juan's channel is the best aviation channel on UA-cam. Thank you Juan for explaining in a way we all can understand how it works!
Just found this channel, Man alive what a teacher you would have been, just spot on analysis, explanation and illustration, without talking down to non pilots, respect sir, clear skies and happy landings from a cloudy England, where i believe you are at the moment, stay safe and well and keep it up, good stuff
RE fuel dump: "Let's not add fuel to that barbecue!" --fell out of my chair laughing. Gratitude. I needed that.
Haha, it was a good point
Let’s not add fuel to that fart?
It was an amusing way of making the point, and to be honest I never really considered the fact that a fuel dump in an engine emergency situation could very easily become an (unintended) dump'n'burn. Very cool when intentionally performed by an F-111 (I'm old enough to have seen it in person! RIP the RAAF Pigs) but certainly not ideal for an airliner in an engine-out. The directive seems obvious in retrospect. :)
When he said that, my first thought was "Concorde"...
@@sixstringedthing F111's was the first thing that came to mind!
Who are the 17 people who disliked this video? What's NOT to like? This was awesome...I'm sure my fellow AvGeeks will agree.
Media Execs
@@steveholton4130 come on you took the words right out of my mouth lol.
It wasn't me 😳
17 Captains... Lol
People who don’t like facts and prefer the media narrative
Just a remarkable thing and nobody hurt. I've seen the debris pics and the video from the passengers while it was flying. Just amazing. I am not in the airline industry but I have learned a lot from watching your channel and others. So thank you
Thank you so much for your thoughtful and highly detailed synopsis for all the rest of us. I thoroughly enjoy each of your videos on "aircraft". I was a jet mech./ inspector during my time in the US Navy and saw a lot of "interesting" things. You're talking my lingo!
Absolutely superb quality content much appreciated 👍
Gracias Juan, thanks so much for giving so much
So good to get first-class information from an expert who can walk the walk as well as talk the talk.
I always leave this channel wiser than when I arrived.
This is a good thing.
Great job explaining this subject of failure, and the training of the crew. Also very good lessons on the 777s capabilities i.e. fuel dumping, emergency landings, and flight statistics. Engine fan failure also explained very well.
Captain: "This is what we trained for people". Good job to them!
I could listen to this guy all day and night amazing 👍👍 very very knowledgeable.
Mr. Browne, you are so good at explaining. I could listening to you all day. I feel like I am an "insider" getting the real story. Thank you.
Thank you Juan, a National Resource.
As a not so nearby neighbor (about 10 miles as the crow flies) Juan started this reporting with the Oroville Dam problems.... an arena is which he had NO expertise. He still did a better job than any of the local or national news.
I concour!
Thanks for the update Juan !
As you had said early on,
GOOD ON THE UNITED CREW !
This is exactly why so many hours of flight simulator training are required !
In the event of this type,
( or any other type ) of catastrophic engine failure should take place, the hours of training that the flight crew receives, kicks in as an automatic response, keeping everything as routine, and as calmly performed as possible !
Once again,
good on everyone involved Juan !
Flight crew, emergency ground crews, and of ATC !
Everyone involved, created a minimal situation, allowing everyone to be able to go home safely !
Keep up the good work Juan !
Your videos give us in-depth insight into what would otherwise not be available at this detailed level !
Great analysis and description. We are honored to have experts like you available to wade through the media-muck!
From someone who knows nothing concerning aviation, that is one extremely well built engine. To lose a fan blade, stay mostly intact while not exploding or blowing up is a safety measure in itself.
If it was a well built engine it would not have failed!
@@grantjohnston5817 More people have died sniffing paint thinner in the last week than have died in 777's powered by PW during its entire 26 year service life....
@@grantjohnston5817 failures happen, the fact that the engine did not disintegrate when this blade failed means that this WAS an extremely well built and designed engine. The fact that the failure was contained and no internal engine parts other than the failed blade left the airframe indicates amazing engineering.
My aviation enthusiast friend asked me if I'd heard about this incident since I don't watch much news content.
Rather than tuning in to the media frenzy, I simply decided to wait for the blancolirio uploads to find out what really happened.
Thanks for the excellent technical coverage Juan. I'm not a pilot, but I still like to know what's what. Cheers from Australia.
Juan, Excellent report. After an event like this my first "GO TO" to get accurate info is your channel. I laughed along with you when you revealed that the FO can land the aircraft better than the captain.( Any details you would like to share or do we have to wait until you retire?) Regarding ETOPS parameters for HNL routes: Are there any cases where there was a rapid decompression AND one engine OUT so the wounded bird had to limp home at 10,000 feet? That would be a stressful flight. Have a safe flight to LHR.
I could talk for days about ETOPS, but for flight planning purposes it’s all about fuel. Depending on the route, an ETOPS segment could be in the beginning, middle, or near the end of a long flight (I’ve had routes with more than one ETOPS segment). So the fuel on hand is different in each scenario, as are the distances to alternate airports. Either an engine failure, a decompression, or both together will most adversely affect fuel consumption, so the most critical point of the flight is determined and the fuel required to divert from that point is calculated and compared to the planned fuel on board. If there is a deficit, additional fuel is added to the flight to provide the required reserves.
Imagine spending twenty minutes discussing a major 777 incident, and then have to jump into another 777 to fly it for the next eight hours.
Happens all of time. If they can identify a root cause they issue a directive to inspect for that defect. They may order a general inspection but until they know the cause they don’t know what they are looking for.
Juan is so "up on his game" and loves flying so much that he would be miserable in any other profession. He reminds me of an Advanced Chemistry Professor I had in College who could verbaly make the most complex equations and formulations seem easily explained in a manner that was grasped AND understood by EVERY SINGLE STUDENT he had. A GIFT, THAT JUAN SHARES.
I watch aircraft mishap videos routinely. I feel it is a very important learning resource for me, as an aircraft mechanic.
Not very many still flying with this engine type.
Kudos to the engine designers for the kevlar shield containing the turbine scatter. Thanks again Juan for your concise analysis of this event.
I don't think it contained it. Look at the hole under the wing...
Outstanding explanation regarding the events of this one fan blade that decided it no longer wanted to stay with the pack. Damn lone blade. It’s amazing that no one on the ground was struck by TFOA. Damn lucky! Great job reporting these events and great job by Delta’s flight crew in brining this triple 7 in safely!!
ETOPS = Engine turns or passengesr swim lol
:D
Lol
Came here to say this. :-)
Heard that definition from Agent JayZ yesterday. Absolutely hilarious and true.
👍👍👍👍👍🤣🤣🤣
GREAT JOB, EXPLAINING THIS BLADE FAILURE, CAPTAIN, AS AN A&P MYSELF, YOUR VIDEO WAS SUPER INFORMATIVE.!
Thank you Juan for the quick and complete update so soon. You and Victor really bring out all the facts on these incidents and it's really a benefit to aviation to have these discussions.
Thanks for the update have a nice flight.
You’re my go to for aviation investigations, always great work! I’m LSA pilot myself
Great recap deblanco! You're still the best!!! Also, awesome job on the Orrville Dam Disaster!!!!
One of the "benefits" of Covid has been that people like Blancolirio in particular have had time to make and post good shit like this. Thanks Juan.
He Has been doing this long before Covid :)
@@elmuizahmed8657 I believe he said in one of his original videos that he is currently on medical leave from his airline.
My apologies...I just finished watching the video and heard him say that he has to go to work- must be back flying! Thanks for the analysis Juan! Have fun in London.
Another good video and discussion. Nice to hear from one who has experience in the ATP world. I really appreciate how the crew handled this.
A last, a knowledgeable aviation professional, who know what the hell he is talking about!
Thank you for this. It gives me reassurance these skilled pilots are true to their profession. It is astonishing watching that engine out the window after being destroyed like that.
Juan, this channel is one of my fav channels. I’m prior Air Force, and currently learning ti fly. I learn so much for you.
Very interesting! I am sure glad there are people in the cockpits, and control centers, who are trained to handle this type of emergency.
The reason there are NO thumbs down I because this man is as good as they come. Thanks Juan & Godspeed.
There was a similar incident just over three years ago involving N773UA performing flight United 1175.
The NTSB report into this was critical of Pratt & Whitney/
Likely part of the current inspection will involve re-examining of engine maintenance records.
I really love this man explanation of things!! Im not even that much into aviation but I understood everything because of the great analysis..keep it up!!
Well explained as usual Juan.Hope you had a good London trip👍!
Re overweight landing, I didn’t check the density altitude at Denver on that day, but every Denver landing is hot. In any case the pilot flying brought the plane down smooth as butter. As always, a wonderful report.
Thanks Juan. That was quite an education. Glad this one ended well.
Great education. Fewer concerns in my future. I have flown in DC-3s with American Airlines, DC-6s and 707s back in 1962 with BOAC to London and back. (My dad worked for both airlines) Thanks
The severe vibration following the blade failure could have also ripped the engine off its mounting causing damage to the wing and potentislly crashing the plane. This was definitely a close shave near miss. Glad everyone survived. Good piloting and ATC actions allowing the plane to get back on the ground.
Thank JB for the clear explanation.
Hey Juan, Thanks for a great update on this engine failure. Hope your trip to London is smooth with good tailwinds...
Subscribed!
Thank you Mr. Browne for all the great vids.
Best aviation news channel on the planet.
Your discussion of the engine failure actually gives me more confidence for going on a commercial airline. My son in law had a single prop plane whose engine failed in mid flight. He survived, but the plane was totaled on landing. Think I'll stick to commercial airlines.
Great update and good info for potential passengers to have. Fly safe Juan 🙏✌😎👊
About the best explanation of the whole situation that anyone could give.
wow, incredible lecture. Very informative to an interested passenger. thank you.
I often travel in the escape door isle for additional legroom. I have often thought it would be good to be able to experience a ground evac from that isle at least once.
When you really want to know...
Blancolirio!
I am proud of the pilots they handle it very calm
I think your spot on with what happened. Great content as usual. It was a bit concerning to see that fire still going when it got back on the ground. I had questions myself about the effectiveness of the fire suppression system to. I guess more will come out in the investigation.
Even though there was a component failure, this engine mostly stayed together. Amazing.
BARELY... and quite by sheer luck.
Thanks Juan Browne.
Great tutorial!
Regarding media reports : I know they are selling news. So what?
I don’t expect professional pilot knowledge from them.
Oooohhhhh Juan.... you're just FULL of awful puns and innuendo today! I especially liked the "...light that barbecue..." line.... that's truly, hilariously, awful.
Anyone else get the feeling that the Juan was channeling Hank Hill in the first few words of the vid? :+)
My brother is a ND engineer, the carbon Kevlar cowling is about 1.25 inches thick, it's designed to keep the blade from actually coming through the cowling, and into the body of the plane. They are supposed to check the blades with X ray, or ultrasonic occasionally as well visually, though anything could have happened to damage the blade prior or on take off, though stepped up inspections of these blades, and the engines in general. Newer engines have carbon fiber blades probably a better idea now more than ever.
Very well explained. I didn't know about the onboard cameras on the 777. One worry I would have about the scenario of a similar engine failure over the pacific to Hawaii, is how the vibration over the 2 hours it may be to reach the alternate, could be so bad that the entire engine dislodges completely! I know that you said the wing should be able to cope with this, but I remember a crash of a 747 that occurred due to the engine falling away and damaging the leading edge of the wing, making the aircraft uncontrollable. It would be extremely uncomfortable sitting at the window seat next to that damaged engine in flight! 😱
You are correct too about speed....dependant on the damage that has occurred this will affect the resonant frequency where it will vibrate the engine and speed should be adjusted to a low vibration speed.
_"Were you just creating a 'white fart' in the wind?"_ Juan Brown 8:52 Gotta love the Blancoliro channel.
Airframes are designed to withstand cyclic stresses from a out of balance windmilling engine for the full ETOPS time frame at any point in the airframe design service life.
Fun fact: in 2018 another United 777 lost an engine halfway to Hawaii in an almost identical way. The plane they used as a replacement for this flight was that one.
Wow!!
Great job Juan, this is why we have UA-cam.
Merci beaucoup for such a simple and thorough explanation Juan. Magnifique!
The cowling is an integral part of the engine fire containment system by design. There's about a snowballs chance in hell of putting out an engine fire when the cowlings missing. From my days at Rohr designing engine cowling sits what I remember after reading Boeing design requirements. This was the same for P&W, Rolls, GE and CFM.
Great job done by all with a great outcome.
I think back to QF-32 with all the failures on the aircraft plus landing about 45 tonnes overweight and thank God for great and competent pilots .
I am learning so much from him. I dont even care about flying that much, but i am engineer/technician - i enjoy getting the in depht information down to the engineerig level.
thanks a lot for that
Thank you for confirming about the engine mounts being designed to shear off before damaging the wing. I was wondering if that might be the case after seeing the vibration on this event. Good to know!
An excellent update, Thanks for creating and uploading.
Juan, thank you for everything you do. Your detailed descriptions are beyond fantastic. Thanks also for answering my question about 1 engine thrust reverser on landing.
Wow!!!!!!!!Fabulous Video!!! Concise and complete evaluation the entire situation and the responses and actions the Captain and First Officer must take to avoid a catastrophe !!!! Many!!!!!!!! Thanks. Juan!!!!!!!!!!! This further cemented my subscription to your channel!! Looking forward to your next video when you return from London!! No!! Engine failures!! An un-eventful and run of there mill Trip.
I’ve flown that model, and quite possibly that very aircraft. United did not have external cameras on any of our 777-200 series aircraft unless they added them after I retired 4 years ago.
Wrt ETOPS, the nominated single engine speed (for use in an ETOPS diversion) is only for planning purposes, in as much that it defines the 'Rule Distance' (in conjunction with the 'Rule Time' that's been approved by the relevant NAA for the airline / aircraft type) and remembering that, for ETOPS diversion planning purposes for Rule Time 180 minutes is calculated at the all-engines-operating cruise speed, corrected for winds and temperature.
Furthermore, an airline can select the speed it wishes to nominate for its ETOPS diversion strategy and that speed then becomes part of its ETOPS approval. A range of speeds is available, subject to a number of considerations, e.g. is terrain likely to be limiting during the ETOPS diversion (flying higher to avoid mountains, means less thrust and less thrust results in going at a slower speed) or is the diversion likely to be across the ocean (i.e. terrain is not limiting) in which case more thrust is available and with more thrust available you can go faster. And it should be noted that there is no requirement to do the ETOPS divert at 10,000 ft... the diversion (and the nominated speed that goes with it) can be planned for & flown at any altitude deemed appropriate (subject to terrain clearance).
In the event of an actual failure in flight (thus making it an emergency) the PIC can choose to fly the aircraft at any speed he/she thinks is appropriate; typically that would be a slower speed than the nominated ETOPS diversion speed (which is usually chosen to be as fast as possible) and, ergo, the subsequent diversion - if it had occurred at the CP - would take longer than the airline's approved ETOPS 'rule time' (and there's nothing wrong with that). However, if the reason for the divert is due to a cargo fire, it would be prudent to crack-on a bit, wherein cargo hold fire suppression systems are designed to contain the fire for at least the length of the approved 'Rule Time' + 15 minutes (and not for longer).
My $0.02 worth.
ETOPS =. engines-turn-or-people-swim
Yep. It used to be called EROPS = Engines running or passengers swimming. I think that was better 😂
Except there are areas over land that I’ve flown (Central Africa and Western China) that are remote enough to have ETOPS segments. Not a lot of swimming in the Gobi or Sahara deserts....
That shows what incredible pieces of engineering those engines are...
OR, How increfibly hard are those pushed to the limits, in search for more fuel savings, performance or lowering emissions. The fact is that "too many" engines are failing recently.
@@alfredomarquez9777 do you have any idea how many planes are in the air at anyone time ?
Really great information. Very informative and easy to understand for a non-pilot like me.
First like from west of Ireland
Cheers from across the pond🇮🇪🇺🇸
remember to wave at Juan as he passes over in a few hours (edit: track permitting of course)
I am totally amazed that this stuff does not occur daily. Flight is an amazing made - made mechanical achievement.
It’s very fortunate in this case, aside from the obvious success that nobody was injured and the plane and passengers were saved, that the engine stayed on. They’ll be able to get a way better idea what caused everything now. I bet that was crazy onboard though.
Great job man, love your tech insight and cut to the chase! Cheers.
4:04 Engines are tested without the QEC kit, but they still have a bell mouth, cradle and test cowlings installed. Those pretty much simulate the engine cowling...
That was so lucky. That could have taken out all those passengers on that plane too. They probably need to review their blades or something a bit more. Otherwise we're going to get into some serious trouble ----- not going to be so lucky next time. It panned out ok this time, which is nice. Agreed ---- excellent report by Juan.
Hi Juan, really good video. Just curious if you would change anything you said about the 777 systems in this video after your video with captain Behnam of UAL flight 1175? I’d love to see an interview with the captain of flight 328 to see how his aircraft handled in comparison to flight 1175. Would be very cool if you could interview both captains at the same time. Really glad I found your channel, you do a tremendous job explaining everything. Remember, never let an airplane take you somewhere your brain didn’t get to five minutes earlier!