UAL 328 UPDATE Fan Blade Failure B777-200 22 Feb 2021

Is there an acronym for flight attendants causing an uncommanded/unnecessary evacuation such as CFT?

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...

The interview with the Captain shows that theorie is different from praxis. In the real world the Autopilot would disconnect, and the digital Engine gauges would Show everything is ok for 30 seconds. In the meanwhile the plane is Banking 45 degrees

Also, with ground evacuations, I've seen countless videos of people sliding down the emergency chute with their laptop bags or other carry on items. There should be a law that states no one be allowed to take anything with them that isn't necessary for their survival once an evacuation is underway. I believe the rule of thumb is 90 seconds to successfully evacuate a plane once it is on the ground. Every time someone goes to fetch their laptop bag or some other item, that adds a few extra seconds to EVERYONE trying to evacuate the plane. Multiply that by several dozen people and you now turn a 90 second evacuation into a 3-5 minute evacuation and when there is leaking fuel involved, every second counts. People are literally trading other people's lives just so they can keep their laptop with them.

This might be a stupid question but is there some button or procedure a pilot can go through to manually dump the entire engine off of the plane? This would probably be under very extreme specific circumstances (like flying over water, etc), but I can imagine there might be a scenario where the failed engine is causing structural issues with the wing so the pilot might want to just completely ditch the engine off of the plane. Is such a thing possible or is that just something where no scenario would present itself where performing such an action would be overall beneficial for the emergency? Obviously you wouldn't want to do this over an inhabited area but if you are flying over water or the desert or some remote unpopulated area, perhaps dumping a damaged engine would keep the wing from slowly destructing due to the constant vibrations from the dead engine. Also, I don't know how much an engine weights but my guess is that suddenly losing that amount of weight on one side of the aircraft would cause the plane to immediately start banking in one direction. The side of the plane where the engine is disconnected from the wing would probably make that wing more efficient aerodynamically since the dead engine isn't producing drag any longer. However, there's probably all types of fuel / hydraulics lines that would have to be terminated, etc. My thinking here is that a controlled disconnect and ejection of a dead engine would be preferable than an engine coming apart and taking parts of the wing / hydraulics with it. This kind of reminds me of the devastating flight of AA 191 DC-10 where maintenance procedures to disconnect the engine from the plane were shortened by removing the entire pylon with the engine still attached because it meant just removing (4?) bolts instead of hundreds. The problem with that maintenance procedure though caused the pylon to possibly get bent / fractured and that micro-fracture would grow over time until the Pylon itself self-destructed causing the engine to flip off over the wing. RIP to that crew and those passengers. This idea is probably one of those ideas that sound interesting in theory but presents a batch of other issues in the real-world (dealing with fuel / hydraulic lines, dropping the engine in such a way that it doesn't slap into the rudder, etc.) It could probably be designed successfully but it might turn into a economic issue (how often do you have a catastrophic engine failure involving a broken fan blade, etc.) Another option might be the ability to ditch the fan blade assembly itself so you don't have the violent shaking from the freely moving fan blade assembly but again, that would probably complicate the design of engines themselves. It would be super cool if there was a system advanced enough to individually ditch specific fan blades to regain overall balance for the entire fan itself.

It's called a blade off event.

What about the damage to the underside of the aircraft? That worries me more than the engine failure.

Looks like the work of a " gremlin "

Finally a voice of knowledge ,logic and reason..

very nice review. Just found your channel. Nice to have a knowledgable person talking about these events.

Incredibly interesting video. USN 68-74, ETR-2, GCA RADAR and TACAN tech, NAS Miramar, 70-74

wow good man very knowledgeable

I like your videos. THANKS

Great report. Don't be late for work.

Can a 777 even fly to return to airport if one engine becomes detached from wing?

It's not oil or hyd fluid fueling the fire, no smoke!

But would be better if the broken blade was to stay inside. Probabilities of disasters involved. When it goes outside , there are some ways, like a 1 to 5 "roulette" chance, it can fly into the plane body and do some catastrophic job.

i Juan, I was wondering, just how much vibration is needed to actually separate the whole engine from the aìrcraft, as this event caused very serious control problems.

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.

Imagine things that humans make break .Wow we are so surprised .Humans are so stupid

Is maneuvering the plane with one engine such as making a u-turn safe, or does it add to the complexity?

Juan or A&P experts, can the Airlines choose or change engine between manufacturers for the 777, let's say replace theese P&W Engines with GE or Rolls Royce without having to expending millions modifying the 777?

Investigators should also look at the cowling section attached to the nacelle for sign of fatigue. For the nose of the cowling to detach, virtually undeformed (too clean) seem inconsistent with sequential failure initiated by a broken blade. The possibility of the blade breaking off, then cleanly cutting the following blade mid-span, then bouncing off forward to slice the cowling...while the plane is accelerating to, or at cruising speed seems to be not logical. Could a blade slice another if they are both moving/rotating in the same speed and direction? In one of the photos, it showed the bypass stator blades were completely obliterated (caused by ingested blades?) 'Possible that the failure started by the cowling near the nacelle instead?

Juan, would it be in your area of expertise to comment on the Frontier de-icing incident in BNA? This was a very serious incident and would love to learn about what happened. If not, no problem. Thanks.

Loved your videos but please change your background music, it sounds like some Arabian night TV episode curtain raiser

WOW AAAAAAAAAAA++++++++++++ again great video I liked it a lot keep up the great work

Thank god it contained the flying blade.

The NTSB needs to hire you. You prove all the techinco munbo jumbo into basic english. Well Done!!!!!!

Just watched your recent interview with Captain Benham. His experience calls into question many of the comments in this video about single engine operations. It would appear that much of what you said in this video is applicable to a simple engine shutdown without cowling damage. The UAL fan blade incidents with cowling damage added the factors of disrupted airflow/impacted aerodynamics and the necessity to perform a controllability check to determine aircraft flying characteristics due to damage. Brings back lots of memories of military flying. The comments on hand flying or lack there of helped me realize how lucky we were in flying the diverse missions in the C-130!

I worked on smaller jets, and when you pull a fire suppression handle before rotate it would cut off Fuel Hydraulic and Electric. The question is, is it universal, or was it just on our jets? Thanks to anyone responding.

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.

Can we still trust this brand?

Thanks very informative great video 👍

Wouldn’t happen with a Trent

The 777 is an awesome aircraft. Delta uses the Trent engine, which I think is a better engine. But the aircraft is a powerhouse. This and the 757 best Aircraft ever made.

Well explained , Thank you.

I am quite shocked by this. 3D printed blades? Are they out of their god damn minds? I've been in factories operated by LHT etc... Blade process is very expensive. So In effect. The blades are the most important thing next to the wings. And you make them out of what amounts to f***ing cardboard? Whoever made that decision should be strung up. I hope to god that LHT don't go there. Bit of info here. Large airlines usually have their own prefab parts factories for high wear stuff. Saves on import/Demand cost. Downright shameful.

Do they make lawnmower blades, I hope not.

Ok I got it every thing is over engineered and the backup syatems are over killing the over engineered thingy. Very good!!! Now P&W and RR can we have the brakes to stop the windmilling feature of the failed engine. So as to save the million ton mass shower on the inhabitants of land. In case the 3 point support fails

How do you design an engine so that doesn't happen?

"land uneventfully" is the strangest word i've heard when landing with a failed engine is described.

Thank you for your thorough explanation.

Holy s*** I can't believe they only have like that few cameras actually looking at the body of the plane

That ring ended up next door to a friends house

I know it sounds mad, but maybe we really need to consider explosive bolts on the mounts as an absolute last measure so you could dump an engine like that, in the event it doesn't extinguish ? Over land I can't see that being an option unless you were crossing a desert or something tho. Why don't we have a wider selection of camera's as well ??

You mentioned the cameras to look at the landing gear. Have you seen the youtube video on Biden's new plane? The first thing that came to mind when I saw it was, " There's no way the Air Force would let an idiot like that near ANY plane ! Never mind pilot Air Force One! " Frankly, the video is so stupid it's extremely funny. It's called Biden's New Plane. If they built this plane in real life, it'd probably cost somewhere in the billions if not trillions of dollars.

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

Awesome..

They are still removing the seats , the captain had the only clean seat .

Each of those blades impart tons of force in that area near the root and closest to the hub. The energy at every given point is about the weight of a fully loaded school bus. The blades will actually stretch sometimes...hence the abradable material. We are usually not allowed to do any blending or repair work in those areas due to it. Any damage is usually grounds for a blade change and disc re-balance. Bad as it looks, this appears to be a contained failure. The ice impact trays are scuffed up (as you'd expect in this kind of failure) but the kevlar ring does not appear punctured in the images. The fact that the engine continued windmilling was the best thing for that fire...strange as it sounds. It meant the laminar flow due to the rotating components kept the flame from propagating outward from the core towards the wing structure.

Летающий гроб США!)))

plus the moment you get a 500mph airstream under the cowling nacelle thing id imagine it would start ripping it right off.

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.

How did the fuselage take damage, was it a piece of fan blade or the cowling?

Very interesting! I am sure glad there are people in the cockpits, and control centers, who are trained to handle this type of emergency.

this guy is awesome. he covers ALL the bases. thank you, Juan...

In this case with fan blade failure it was causing uncontrolled shaking which could have resulted in the mounting system to fail engine failing to the ground? Why wouldn't it have some kind of internal brake to stop it from freewheeling?

Thanks India. Better, faster, fail.

Imagine this had happened halfway to Hawaii over the ocean instead of right by the airport!

Difficult watching this!

Amazed at those bolts holding the engine on the wing did'nt let go..

I m deeply impressed by your ability to explain the complicated themes to people who are not pilots. Gratulations

Great informative video! I like that painting on your wall. Where did you get it?

हिंदी मै trleshan

Old B777-200 and 767 in US should be retired from commercial service

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 !

I am proud of the pilots they handle it very calm

Still no PIA 8303 CVR?

What happens if both engine do the same thing

lets say that engine snapped off.. will that plane still fly?

Great synopsis again Juan . Knowledge is power and intellect fuels it . It's like learning medical procedures or understanding a diagnosis ..... It doesn't mean we can operate or be a doctor , but we can mentally go over things we've learned and make a calmer decision . [quick question] When you're at the equal time point and you must descend to go forward , do you drop down and flatten out at level flight ? Or do you recalculate an economical fuel arc ? (Using the safer altitude as the half way point in that arc ?) .

It cracked from hitting the ground , not from the “cow ling”

I wouldn't be horrified by an event like this, but I can only imagine how much shaking there would be by the balance of a broken off fan-blade, I'd probably embrace the free message though. I'd also assume that the fire is only because the engine might still be running and there's no cowling left to obstruct the view of what might be a normal view if the cowling was transparent.

Totally waste of Energy in Background two Bulbs are Gluing in day Sunlight.😒

I see your flying Janet air

Just blah_blah_blah🥱

Heaven help us 😢😢

Some of the information that this bloke is explaining is frightening 😩😩 who is he?

Nah, there's no way that piece went forward at 500mph... Nose ring cowling isn't "cut"... Look how jagged that is... Thet blew off when the engine inhaled the broken fan blade.

Mr jaun its was nice that you tolked about the EtopS, and also it will be nice if you talk about what happen in test cell Belding after every engine overhaul 🤔

Okay so how come on the test stand why don't they test with the cowling attached? If that cowling had killed someone on the ground the same question would be asked and P&W plus United would be in settlement negotiations toot sweet.

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.

thank god this didn't end up a disaster. that could be the end of Boeing.

Denver has very long runways 12000-15000

Great to hear the real story told by a real guy! People: We all need to turn away from the dumbed-down talking heads on mainstream media. They suck.

Juan starts this clip in feral mode..."Well there's yo problem boss" Lmao...

Thank you for an excellent explanation of the event and the role of the pilot, 1st officer and the autopilot in engine out landing and ETOPS events.

Sounds bad ...i will walk or drive..seems airplane manufactures lost the way on how to make a plane..but hey it is just a alum can carry highly volatile fuel

Interesting that you said "200 knots", when no 'TRUE WIND SPEED' was recorded.

4:19 The blade out tests are done with a Nose cowl. You can't run an engine without a nose cowl. The test cells use a more sturdier nozzle than the ones used on Aircraft. The "nose cowl" is not part of the containment structure. Only the fan case (Kevlar wrapped).

Why is there a switch to disable the autothrottle on each engine ? Surely the concept of auto, it should AUTOmatically switch off the auto throttle when the pilot cuts the fuel, the fire alarm sounds, the fire control is pulled etc. !! What sort of thickos are making these aircraft ?

13:00 Talking about slowing the vibrating engine down.... Well, I'm think any totally dead engine should be dumped ! Not only could you dump a fire that way but you also lose a lump of engine causing a lot of drag that you'd be better off without !

Eventually, I would hope the manufacturers would integrate cameras into the skin on the fuselage, pointing at the engines.

I wonder why there is no emergency braking system to stop the engine from windmilling. That is why the engine was shaking so much after losing the fan blade.

Thats a duh after seeing more. But all my lay peep friends are blaming boeing. If the engine sheers off. What results an is it survivable?

Btw. Boeing did no build the engine.

Like a video of my car when a drop of oil on my driveway.... an a 1/2 show on that drip 💧, in Great detail.... with closeups of the drip and the actual pavement the singe drip dropped on.... ??? Lmfao

I heard the Boom looked up Saw the Plane and saw the White Fart turn Dark. If that helps. I was loading Groceries at the King Soopers parking lot off hwy 287 in Broomfield Co.

If the 2nd fan blade (fragment) had not impacted and split the inlet, the inlet stays on, and the nacelle stays in one piece, with a functioning fire-suppression system. With the engine missing 1 1/3 fan blades, it would still windmill and vibrate from the blade-out, but it would have remained together to complete the abbreviated flight back. The Kevlar belt that forms the fan case did its job and contained the initial blade-out. Obviously, the reaction of the adjacent blade fragment and its trajectory needs to be understood.

Engine drop-off: just imagine this as a passenger ... 1st a loud bang ... then a violent yaw-roll-pitch when the cowling goes off ... then a bit later out of nowhere the engine drops away ... „works as designed“ ...