I liked the Czech ATC not bothering the pilots with "say intentions when possible" and "do you want to turn now or later" and other pointless chatter while the pilots were dealing with the engine failure checklist. They just answered "okay" when Delta announced they'll keep flying direction and will contact ATC later. ATC needs to clear the airspace and runways anyway, regardless of what Delta says or doesn't say. And ATC needs to keep the pilots clear of constantly being interrupted by ATC. "Air France vacate runway at Charlie" was also minimal, not jamming the frequency with "Air France do you want to return to the gate", which will always be replied by "need to call company first". Everyone knows that the airport is essentially closed for some time. Unimportant crap must be dealt with later, not in the first minutes.
@@KeithStewart-zn8mg sometimes I get the impression that some ATC in the US just go through a script and ask questions which the pilots already answered in advance or which don't make sense at that point in time, just causing distraction to anyone who has to listen on tower frequency.
Incidents where there is loss of life or equipment are the ones that make the news, but as an aspiring private pilot, I find the emergencies where the crew manages the emergency successfully so much more enlightening. "In an emergency you will not rise the the occasion, you will fall back on your training."
You've made a very insightful observation. Indeed, emergencies that are handled successfully by flight crews often don't make headline news, but they are valuable learning experiences for both aspiring and experienced pilots.
In tactical training we were taught that when put in a stressful situation (not even life threatening) you will default to your lowest level of training. It's just how our monkey brains work when faced with danger.
@PRC533 People with Alzheimers will remember "overlearned" things. It explains how Glen Campbell, when barely able to form a sentence and not recognizing the people around him, played and sang "Wichita Lineman" perfectly. The complex series of actions required to do that were embedded deeper in memory than his family members' names. A performance that brought tears to my eyes.
@@EdOeuna An emergency aircraft dealing with an engine failure. Wind from the left, right engine failed, why worry about exactly maintaining runway centerline? Fly the aircraft, run the engine fail checklist, then get vectors back for the landing. Crew did a fine job!
@@johncox4273 - you’ll not have been in a sim then. The tracking of the aircraft following an engine failure on take off is a critical component to the overall safety of the flight. The upwind area of an airport is surveyed. An engine out flight path is only enough to clear obstacles by 35ft. If you start drifting away from the centreline and keep going then you’ll risk drifting out of the surveyed area where there isn’t the guarantee of terrain clearance. My local airport has an engine out SID to follow off one of the runways. This creates a turn at about the departure end threshold because there’s a multi-storey building that pokes into the departure envelope. The building prevents the 35ft terrain clearance.
@@EdOeunaHi Ed. Yes, in my career as a corporate pilot I’ve been to Flight Safety over 75 times, so I am very familiar with simulators and engine out procedures. You’re right, at some airports with high terrain around, if you loose an engine you have to follow the departure procedures exactly to avoid hitting rocks. My comment was that they requested a straight out departure, which with no terrain to avoid, aircraft control and heading is the first priority, not runway track. In the old days when doing engine failures on take off we would set the heading bug to the runway heading, then make sure to maintain that heading after loosing the engine.. That’s what we were graded on, not our runway track. I know the FMS’s are very smart now and can display runway track on the PFD’s and even on the Flight Director, but absent any terrain issues, to me heading and airspeed are the most important things to maintain. In the debrief they might bring up a diagram of the track, but as long as we had done a good job maintains runway heading a little left or right of runway track was not a big deal. Now on SE missed approaches it is important to fly the missed approach procedure for training and checking, since one has excellent course guidance, and it is very easy to follow. Our Embraer Legacy flies beautifully on one engine, which make it very easy. In real life, one can always ask for alternate missed approach procedures, such as a heading and altitude to make things easier. I’m retired from flying now, but I work at Flight Safety as a right seat guy, so I’ve seen a lot of take off engine failures in the sim, some terrific and some not so great. 😫 But on a check ride heading and speed control are what counts. We do most of our check rides out of Memphis, and there is a SID, but everyone declares an emergency and flies straight ahead until the engine is secured and the aircraft is at a safe altitude. Some clients sop’s say no turns until 1500 feet AGL, and some say to climb straight ahead to the MSA. No terrain to be worried about in Memphis. Of course departing a mountainous airport such as Aspen it is very important to fly the SID least one hits the mountains. We use a service called APG which has special engine out procedures for challenging airports. We can load those procedures into the second FMS, or if the FMS’s are linked, we load it into the secondary flight plan, then make it active if needed. At Aspen it differs from the Lindz9 a bit by clearing a large hill north of the airport by a slightly different track and flying up the valley sooner. Every little bit helps at Aspen! When I wrote this I expected that you might disagree with my assessment, but mostly we’re on the same page. I’m not making an excuse for sloppy or unsafe operations, but just pointing out that the Delta crew did an excellent job handling the engine failure, their small drifting off of the runway centerline to the right not withstanding. Take care-fly safe!
There were actually three first officers up front on this one along with the Captain, of course. All three FO's are instructors. Awesome people and pilots. I've flown with several of them. So glad this worked out.
@@jimmyoverly3512standard procedure for long haul flights. All crew in the cockpit for TO and landing. I can guarantee you that those in the jumpseat didn't want to mess things up for the folks at the controls. All aircraft procedures are designed for standard crew, and any pilot in the jumpseat knows they will only intervene (and concisely) if somehow the ones up front missed something. Kudos to the crew for getting this one back down in an apparently safe and correct manner!!
Great coverage Juan. As a young TWA 727 flight engineer years ago, I had an engine fire warning right at VR out of LaGuardia and ended up diverting to JFK. It was a pretty busy flight deck. Fortunately I already had already been flying the C-130 for several years, so I was well versed in in flight emergencies. Looking back on 30+ years of airline flying, the training, procedures, and equipment are so much better now. I still remember that day at LGA like it was yesterday though.
Its always impressive when you see an airliner climbing out after losing an engine. These guys did a great job managing not only the aircraft but their own reactions once the engine quit.
I was on this flight. It was definitely a scary moment, but the pilot and crew did an amazing job keeping everyone calm and getting us back on the ground safely.
My grandfather was wounded in Italy in WWII by a German grenade with shrapnel to his back and was shot through his wrist. The scariest thing he said about the whole experience was his first and only plane ride back on a C-47 transport to the rear to be operaated on.He was hearing the engine on one side of the plane backfire before take off,no sooner than the wheels left the runway it statred to spit and sputter causing the plane to yaw back and forth as the engine was catching then the engine quit! He said that the plane yawed so severly that when it quit that he was praying and scared for his life! He was in the 91st infantry Divison. Miss you Grandpa!
"No messin around with holding patterns, dumping fuel or getting all wrapped around the axle with the checklist" Right awn Juan! 😅 Another example of training training, training. Then more training. 😊 God bless ALL the pilots out there. Keep the blue side up and THANK YOU!
One of my favorite pilot write-ups while working F-15 engines.. "Felt a bump @100kts on roll-out.. half a boot of left rudder & jet was still heading right" lol
Thanks for the video and explanation of what occurred Juan. My wife and I were inbound on a Lufthansa flight from Munich when this happened. Our quick thinking LH Captain made the decision to divert immediately to Dresden where we were first on the fuel truck and first out when Prague reopened. Great work by the Delta crew and full credit to the LH skipper for his great decision.
Jaun your special. Due to medical costs you’re my only Patreon. Your channel is one I would never cancel. An old Luscombe pilot. A 65 hp and an 85 hp. The Luscombe will keep your stick and rudder skills proficient.
As a crew chief on a 135 sitting in the IP Seat on TO we were wheels free when I called #3 Oil ( it fell out ) and about 2 seconds later it blew up. ( Catastrophic Uncontained Turbine Failure ) The T handle went red… the AC said Chief/Boom… go get me a visual. We had a persistent fire with no fire fighting capabilities ( KC 135A did not have a Halon Bottle in the strut ) Later we found out It took out the Firewall package..so the T handle did nothing and the engine was shut down ( well the fuel was ) from the fuel panel which was a QRI anyway. We made one fast and tight right pattern.. DUMP as much fuel as possible and came right back… flight time of about 5 minutes. Had a Full Bird AC and a Lite Bird CP … I’m a E-4 and the Boom was a E-5. The Col flew it like a 106… it all happened so fast there was no time to get scared
My one (and only) engine failure on a B767 resulted in a successful return to the airport right at Max Land Wt. By the time the fire trucks cleared us to taxi I began to blow fuse plugs. I managed to get it clear of the runway before all the MLG tires went flat. My reward was a terse letter from the Chief Pilot full of shoulda - coulda - woulda Monday morning quarterback verbiage. No $20 gift certificate for me.
@@robertbennett6697 No, cooler heads prevailed when my union stepped in and, along with the FAA, determined I did everything as I was trained. The overheated brakes were because I did not use reverse thrust on the remaining engine. Previously, our company had a crew that slid off the side of a runway during a single engine landing resulting in a collapsed gear (and substantial damage to a nearly mew Boeing) so the policy was to use brakes only on a single engine landing. Our Chief Pilot “forgot” that. No injuries in either of these accidents - thankfully.
Pretty incredible from a maintenance side, too. Flightradar24 shows that N175DN is scheduled to return to JFK on Sep 5th. So only 4 days to fix the aircraft and return it to service. Nice job from TechOps!
Its not that bad/big of a job to change an engine with a reasonably experienced crew. A little more work if they needed to change the pylon for some reason. The biggest time sink for a job like that is having the crew, tooling, and equipment coordinated along with a replacement engine & parts. An airline such as Delta is going to have pretty much everything kitted & waiting for these occasions and AOG teams on-call.
Great job, I agree. During my 33 year career I only had one engine malfunction which really wasn’t. Carried out a precautionary shutdown due to high engine oil temp in excess of the allowable 15 minutes and flew around 280 nm on one engine and landed. Turned out to be a failed thermocouple and the engine was fine. This was in a B737-400.
Saw the original video with this plane incident earlier, but did not spend much time thinking about it. Nice to know that it was expedited textbook style. Thank you for another eminent report.
Great job Delta crew............if we ever meet, I'll buy you all the Starbucks you want. Kudos also to the Air France crew for offering ATC to vacate the runway, making sure all options were open for the Delta flight.
A source of frustration for non-US pilots and ATC is the non-ICAO radio procedures American pilots use. An initial Pan Pan or Mayday call conveys the degree of emergency and helps get everyone on the same page, particularly in non-English environments. It’s the way the pilots are trained and they got the message across so no criticism of them intended, great job.
@@EdOeunaengine loss on a two engine aircraft is a full blown emergency. But I’ve had two emergencies and I don’t see the need to say mayday when all is calm and well. The word “emergency aircraft” is mainly just to clear the air and reduce workload. Everyone seems to get wayyyy too worked up over saying “mayday mayday mayday”
@@EdOeuna i agree with you. But in the two times ive had to declare, there was zero reason to exlaim "MAYDAY MAYDAY MAYDAY" when I was already talking to the controller. The origins of the words are to gain attention. We already have it.
@@alexmelia8873 - too much is made of “mayday”, hence I suggested “pan” in my first response. It still draws attention to your plight, but in a much calmer way.
in my 46 years of flying here in the US (44 professionally) I have had half a dozen or so emergencies and never once have i uttered "mayday" over the radio. A quick call sign and the phrase "we're declaring an emergency" will get their undivided attention every time.
As always thank you for taking us through this event offering descriptions that are understandable for those of us that are not pilots. As I watched this questions kept coming to mind and you answered them all. I always leave your videos knowing a little more about the world of aviation. Thank you.
When I retired at 65 yo I'd been flying B-767's for about 3-4 yrs. I also had the dubious reputation for shutting down 4 engines on T/O's. I was just lucky, I guess, since only 3 or 4 other crews had shut down Any engines.
Yeah, I was thinking this might have been a bird strike... well done to the crew! Glad your flight was successful and routine, Juan. Nice job on this video!
Anyone in a window behind the wing on the RHS got a first hand scary visual when the engine let go. I had 2 million miles with Delta as a passenger flying to Europe and South America before I retired in 2015. Glad I never experienced that. Delta was great to fly with. Great video Juan as usual.
that crew handled it so well. I wonder who was flying and who was monitoring. and I assume it was the pilot monitoring who did the talking on the radio. I wish we could get long-form interviews with pilots who are successful in these situations. I guess when they are still working it isn't something the airlines allow.
In a situation like this at my airline, we will generally give the airplane and the routine ATC communication duties to the FO. This frees the Captain to run checklists, coordinate with company resources, cabin crew, and passengers.
Great video! The crew obviously did a great job! Someday I’ll tell you about losing #3 at rotate on a C-5A out of Clark AB, PI. in 1982! I was sitting at the flight engineer panel!
I was watching a departure of a UPS flight from the observation area at Syracuse,NY, when they had to reject a takeoff near V1. I was surprised at the violence of it. They had plenty of runway left, but the power of it impressed. impressivimpressive
Awesome job from the Delta Crew. Fantastic situational awareness from Air France suggesting to vacate the runway. Phenomenal job by Juan explaining the scenario. Great result on all counts. The system worked as designed
Where did 'emergency aircraft' come from? The call is 'Mayday, Mayday, Mayday'. Inventing your own sayings will cause problems in other parts of the world, like China where saying something like 'emergency aircraft' will do absolutely nothing. Other than that, you're right Juan, well done.
Nice work. I especially like the part where ATC stood by when the pilot declared an emergency. Didn’t ask ten thousand questions immediately while the crew is trying to clean it up.
Thanks for addressing the “turning into the dead engine” aspect, great video and great analysis! This is a great camera angle, nice that it tells who’s up next, where they’re going, etc.
This is another awesome video. Big thanks from a non-pilot subscriber. Your wealth of knowledge and experience makes all the difference. I always learn from your work.
Procedures matter, preparation matters, competency matters. teamwork matters. Don't cut these critical efforts to save a few dollars as it saves lives. Thankk Juan.
The crew requested “a straight out” which is procedurally different from “runway heading” - which is why they were attempting to track back to runway centerline. Great job crew! Keep climbing Delta Air Lines!
Excellent commentary JB. This seems very routine despite its rarity in ones career....Good use of CRM and emergency management to make it all seemless. Thanks
Outstanding view and reporting on this. It was, text book. Stayed calm & cool in the cockpit. Nobody got hurt. That's a great crew. Thanks for another fantastic report on seems like daily happenings.
Thanks. Great job to the pilots. I was a passenger flying out of Atlanta and as we were climbing out, one of the engines that I could see out my window suddenly belched donuts of fire and then the call came through that we were going to return to the airport. We flew around dumping fuel over the Georgia peach crop for quite a while and then landed. I was really happy as the flight was to South Africa and if it had happened over the Atlantic this could have been a different outcome. 😊
My good friend Cody D. is a Delta 767 f/o international training pilot and he knows these guys...he said there were two (or 3) instructor pilots on the flight deck and acknowledged this to be a test book engine failure to a safe return!
There is a missing info that 767s had an optional fuel dumper factory option - that is not installed, as it is able to land with full take-off weight, which is an important feature to make such simple 20-minute landing in single circle.
I was on a 767 flight out of Orlando that lost an engine on takeoff. Most of the passengers on my flight were oblivious to what happened, until the pilot made an announcement. I was almost asleep when I felt the yaw and noticed that we weren’t climbing out like normal. We ended up back at MCO without incident. I missed my first flight that day, then the next flight lost an engine, then took another through MSP instead of ATL that ended up diverting to OMA when a flight departed the runway at MSP and they shut the airport down.
Juan - thank you for this post. I fly domestic with AA at least once a week and appreciate the explanation of what happens when something goes wrong. Bravo!!!
Engine Fire Severe Damage or Separation memory items Boeing 767 Auto Throttle Arm switch off, (only one A/T auto throttle not availabe with one engine inoperative) Thrust lever affected side, confirm Idle, Fuel Control Switch affected side, confirm CutOff, Engine Fire Switch affected side, confirm Pull If the engine fire warming light is illuminated, affected Engine Fire Switch Rotate to the stop and hold for 1 second. Congrats to the Delta guys on this emergency. Thank you Juan for the review!
Phenomenal example of the old "Aviate, Navigate, Communicate" adage. Great work by ATC as well. I flew into Prague a few times while deployed to Europe last year. These guys were phenomenal through and through. First time I ever flew a VFR STAR, however.... that absolutely threw me for a loop lol. Controllers were very patient with me.
I'm not a pilot,, just always been fascinated with such a robust Heavy piece of equipment gliding through the air. absolutely fascinating to me... and commentator Definitely explains with utmost professionalism
There was Captain OE going on, that's why it was textbook. Also, the airplane ferried back to JFK today (05 SEP) so I'm guessing it was (only) a bird strike and not a failure of the powerplant.
Nice work Delta! Great vid Juan. As always great analysis. Tower should also be commended for not bugging the crap outta these guys. Looks like it wasn’t too busy. 22 minutes in the air. Those pilots were busy!
love Juan's quietly professional approach, and his no-frills recording studio :) You're hear to see Juan, not his "accidentally" displayed memorabilia.
That was an awesome display of procedures CRM and coolness under pressure. That’s what I was taught early and used in a recent type rating course. My partner and I would do the same thing pretty much and then communicate
I love your commentary on Airline problems in flight. Your first hand knowledge makes me feel a little safer when I fly. I used to take Hawaiian Airlines from Sac to Honolulu and they flew the 767's! I always wondered what would happen if one of the engines went out! Now I know!
Ahhhh.... What a joy to see priority management in action! As an checker, I *[We!] pushed A-N-C hard for decades. Great to see a demonstration of How-its-Done! Kudos as well to ATC for their discipline and professionalism. *Disclaimer: my Air Force [USAF exchange] Instructor - and Vietnam F4 hand - first enlightened a bumbling me to the concept of just flying the aircraft first, figuring trajectory and then talking to ATC. He had some other gems, like "When something goes BANG[!]: Wind the clock. You're still alive; winding will stop you doing something really silly, and give you the GMT time for the incident report. My favourite is still Speed/Altitude/Ideas : pick two! --- the Delta Crew seem to have done all 3 out of Three.
As always, very nice presentation Blancolirio. I found it very interesting to see the wing tip vertex from the engine smoke just prior to engine shutdown.
Juan - DEC 1978 over Marietta GA, flyin' along towards ATL in TriStar, w/ah...well 3 engines. #1 outta gas so had 2 left, #3 out of gas leaving middle motor...which ran out giving us...middle, well you know...so ID'd ourselves as Delta Glider Flight powered by RAT. Controller said #1 on any runway except one under re-construction! Capt set her down on foote, full brakes, kidde-cornered RT on 1st cutoff towards terminal, full brakes, LT on Taxiway, full brakes all the way even across AMR Apron, button-hook to RT, pulled into vacant Gate, known as "Our Gate"! It was night, so no wind, no RAT, Bat Trees flat, no lights, so Fire-Rescue having been scatted off Taxiway when found out we'd be usin' it, then paced back & forth on Taxiway not finding crashed TriStar, a big item to lose. Tower finally advised we were guests of AMR who had put out the tire fires, so Fire/Rescue & Medical to return to Ready Stations. These Delta & ATL folks really know what they're do'in, so fly on Delta liners, hope they put more than 10 bucks in 'er, and relax...
Thanks Juan Fascinating and very interesting tid-bit to learn that's not often spoken about. AP cannot 'just be engaged' at anytime if pilot commands so. It requires the same stability parameters to engage, as it would when it disengages. Seems odd to read that back and only then realise it's just common sense. Assumption changes everything!
Love when Juan is proud of the flight crew doing a great job.
I liked the Czech ATC not bothering the pilots with "say intentions when possible" and "do you want to turn now or later" and other pointless chatter while the pilots were dealing with the engine failure checklist. They just answered "okay" when Delta announced they'll keep flying direction and will contact ATC later. ATC needs to clear the airspace and runways anyway, regardless of what Delta says or doesn't say. And ATC needs to keep the pilots clear of constantly being interrupted by ATC. "Air France vacate runway at Charlie" was also minimal, not jamming the frequency with "Air France do you want to return to the gate", which will always be replied by "need to call company first". Everyone knows that the airport is essentially closed for some time. Unimportant crap must be dealt with later, not in the first minutes.
Well put. Is there a difference between countries on how ATC communicate with pilots?
Roger dodger !
@@KeithStewart-zn8mg sometimes I get the impression that some ATC in the US just go through a script and ask questions which the pilots already answered in advance or which don't make sense at that point in time, just causing distraction to anyone who has to listen on tower frequency.
Indeed, it was a very good job by the ATC, too!👍
It's because they told them they'll call them back.
Incidents where there is loss of life or equipment are the ones that make the news, but as an aspiring private pilot, I find the emergencies where the crew manages the emergency successfully so much more enlightening. "In an emergency you will not rise the the occasion, you will fall back on your training."
Blanco should populate more of his content with emergencies-well-handled.
That quote is absolutely true. Another good quote is “Average people train until they get it right. Champions train until they can’t get it wrong”.
You've made a very insightful observation. Indeed, emergencies that are handled successfully by flight crews often don't make headline news, but they are valuable learning experiences for both aspiring and experienced pilots.
In tactical training we were taught that when put in a stressful situation (not even life threatening) you will default to your lowest level of training. It's just how our monkey brains work when faced with danger.
@PRC533 People with Alzheimers will remember "overlearned" things. It explains how Glen Campbell, when barely able to form a sentence and not recognizing the people around him, played and sang "Wichita Lineman" perfectly.
The complex series of actions required to do that were embedded deeper in memory than his family members' names.
A performance that brought tears to my eyes.
Even when flying in the simulator, engine failures are quite startling when the plane suddenly moves longitudinally from the yaw. Well done, Delta!
Interesting how they drifted off the centreline by a long way. That would be a repeat in the sim for me.
@@EdOeuna An emergency aircraft dealing with an engine failure. Wind from the left, right engine failed, why worry about exactly maintaining runway centerline? Fly the aircraft, run the engine fail checklist, then get vectors back for the landing. Crew did a fine job!
@@johncox4273 - you’ll not have been in a sim then. The tracking of the aircraft following an engine failure on take off is a critical component to the overall safety of the flight. The upwind area of an airport is surveyed. An engine out flight path is only enough to clear obstacles by 35ft. If you start drifting away from the centreline and keep going then you’ll risk drifting out of the surveyed area where there isn’t the guarantee of terrain clearance.
My local airport has an engine out SID to follow off one of the runways. This creates a turn at about the departure end threshold because there’s a multi-storey building that pokes into the departure envelope. The building prevents the 35ft terrain clearance.
@@EdOeunaHi Ed. Yes, in my career as a corporate pilot I’ve been to Flight Safety over 75 times, so I am very familiar with simulators and engine out procedures. You’re right, at some airports with high terrain around, if you loose an engine you have to follow the departure procedures exactly to avoid hitting rocks. My comment was that they requested a straight out departure, which with no terrain to avoid, aircraft control and heading is the first priority, not runway track. In the old days when doing engine failures on take off we would set the heading bug to the runway heading, then make sure to maintain that heading after loosing the engine.. That’s what we were graded on, not our runway track. I know the FMS’s are very smart now and can display runway track on the PFD’s and even on the Flight Director, but absent any terrain issues, to me heading and airspeed are the most important things to maintain. In the debrief they might bring up a diagram of the track, but as long as we had done a good job maintains runway heading a little left or right of runway track was not a big deal.
Now on SE missed approaches it is important to fly the missed approach procedure for training and checking, since one has excellent course guidance, and it is very easy to follow. Our Embraer Legacy flies beautifully on one engine, which make it very easy. In real life, one can always ask for alternate missed approach procedures, such as a heading and altitude to make things easier.
I’m retired from flying now, but I work at Flight Safety as a right seat guy, so I’ve seen a lot of take off engine failures in the sim, some terrific and some not so great. 😫 But on a check ride heading and speed control are what counts. We do most of our check rides out of Memphis, and there is a SID, but everyone declares an emergency and flies straight ahead until the engine is secured and the aircraft is at a safe altitude. Some clients sop’s say no turns until 1500 feet AGL, and some say to climb straight ahead to the MSA. No terrain to be worried about in Memphis.
Of course departing a mountainous airport such as Aspen it is very important to fly the SID least one hits the mountains. We use a service called APG which has special engine out procedures for challenging airports. We can load those procedures into the second FMS, or if the FMS’s are linked, we load it into the secondary flight plan, then make it active if needed. At Aspen it differs from the Lindz9 a bit by clearing a large hill north of the airport by a slightly different track and flying up the valley sooner. Every little bit helps at Aspen!
When I wrote this I expected that you might disagree with my assessment, but mostly we’re on the same page. I’m not making an excuse for sloppy or unsafe operations, but just pointing out that the Delta crew did an excellent job handling the engine failure, their small drifting off of the runway centerline to the right not withstanding.
Take care-fly safe!
@@EdOeuna they drifted slightly, but not much. No right-minded TRE would fail someone for the amount of drift they had (and then rectified).
There were actually three first officers up front on this one along with the Captain, of course. All three FO's are instructors. Awesome people and pilots. I've flown with several of them. So glad this worked out.
The folks in the training department should be happy!
Do you know Cody?
Sounds like a lot of cooks in the kitchen!
@@jimmyoverly3512 long haul augmented crew.
@@jimmyoverly3512standard procedure for long haul flights. All crew in the cockpit for TO and landing. I can guarantee you that those in the jumpseat didn't want to mess things up for the folks at the controls. All aircraft procedures are designed for standard crew, and any pilot in the jumpseat knows they will only intervene (and concisely) if somehow the ones up front missed something. Kudos to the crew for getting this one back down in an apparently safe and correct manner!!
This Delta crew was well prepared for this B767 emergency. Aviate, Navigate, Communicate. Excellent work Delta pilots. Congrats.
Aviate, Navigate, Communicate.
They aren't called Delta Professional Pilots for 'nuthin.
I love it when Juan is able to cover an aircraft incident handled properly with no loss of life.
Delta has always been one of favorite airlines 👍👩🏻✈️🇺🇸
Bingo! Came for the cliché, not disappointed.
Great coverage Juan. As a young TWA 727 flight engineer years ago, I had an engine fire warning right at VR out of LaGuardia and ended up diverting to JFK. It was a pretty busy flight deck. Fortunately I already had already been flying the C-130 for several years, so I was well versed in in flight emergencies. Looking back on 30+ years of airline flying, the training, procedures, and equipment are so much better now.
I still remember that day at LGA like it was yesterday though.
Its always impressive when you see an airliner climbing out after losing an engine. These guys did a great job managing not only the aircraft but their own reactions once the engine quit.
I was on this flight. It was definitely a scary moment, but the pilot and crew did an amazing job keeping everyone calm and getting us back on the ground safely.
Can you tell off memory what PA’s were done, if any, please.
how loud was the bang
My grandfather was wounded in Italy in WWII by a German grenade with shrapnel to his back and was shot through his wrist. The scariest thing he said about the whole experience was his first and only plane ride back on a C-47 transport to the rear to be operaated on.He was hearing the engine on one side of the plane backfire before take off,no sooner than the wheels left the runway it statred to spit and sputter causing the plane to yaw back and forth as the engine was catching then the engine quit! He said that the plane yawed so severly that when it quit that he was praying and scared for his life! He was in the 91st infantry Divison. Miss you Grandpa!
Those old WWll stories are amazing. Luckily he lived to tell about it. 🙏
"No messin around with holding patterns, dumping fuel or getting all wrapped around the axle with the checklist" Right awn Juan! 😅
Another example of training training, training. Then more training. 😊
God bless ALL the pilots out there. Keep the blue side up and THANK YOU!
One of my favorite pilot write-ups while working F-15 engines.. "Felt a bump @100kts on roll-out.. half a boot of left rudder & jet was still heading right" lol
Well done to those pilots. Delta trained them well.
Nothing beats good training, no matter what the emergency happens to be. Great job Delta!! Hats off to the crew!!
Thanks for the video and explanation of what occurred Juan. My wife and I were inbound on a Lufthansa flight from Munich when this happened. Our quick thinking LH Captain made the decision to divert immediately to Dresden where we were first on the fuel truck and first out when Prague reopened. Great work by the Delta crew and full credit to the LH skipper for his great decision.
Jaun your special. Due to medical costs you’re my only Patreon. Your channel is one I would never cancel. An old Luscombe pilot. A 65 hp and an 85 hp. The Luscombe will keep your stick and rudder skills proficient.
Thanks for your support drenk!
As a crew chief on a 135 sitting in the IP Seat on TO we were wheels free when I called #3 Oil ( it fell out ) and about 2 seconds later it blew up. ( Catastrophic Uncontained Turbine Failure )
The T handle went red… the AC said Chief/Boom… go get me a visual.
We had a persistent fire with no fire fighting capabilities ( KC 135A did not have a Halon Bottle in the strut ) Later we found out It took out the Firewall package..so the T handle did nothing and the engine was shut down ( well the fuel was ) from the fuel panel which was a QRI anyway.
We made one fast and tight right pattern.. DUMP as much fuel as possible and came right back… flight time of about 5 minutes.
Had a Full Bird AC and a Lite Bird CP … I’m a E-4 and the Boom was a E-5.
The Col flew it like a 106… it all happened so fast there was no time to get scared
My one (and only) engine failure on a B767 resulted in a successful return to the airport right at Max Land Wt. By the time the fire trucks cleared us to taxi I began to blow fuse plugs. I managed to get it clear of the runway before all the MLG tires went flat. My reward was a terse letter from the Chief Pilot full of shoulda - coulda - woulda Monday morning quarterback verbiage. No $20 gift certificate for me.
Did you lose your job?
Sounds like the same company I worked for. Company rules required 2 week notice prior to your death..... Good job crew.
@@robertbennett6697 No, cooler heads prevailed when my union stepped in and, along with the FAA, determined I did everything as I was trained. The overheated brakes were because I did not use reverse thrust on the remaining engine. Previously, our company had a crew that slid off the side of a runway during a single engine landing resulting in a collapsed gear (and substantial damage to a nearly mew Boeing) so the policy was to use brakes only on a single engine landing. Our Chief Pilot “forgot” that. No injuries in either of these accidents - thankfully.
Good job!
Really liked seeing the lnsta-yaw physics at engine failure.
"Reach back behind you and grab a couple potatoes of rudder trim" had me chuckling. That is a new one for me.
You can tell Juan is a First Officer because he used his left hand to retrim the rudder.
Pretty incredible from a maintenance side, too. Flightradar24 shows that N175DN is scheduled to return to JFK on Sep 5th. So only 4 days to fix the aircraft and return it to service. Nice job from TechOps!
No kidding ! A lot of work for certain .
Its not that bad/big of a job to change an engine with a reasonably experienced crew. A little more work if they needed to change the pylon for some reason. The biggest time sink for a job like that is having the crew, tooling, and equipment coordinated along with a replacement engine & parts. An airline such as Delta is going to have pretty much everything kitted & waiting for these occasions and AOG teams on-call.
Delta Wrenches are the best in the business. Always had confidence in the jet because of their work.
The new engine arrived to PRG from Atlanta Sep 3th 09:38 CEST (National Airlines flight N8862, B747-400F).
@@michalpavlat3943 Do you know if that aircraft had PW4060?
Great job, I agree. During my 33 year career I only had one engine malfunction which really wasn’t. Carried out a precautionary shutdown due to high engine oil temp in excess of the allowable 15 minutes and flew around 280 nm on one engine and landed. Turned out to be a failed thermocouple and the engine was fine. This was in a B737-400.
better safe than sorry!
@@maeton-gamingindeed.
I feel cheated as I have never had an engine failure in 50+ years of flying.
Saw the original video with this plane incident earlier, but did not spend much time thinking about it. Nice to know that it was expedited textbook style. Thank you for another eminent report.
Great job Delta 79! Good comms and putting the priorities first. Fly the plane!
Great job Delta crew............if we ever meet, I'll buy you all the Starbucks you want. Kudos also to the Air France crew for offering ATC to vacate the runway, making sure all options were open for the Delta flight.
My son is Atlanta right now training on the 767 for Delta. Thanks for the video!
Tell your son not to chop the power in the flare on the 767 …😂
Somebody's running a scam on this channel
They handled the incident amazingly well. Good job everyone!
Fantastic analysis and walkthrough as always Juan! Always a pleasure watching your videos
Thanks! Here's another Starbucks card for you.
Haa! Thanks Crimony!
I’m in aircraft qualification at Delta right now and all I can say is: LIKE WHAT! They do it Very Well here I love it.
I also noticed how quickly he pitched down for airspeed it was almost instantaneous. Impressive
Thank you for putting this up. This is an amazing demonstration of the professional skill of the pilots.
A source of frustration for non-US pilots and ATC is the non-ICAO radio procedures American pilots use. An initial Pan Pan or Mayday call conveys the degree of emergency and helps get everyone on the same page, particularly in non-English environments.
It’s the way the pilots are trained and they got the message across so no criticism of them intended, great job.
“Pan pan. Pan pan. Pan pan. Delta 123. Engine fail. Climbing straight ahead, 3000. Standby”.
@@EdOeunaengine loss on a two engine aircraft is a full blown emergency. But I’ve had two emergencies and I don’t see the need to say mayday when all is calm and well. The word “emergency aircraft” is mainly just to clear the air and reduce workload. Everyone seems to get wayyyy too worked up over saying “mayday mayday mayday”
@@alexmelia8873 - but the argument is that “emergency aircraft” isn’t a universally accepted radio call.
@@EdOeuna i agree with you. But in the two times ive had to declare, there was zero reason to exlaim "MAYDAY MAYDAY MAYDAY" when I was already talking to the controller. The origins of the words are to gain attention. We already have it.
@@alexmelia8873 - too much is made of “mayday”, hence I suggested “pan” in my first response. It still draws attention to your plight, but in a much calmer way.
Good job and good video Juan! Thanks
You missed one point, calling Emergency outside US does not mean much. Mayday Mayday Mayday is better call.
in my 46 years of flying here in the US (44 professionally) I have had half a dozen or so emergencies and never once have i uttered "mayday" over the radio. A quick call sign and the phrase "we're declaring an emergency" will get their undivided attention every time.
As always thank you for taking us through this event offering descriptions that are understandable for those of us that are not pilots. As I watched this questions kept coming to mind and you answered them all. I always leave your videos knowing a little more about the world of aviation. Thank you.
When I retired at 65 yo I'd been flying B-767's for about 3-4 yrs. I also had the dubious reputation for shutting down 4 engines on T/O's. I was just lucky, I guess, since only 3 or 4 other crews had shut down Any engines.
Yeah, I was thinking this might have been a bird strike... well done to the crew!
Glad your flight was successful and routine, Juan. Nice job on this video!
I've said it before, I'll say it again... THANK YOUR PILOTS! There was no WTF?!?, There was no panic, there was just pure professionalism.
Good to know that the second engine on an airliner is just there for aesthetic symmetry, LOL.
Great video as usual, very informative.
Nice to know these big jets have plenty of extra performance to allow additional safety and ability to fly back.
I’m a mechanic for a major airline. 33 years. Love your videos. Always aim for safety.
I love a happy ending! Respect to the crew for calm management of the situation.
Anyone in a window behind the wing on the RHS got a first hand scary visual when the engine let go. I had 2 million miles with Delta as a passenger flying to Europe and South America before I retired in 2015. Glad I never experienced that. Delta was great to fly with. Great video Juan as usual.
that crew handled it so well. I wonder who was flying and who was monitoring. and I assume it was the pilot monitoring who did the talking on the radio. I wish we could get long-form interviews with pilots who are successful in these situations. I guess when they are still working it isn't something the airlines allow.
You are right, it would be interesting. I’d like to hear them say what went right and what wisdom would they tell other pilots.
look for BryanClementi post above. He explains who was onboard.
In a situation like this at my airline, we will generally give the airplane and the routine ATC communication duties to the FO. This frees the Captain to run checklists, coordinate with company resources, cabin crew, and passengers.
THE page to come to for aircraft incidents. Juan always explains with empathy
Great video! The crew obviously did a great job!
Someday I’ll tell you about losing #3 at rotate on a C-5A out of Clark AB, PI. in 1982! I was sitting at the flight engineer panel!
I was watching a departure of a UPS flight from the observation area at Syracuse,NY, when they had to reject a takeoff near V1. I was surprised at the violence of it. They had plenty of runway left, but the power of it impressed. impressivimpressive
Juan, it's good to see and hear you're still making great videos! Perfect analysis.
I'm reading "The Checklist Manifesto" now. Checklists save lives in aviation, medicine, and other jobs with high complexity.
Awesome job from the Delta Crew. Fantastic situational awareness from Air France suggesting to vacate the runway. Phenomenal job by Juan explaining the scenario. Great result on all counts. The system worked as designed
Where did 'emergency aircraft' come from? The call is 'Mayday, Mayday, Mayday'. Inventing your own sayings will cause problems in other parts of the world, like China where saying something like 'emergency aircraft' will do absolutely nothing. Other than that, you're right Juan, well done.
Nice work. I especially like the part where ATC stood by when the pilot declared an emergency. Didn’t ask ten thousand questions immediately while the crew is trying to clean it up.
Thanks for addressing the “turning into the dead engine” aspect, great video and great analysis! This is a great camera angle, nice that it tells who’s up next, where they’re going, etc.
Superb airmanship--thanks JB and obviously, the amazing active crew.
This is another awesome video. Big thanks from a non-pilot subscriber. Your wealth of knowledge and experience makes all the difference. I always learn from your work.
Procedures matter, preparation matters, competency matters. teamwork matters. Don't cut these critical efforts to save a few dollars as it saves lives. Thankk Juan.
The crew requested “a straight out” which is procedurally different from “runway heading” - which is why they were attempting to track back to runway centerline. Great job crew! Keep climbing Delta Air Lines!
Excellent commentary JB. This seems very routine despite its rarity in ones career....Good use of CRM and emergency management to make it all seemless.
Thanks
Outstanding view and reporting on this. It was, text book. Stayed calm & cool in the cockpit. Nobody got hurt. That's a great crew. Thanks for another fantastic report on seems like daily happenings.
Great job as always Juan, I’d guess this DL incident will be part of their CRM discussions for a long time to come.
Thanks. Great job to the pilots. I was a passenger flying out of Atlanta and as we were climbing out, one of the engines that I could see out my window suddenly belched donuts of fire and then the call came through that we were going to return to the airport. We flew around dumping fuel over the Georgia peach crop for quite a while and then landed. I was really happy as the flight was to South Africa and if it had happened over the Atlantic this could have been a different outcome. 😊
My good friend Cody D. is a Delta 767 f/o international training pilot and he knows these guys...he said there were two (or 3) instructor pilots on the flight deck and acknowledged this to be a test book engine failure to a safe return!
There is a missing info that 767s had an optional fuel dumper factory option - that is not installed, as it is able to land with full take-off weight, which is an important feature to make such simple 20-minute landing in single circle.
I was on a 767 flight out of Orlando that lost an engine on takeoff. Most of the passengers on my flight were oblivious to what happened, until the pilot made an announcement. I was almost asleep when I felt the yaw and noticed that we weren’t climbing out like normal. We ended up back at MCO without incident. I missed my first flight that day, then the next flight lost an engine, then took another through MSP instead of ATL that ended up diverting to OMA when a flight departed the runway at MSP and they shut the airport down.
Great outcome due to following standard procedures, fantastic breakdown of the situation Juan.
Juan - thank you for this post. I fly domestic with AA at least once a week and appreciate the explanation of what happens when something goes wrong. Bravo!!!
Engine Fire Severe Damage or Separation memory items Boeing 767
Auto Throttle Arm switch off, (only one A/T auto throttle not availabe with one engine inoperative)
Thrust lever affected side, confirm Idle,
Fuel Control Switch affected side, confirm CutOff,
Engine Fire Switch affected side, confirm Pull
If the engine fire warming light is illuminated, affected Engine Fire Switch Rotate to the stop and hold for 1 second.
Congrats to the Delta guys on this emergency.
Thank you Juan for the review!
Your content is always compelling Juan - and much appreciated
Thanks 432!
Stunning video! Really shows the effects on the plane! This is better than Netflix!
You answered my question at the 7 minute mark about the dead engine as I was typing about this very issue. Thanks for the great work.
THIS is why I love this channel! You explain it so clearly. A good teaching moment.
Well done Delta crew!
Phenomenal example of the old "Aviate, Navigate, Communicate" adage. Great work by ATC as well. I flew into Prague a few times while deployed to Europe last year. These guys were phenomenal through and through. First time I ever flew a VFR STAR, however.... that absolutely threw me for a loop lol. Controllers were very patient with me.
Bravo Zulu to the flight crew. They were at the top of their game and stayed ahead of the jet.
I'm not a pilot,, just always been fascinated with such a robust Heavy piece of equipment gliding through the air. absolutely fascinating to me... and commentator
Definitely explains with utmost professionalism
Perfect valance of narrating and letting the ATC/Pilots audio be heard. Nice job.
Hats off to all involved. Love it when professionals save the day
The professionalism these flight crews demonstrate is impeccable. Great job in landing this aircraft safely.
Fascinating textbook demo of engine failure on takeoff and perfect handling with good outcome. Great video Juan.
There was Captain OE going on, that's why it was textbook. Also, the airplane ferried back to JFK today (05 SEP) so I'm guessing it was (only) a bird strike and not a failure of the powerplant.
ATC deserves credit for not bothering the emergency aircraft with questions.
Yeah, that’s great!
Nice work Delta! Great vid Juan. As always great analysis. Tower should also be commended for not bugging the crap outta these guys. Looks like it wasn’t too busy. 22 minutes in the air. Those pilots were busy!
I love it when Juan is able to cover an aircraft incident handled properly with no loss of life.
Impressive power for one engine to be able to shove nearly 200 tons skyward.
No seriously. It’s crazy thinking about that
All from one side. Amazing skill, engineering design and training.
Per the Delta website, the engines on N175DN are two Pratt & Whitney PW4060’s.
37 years flying for a major airline luckily, I’ve never had to deal with that in real life. Super job Delta!
love Juan's quietly professional approach, and his no-frills recording studio :) You're hear to see Juan, not his "accidentally" displayed memorabilia.
Thats a beautiful patern, wow.
Juan, I was about to ask about turning into the dead engine. I'm glad you explained the difference from light twin props.
WOW! Expert procedures followed to a T. Delta? Hang onto this crew!!!!!
That was an awesome display of procedures CRM and coolness under pressure. That’s what I was taught early and used in a recent type rating course. My partner and I would do the same thing pretty much and then communicate
I love your commentary on Airline problems in flight. Your first hand knowledge makes me feel a little safer when I fly. I used to take Hawaiian Airlines from Sac to Honolulu and they flew the 767's! I always wondered what would happen if one of the engines went out! Now I know!
As always, stellar coverage and information.
Ahhhh.... What a joy to see priority management in action! As an checker, I *[We!] pushed A-N-C hard for decades. Great to see a demonstration of How-its-Done!
Kudos as well to ATC for their discipline and professionalism.
*Disclaimer: my Air Force [USAF exchange] Instructor - and Vietnam F4 hand - first enlightened a bumbling me to the concept of just flying the aircraft first, figuring trajectory and then talking to ATC. He had some other gems, like "When something goes BANG[!]: Wind the clock. You're still alive; winding will stop you doing something really silly, and give you the GMT time for the incident report.
My favourite is still Speed/Altitude/Ideas : pick two! --- the Delta Crew seem to have done all 3 out of Three.
Thanks for the shout out to agentjz channel. He does great stuff.
Fine work by the Delta crew...thx Juan for the coverage.
As always, very nice presentation Blancolirio.
I found it very interesting to see the wing tip vertex from the engine smoke just prior to engine shutdown.
Juan - DEC 1978 over Marietta GA, flyin' along towards ATL in TriStar, w/ah...well 3 engines. #1 outta gas so had 2 left, #3 out of gas leaving middle motor...which ran out giving us...middle, well you know...so ID'd ourselves as Delta Glider Flight powered by RAT. Controller said #1 on any runway except one under re-construction! Capt set her down on foote, full brakes, kidde-cornered RT on 1st cutoff towards terminal, full brakes, LT on Taxiway, full brakes all the way even across AMR Apron, button-hook to RT, pulled into vacant Gate, known as "Our Gate"! It was night, so no wind, no RAT, Bat Trees flat, no lights, so Fire-Rescue having been scatted off Taxiway when found out we'd be usin' it, then paced back & forth on Taxiway not finding crashed TriStar, a big item to lose. Tower finally advised we were guests of AMR who had put out the tire fires, so Fire/Rescue & Medical to return to Ready Stations. These Delta & ATL folks really know what they're do'in, so fly on Delta liners, hope they put more than 10 bucks in 'er, and relax...
Great content as always! One thing thoug. It's not "Prague, Europe", it's "Prague, Czech Republic" ;)
Thanks Juan Fascinating and very interesting tid-bit to learn that's not often spoken about. AP cannot 'just be engaged' at anytime if pilot commands so. It requires the same stability parameters to engage, as it would when it disengages. Seems odd to read that back and only then realise it's just common sense. Assumption changes everything!
In thrust we trust!
List is a gift, thurst is a must!
Not always, as revealed.