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.

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.

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!!

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).

Can you tell off memory what PA’s were done, if any, please.

how loud was the bang

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.

Those old WWll stories are amazing. Luckily he lived to tell about it. 🙏

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!

You can tell Juan is a First Officer because he used his left hand to retrim the rudder.

Thanks for your support drenk!

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?

No seriously. It’s crazy thinking about that

All from one side. Amazing skill, engineering design and training.

better safe than sorry!

@@maeton-gamingindeed.

I feel cheated as I have never had an engine failure in 50+ years of flying.

Tell your son not to chop the power in the flare on the 767 …😂

Somebody's running a scam on this channel

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.

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.

“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.

Jet fuel is very similar to diesel. During the compressor stall the air stops and is no longer pushed back inside of the engine. The fuel flow is still the same, so in the buring chamber the amount of air is greatly reduced while the fuel is still the same resulting in incomplete combustion and black smoke. Note this is only valid for the very first moment as I'm pretty sure that the Fadec will reduce the fuel flow as soon as it detects the compressor stall.

@@guntherberger596it’s the crew pulling the thrust lever to idle on the dead engine, not fadec.

As well, there is usually a belch of flame out of the tailpipe, and sometimes out of the nose cowl if it is stator vanes that have caused to airflo stall.@@guntherberger596

Yeah, that’s great!

List is a gift, thurst is a must!

Not always, as revealed.