Honeywell is fine with you sharing this information ? , they are so paranoid about everything .... They will add you more courses on the Learning hub now LOL

Thank you for your service. You are an inspiration around the world. An ability you possess perhaps only comes with experience as one may expect

As a pilot and total aviation geek who did the power-plant part of an A&P I appreciate the detail :-)

I would love to hear the story about how the video shoot was done. Cool job.

Interesting about the 'bird test'. I remember seeing an infamous failure when the 'bird' used was mistakenly taken straight from the deep-freeze and not thawed out, so instead of an oven-ready turkey hitting the engine, a solid block of ice - effectively a cannon ball - was fired into it at several hundred miles per hour. There were no survivors.

Thanks Ronald!

At 8:38 Juan mentions rather casually that, “remember on these big planes you can’t see the engines from the cockpit.“ Now how stupid are the designers of these planes not to have a camera system so you can see the front angle and back angle of the engines with video cameras embedded in the fuselage. Are there any intelligent engineers out there designing airliners? In this story alone we find out that the goddamn pilots didn’t even know the engineer failed for a minute or so, because they couldn’t see the goddamn thing in the instruments all froze up. Is this not the stupidest industry in the world? We need a new generation of designers and engineers that have some common sense!!!

@@steveperreira5850 Just as a hypothesis, maybe the designers by and large aren't incredibly stupid, and maybe there is a bit more to it than supergluing a Gopro mount to the cabin window. Why doesn't your car have cameras looking fore and aft at each of the four tires? After all tires blow, and when that happens to a front tire and you are busy texting, you are going to end up in the ditch. That is a really serious event that could happen just anytime, and you can't see the tires from the driver's seat. Shouldn't you have cameras on your tires?

@@lwilton LOL. Amen.

@@steveperreira5850 hi but ‘what’s COMMONSENSE”? It’s No longer common ! Cheers 🇺🇸🇺🇸🇺🇸🇺🇸

So true! Do you think Gates and Wozniak ever conceived the notion of how bad it could actually be? They must have? Lol

Exactly. Useful information from qualified people.

Instead we got Facebook and 4chan. 🤦‍♂️

@@danoberste8146 Ah, the glass is half empty...

The blancolirio channel is one of the best... no doubt.

Since he’s a pilot who flies 777s I sure hope he doesn’t get props! 🤣

@@j2simpso - lol

It's very fascinating stuff...would love to read more about how the sausage is made. "how its made" for wonky aerospace geeks...How I wish!

Question: How do you cast repeatable, precision voids (in titanium, no less) into long, compound-curved shapes like inlet fan blades?

Lost Wax and Lost Foam techniques. Provides really uniform parts. Usually a few thousandth proud and then milled mechanically or chemically to spec.

@@OgamiItto70 kzfaq.info/get/bejne/epxgabyZtbSbgmQ.html www.madehow.com/Volume-1/Jet-Engine.html the first link shows a infotainment version .. the second link shows a bit more in depth...notice the distinction between manufacturing processing between fan blades and compressor/turbine blades .

Internal voids not so much unless several pieces are welded together for the part.

Not as technical, but, boroscope technology, while able to take measurements and record in incredible detail, has remained greyscale for much the same reason.

Which was the conclusion reached in the tabular report on the testing facility shewn in the video.

Plus Pixel size. 3 Pixels are "wasted" for 3 colors when trying to see the smallest of details. A tiny crack can be obscured because of the color. B&W gives you a smooth gradient from Black to white to see changes in density. It is also why Astrophotography (think Hubble) uses "false color" to get as much imaging detail as possible at a given resolution and pixel size of the imaging chip array.

@@gnuspudguns Actually I use a full color borescope for diagnostic purposes and so do several other industrial repair shops in the area. If we convert it to digital then it is saved as a B&W (greyscale) image.

@@JeffCounsil-rp4qv True, but with the advent of the 128 megapixel cmos imager there is now sufficient detail even under 1000x to do both true color and greyscale. Things have advanced many fold since the Hubble Telescope was launched.

I used to live close by the Jupiter Florida PW facility and many I night I fell asleep to the rumble of the engine test stand.

I worked in East Hartford, P & W.

@@mariejoy8598 Yes, he worked in CT. Passed away at 90 two years ago.

that's not silly I think that would be a much better way of doing it. A cracked vs uncracked blade I'd expect to return different frequencies.

Yep, the emissivity of metals is low. Paint also helps cut down reflections when taking photos.

Dumb question! Does Magnefluxing work on non ferrous metals??

@@steveholton4130 Magnaflux is a company name. Among other things, they make a couple types of fluids: magnetic particle inspection (MPI) and fluorescent penetrant inspection (FPI). To answer your question, mag particle would NOT work, but FPI would.

FPI would not work in the internal structure of the blade. FPI will only detect cracks on the surface. These blades are not solid structures.

@@Errror404 Thanks for the straight answer. I believe that Magnaflux invented MPI so back in the day (1960s) when you took your racing engine to a shop to have it MPId, it was called magnafluxing because they provided the technology and the equipment.

@@aaronbugaiski2487 Also, as I susspected!

Inspecting hollow titanium fan blades for in-service fatigue cracking on interior surfaces is an extreme challenge for any nondestructive evaluation method. These micro-cracks (discontinuities) might not reflect enough ultrasound energy to be detected by conventional ultrasonic methods. Thermal acoustic imaging tries to cause the discontinuity to generate a thermal signal by causing the sides of the discontinuity to rub together thereby generating heat. An infrared imaging device then attempts to detect this weak thermal signal. Surface emissivity and just knowing where to look are big issues to overcome. Probably the greatest issue of all is creating meaningful standards that simulate actual defect conditions to calibrate and certify the test method. The hollow blade may need to be stressed during testing to simulate operating load conditions.

@@richardpeugeot9143 Yes, I've been musing over this...taking a light read on how engine cowls are "tested" for the containment and excursion risk, engines are intentionally forced into failure on static stands. There are no aerodynamic loads conducted to see the effects for rating these cowls for real world conditions. I think that is probably going to be the next step for researches to lend some new test experiments ...in a mach windtunnel, and then see how these cowls manage fan blade and HPT blade and disk failure. That's probably where they are focused for nextgen designs...It's just common sense to look at how the cowls operate in these failures at high aerodynamic loading. then, also musing...the very thing you were talking about wrt TAI inspections/testing. I would imagine there is a certain amount of fatigue permissible...but these tests are being performed when the blades are NOT under the same kind of real world loads. I am certain the scientists have modeled and tested and re-tested what that permissible test value can be or what a rejection threshold is. But it stands to reason, just as in the static engine failure example above, one might be looking at how to re-create aerodynamic stresses on the fan blade and then conduct the test. How to accomplish this would be an engineering challenge, but not a technologically impossibility. For instance, one could induce a apparent load on the fan blade simply by changing the thermal state of the target...and then dynamically altering this thermal delta rapidly, while testing the most common areas where a stress is likely to result in failure... It would be a challenge, but I think this is probably going to move some needles about how to best innovate toward a better test regime.

@@tdmmcl1532 TAI or any nondestructive inspection method is meaningless without standards that simulate the discontinuity of interest in the areas of interest to qualify and calibrate the nondestructive inspection method. The calibration standards must be able to be duplicated so that the blade manufacturers as well as those doing in-service inspection are working from the same page. All metallurgy has discontinuities at some level. But when does a discontinuity become a rejectable defect? Some parts are designed with no thought given as to how they are to be nondestructively evaluated to determine the end of service life. Sometimes critical components that cannot be reliably evaluated nondestructively are life limited and must be retired at a certain point in the service life. This may be the case with these large diameter fans using hollow titanium blades that are difficult if not impossible to reliably inspect in a cost-effective manner. It may be cheaper to just replace the blade. The long term solution is to turn these large fans at a lower RPM as in a geared engine and design the blades in such a manner that they can be nondestructively evaluated. Quality has to be designed in from the beginning. Quality cannot be inspected in!

@@richardpeugeot9143 my understanding is that these fan blade ARE designed with DNI technologies "in mind" and so have both limited life AND permissible discontinuity AND rejection values. And the manufacturing process QC and the maintenance DNI QC technologies are essentially equivalent...Adequate to make correlations that are valuable for both ways improvements and feedback. I think the weak area, is that in testing, as you mentioned, the target is not being subjected to loads...and so one might be missing an important part of the total picture with respect to micro-defects, or fatigue. I think broadly, this is the case with many of the inspections...But obviously this takes in a much more significant consideration wrt to engines for obvious reasons. Even with current regimes, it's obvious to me reading former NTSB recommendations that DNI operators are not entirely consistent with the documented established practice. As with any technology, things can get very out of control, if the process isn't followed properly or errors go unnoticed and unattended. I suspect the entire regime is going to get another close look...as it should.. the day that this industry refuses to learn how to innovate from experience, I'll hand my hat up and shoot the horse.

@@tdmmcl1532 So often NDI methods are evaluated under laboratory conditions that don't fully simulate the real world condition these fan blades experience. Sometimes it is very challenging to take an NDI method out of the lab and apply it on the factory floor and also under "in service" conditions. How much thought was given to the creation of realistic fatigue crack standards for the hollow blade geometry?

What a downer.

It's the law.

You and me, both.

@@raleedy - It's only a theory.

Blackness of a body relates simply to the IR emissivity vs temp- it's the max possible. One way to replicate that is to have a small opening into a cavity in the object. The IR intensity out of that opening will be that of a black body at that temp. Typical hand-held IR thermometers are set to assume that all radiating bodies have

Thanks to the Brit fishermen! That North Atlantic has to be cold!

I strongly suspect that the salmon is in fact farmed Scottish salmon.... Dont be fooled by the hype! PS I live near one of their farms and we dont like it, not one bit, the farm, the environmental effect, the product.

@@dougaltolan3017 Scary to contemplate the salmon farm water contaminating the Scotch distilleries, not mention people's drinking water.

@@rickhopkins3863 Fear not, the salmon farms are in the sea,while distilleries use closely guarded springs. Where Scots get drinking water? Mostly out of a whiskey bottle.

You played yourself.

"Salmon and asparagus, shame their paths never crossed, they go well together! " With Juan flying, both sides of the pond get to enjoy the combination.

Well. Since it's called "thermal" I'd assume they (also) look at the blade with an IR camera and (aka thermal camera), like one of the higher end FLIR models. Infrared waves are really light, just longer wavelength, and as all light, it reflects off shiny surfaces. E.g. you can't see through glass. Same with polished titanium, so they have to apply a mat black paint first. A piece of (masking)tape would do the same, but would be too hard to get applied uniform in corners and such. When I first heard of TAI, I thought they just added a controlled heat source to one end of the blade and watched how the heat spread out. The ultrasonic part explains the acoustic part.

The paint is to provide an surface with consistent emissivity for the IR cameras.

That's the word Ultrasound...but correct me if I m wrong as this kind of inspection or another similar must be done in engines once an airplane reaches its thousands cycles of flying...cause it's know that after those thousands cycles parts of its structures suffer mainly from metal fatigue...

my limited understanding is that an enveloping material OF KNOWN properties allows the test results to establish clear and precise visual representation of the precise surface of the target. and because it tickles. and everyone knows that doctors and techs love to get a tickle in when they can. /s

thank you for sparing the asparagus

I'm hungry now

Grilled salmon and asparagus, yum!

ya huh... might even smell like cooked salmon for awhile..

Plenty of time for a barbecue on that flight.

Don't be nervous, Pete, there will only be thousands of viewers hanging on your every word. :-)

@@machintelligence Brilliant! Thank you

JayZ did a great presentation for this right after it happened. JayZ probably also has video's of cutaway blades

Yep the -650's on the early BK117's were not great!

We still do in hydroplane racing

Precisely. Also to avoid reflections from shiny metal.

Interesting. Sounds like fun to track Juan’s flights but I don’t know anything about Flightradar24. I know Juan flies the B777 but don’t you need a departure airport, time, airline, flight#, etc?🤔

Hi Gwiyomi, it's just a matter of knowing the aircraft route to put into Fr24 and it will give you all the information you need on the scheduled flights for that route. Best wishes Will!

I’ll try it. Now that I think about it Juan provided a good deal of info regarding his round trip asparagus/salmon flight with London stopover. Thanks for the info!🤗

To find much more information about the Thermal Acoustic Imaging, check comments by GiantGerman, PerfumedManatee [and "TDM MCL" and other replies too], cageordie, and Stephen Meschke. And David Clawson asking a reasonable question receiving a reasoned reply from Dougal Tolan.

Good point

Those inspectors are probably the only ones in the world that can inspect those blades

@@easternwoods4378 That would not be uncommon with NDI inspection techniques. Just like when you purchase a firearm, you're not approved, you're "not dis-approved" it's all in the legal language. NDI has a lot of mumbo-jumbo in it. The report won't tell you what is wrong, it will state that an indication was found. Been down that rabbit hole too many times while performing a repair on composite components.

Where do you suggest people find the expertise to know all details of the fan blade except for the manufacturer.

​@@gungadinn "it will state that an indication was found" People may find it interesting that a similar issue exists for various imaging scans in medicine. Doctors are often leery of ordering them in many cases because they, too, may well show "possibly something". To be clear, I'm not a Dr, but I have several family members who are plus of course they have many friends who also are and they've a saying about certain scans that amounts to "the problem with it is you can always find SOMETHING on it that could possibly mean something", or in other words it's not definitive but can waste a whole lot of time (and money) chasing phantoms. The reports aren't vague because the Drs writing them are hedging their bets, it's because often the scan is possibly being employed as a "look for something" vs "focus closely on X and Y due to other factors suggesting Z". Reminds me of the example from the classic list of supposed engineering reports in response to flight crew reports: Crew: Something loose in cockpit. Eng: Something tightened in cockpit. ;-D

At Continental, our IROs were responsible for keeping the cockpit drink box and ice fully stocked. They also got the least desirable rest periods. Hey, but the pay was the same , right?

@@whtfsh765 Our Flight Attendants kept the drinks coming, all iced down! The IRO's were in the bunks, sound asleep...dozing for dollars!

From the records of previous tests, it will be possible to calculate all that. Any seemingly intact blade that shows a crack is a data point for how big a crack can be before failure. For instance.. Lets say that you see many many blades with 0.1mm cracks, some with 0.2mm, a few with 0.3 and none with 0.4. Depending how careful you want to be you might let any with 0.1mm cracks go back into service. Then you can get an idea of how long it takes to go from 0.1 to 0.2

Great idea!!! With the new camera technology, be pretty easy to just incorporate it into the light assembly.

Lookup prop fans, they were going to make them much bigger, but with no containment.

@@cageordie ...and a lot more noise, which is probably what ultimately killed that concept.

And uses the earths atmosphere as an intercooler.

@@cageordie Was that the turbo prop with blade tips creating a continuous sonic boom?

I was thinking more like time limiting and tracking of individual blades. Your idea sounds better.

Since most of the 777s that have these equipped are older models, a decision to “replace” the engines would likely equate to a death sentence (aircraft retirement) to them.

@@stephenrich3029 So, you are of the opinion that re-engining cost is that close to total plane replacement in COST?

@@upgrayedd9732 My understanding is that Yes each individual blade is permanently marked with a unique fingerprint. I believe also the foundry maintains "sister" stock for trend analysis for each "batch".....one part for manufacturing feedback that seeks to know where to do more research and development in the improvement cycles...but also importantly to notice if any kinds of anomalies occur that were not detected or predicted in process all the way through the life cycle of the component. This would be consistent with all critical flight safety components in aerospace. In terms of remove and replace and discard, that is a very very expensive and time consuming ... Keep in mind that blades are "married" as a set to a particular engine. So when you do have failure, more than likely what actually happens is that entire engine spends a very long period of time , off aircraft, awaiting funding and time to spend rebuilding...and depending on the time cycles, it might not be cost beneficial to put it back into service. For the most part, manufacturers supply carriers with a limited number of remove and replace engines..as a consequence of both contracts that are hammered out AND also the high costs associated with maintaining a high volume of "backup". it's essentially one part time and resources, and the other a bottom line driven decision. for high precision critical flight safety systems like an engine, and specifically for those rated for ETOPS profiles, this cost can quickly get out of hand very fast... one does not just make an order to the foundry to produce two, three, five sets of fan blades for each of the two engines for each aircraft. While this incident is significant, in the bigger picture, the trend analysis shows these blades have a very low failure rate. I believe (although I am making this as a pure assumption), the fan blades failures here with the PW4077 are a result of something very specific with either manufacturing or NDI or both. Hollow fan blades of this alloy composition are not unique to the PW4000 variants. I think there is likely some problems related to not detecting at manufacturing and or the NDI inspections did not pick up low cycle fatigue...

@@stephenrich3029 Thanks for that info -- I suppose someone has run the numbers and determined it's less costly to test every active engine and keep the affected aircraft in service. Sure sounds like the testing process will be costly, though.