THIS is what every pilot needs...Juan Brown popping up in the middle of your PFD to walk you though what's happening and how to correct it before things go south! He could license the software under the title "What Would Juan Do"?

This is THE guy I want flying every plane I travel on in the future.

That PM did something almost unheard of in the real world, even the sim. He called out, "stall, stall, stall, stall" immediately, without the standard, "what the?, oh shi#, stall, stall, stall, stall."

Good as always, Juan!! Just a remark, the speed indicated on the radar is GROUNDSPEED. I believe it's important to note that since we can see that number go well above 250 knots during the stall recovery and just before asking for the high speed climb (300KT groundspeed at 5000') but does not mean they "violated" the 250KIAS retriction below 10000' although they could have in an emergency situation. Groundspeed depends on wind and TAS and TAS depends on compressibility and density so it's OK to have a TAS/GS of 270-300 at 5000' and still comply with the restriction.

I have to give a shout out to ATC, as dramatic as that came over the frequency, the controller recognized that they had their hands full with over 600,000 pounds of angry metal and gave them space for them to work, didn't overload them at all. NY Tracon baby!

Whether it was an impending or actual stall, KUDOS to the pilot-monitoring to recognize and announce "STALL, STALL, STALL, STALL".

JB, I sent my buddy the link for this Episode. He's a Cap on a major Canadian Airline. See his reply to me, besides letting me know it's a great Episode. "The 787 is very similar to the 777. Doing an ultra long range flight to Delhi, we would see those exact speeds in the climb and you didn’t want to go through any turbulence when that slow and that heavy or you could end up in the hook." Take care and fly safe. 🤟🏽🖖🏽

I said it on the VAS video and I’ll say it here too, I feel that each of you have the two greatest aviation channels on YT. Thank you both so very much.

While the obvious conclusion to the uninitiated would be that this was caused by pilot error, it easily could be caused by improper cargo weight. I’m a lifelong ‘freight dog’ in the Air Force, and on very rare occasions I have seen where the cargo arrived at the airplane with improper documentation, and individual cargo weights were just flat-out wrong. It can be next to impossible to figure that out unless the loadmasters have tons of experience and a good BS detector. That hasn’t happened to me since, um...about ten hours ago. We left one pallet behind because on my flight today because it was all screwed up and they didn’t want to take the time to take it away and rebuild and reweigh it and bring it back. They just took it away and will sort it out and put it on another plane. In this case, if the total cargo weight was 20k pounds heavier than advertised, all the speed calculations go right out the window. The crew would be fooled into retracting the flaps prematurely which could then lead to just this sort of incident. When the C-5 galaxy is really heavy, min flap retract speed can be as high as 209 knots, and max flap speed is 215. So we have to accelerate to somewhere between 209-215 knots and hold it just so, as the flaps are retracted. When the flaps are retracted drag is reduced and at a given pitch and power setting, the plane will want to accelerate, possibly overspeeding the flaps while they are in transit. So we have to accelerate to above 209, raise the nose slightly to keep it from going much further (but not so much that it slows below 209), then as the flaps come up, we have to carefully continue to raise the nose further to keep it in the 209-215 window. It’s difficult and a bit stressful. It’s always a relief when they fully come up, because then we can lower then use and accelerate to 250 and climb out normally.

That's the first time I've seen someone narrate inside a PFD. Awesome effect!

A proud member of the 'Juan Browne School of Aviation' How much different could our education system be if it was transformed with a combination of book and theory knowledge combined with access to actual subject matter experts (looking at you Juan) to explain concepts in plain-spoken language and field questions? Our youth deserve better than what's on offer today and in the age of the Internet, multi-faceted should be the norm not the exception. Our young need to see the connection of book study to professionals who actual apply the knowledge daily. The absence of routine education on things that matter (budgeting, consumer rights, aviation, day-to-day health) has been taken over by corporations looking to sell things and get children on the 'debt train'.

From the sounds of the pilot flying to ATC, I’d say crew fatigue was the single largest factor. Happily, the event started at 4000 ft, not 400.

i was waiting on this one too. especially after the tease on VASAviation's channel. thank you Juan.

When the 777 was designed engineers wanted it to be, as all Boeing planes were to that point, "pilots airplanes". This was in spite of the fly by wire system that was new to Boeing commercial jets on this model. They wanted the pilots to feel control forces to know when they are getting close to the edge of the controlled flight envelope. As Juan points out this does not happen on Airbus planes. For instance on the "Miracle on the Hudson", Capt Sully has said he would have liked to pull the nose higher before his water landing to have the speed as low as absolutely possible, but the plane would not let him. On a Boeing he could have, the control forces would be high, but the philosophy is the pilot is in command and sometimes extraordinary circumstances call for unanticipated control inputs. It would be interesting to hear Juan talk about which he prefers because I believe he has flown both manufacturers on the line.

You never stop learning. I've been teaching Human Factors for 17 years and I've just learned a new way of explaining, or visualising the reason model.

It gave me a very great understanding. First, thank you. Coming out of Brussels 35 years ago, ski trip,, Belgium Airlines,, all equipment snowed in on the east coast of the US,, They pulled out a converted freighter, the belly already loaded for Montreal, heavy machinery. I watched them load it. Then up top to get everyone on their way, they pulled every seat out of storage and bolted them to the aluminum deck. Every seat was a different colour, every seat had a defect, cigarette burn, recline mechanism was non functional, and they loaded all passengers for JFK, Montreal, and Atlanta on to the same flight. Over loaded, load center too far aft, 12,000 (?) foot runway, they used every inch and i felt the wheels touch the berm after airborne. The operation speed window must have been astronomical. . The approach into Mirabel 6 hours later was a masterful downwind, base leg, final that covered upstate New York,Vermont and 50 miles north of Montreal. We came in hot. Good pilot,, he was not going to slow down until on the deck.

Thanks Juan. Non pilot here but aviation enthusiast. Very good description of the stall incident that was very clear and concise. I had watched that particular incident at VAS and had seen your comment there. Thanks for your commitment to elaborating and educating all of us, pilots and non-pilots, on GA and Commercial issues and incidents 👍

I have to say the same thing everyone else has already said... "Juan is THE man" when it comes to anything aviation related

I have been positive for covid for 12 days and all I can do is watch my favorite people to watch. The crud has moved into my lungs and pneumonia is trying to get a foothold, and yes it hurts to breath deep / cough hope it goes away soon. Carry-on Juan you the man!

Who _wouldn't_ want a Juan Browne avatar in their PFD!: "BEE-BO BEE-BO BEE-BO You're gonna KABLAMMO! unless you lower your nose and add power! BEE-BO BEE-BO BEE-BO You're gonna KABLAMMO! unless you lower...."

At 12:24 the ADI is showing a good attitude AND a nice smile!

Juan, you knew we’ve all been waiting for this debrief! Thanks!

I’m glad you covered this. I saw it yesterday on VAS Aviation. I knew you’d weight in!! Thanks.

I would trust Juan to be my pilot any day. He's the best.

Ah I knew you'd cover this! You're the perfect person to address this incident!

Thanks for the great content Juan!

Juan, great look into the 777 flight characteristics/instruments on takeoff and the possible conditiions the flight crew were dealing with for this event. As always your calm walkthrough is educational and insightful.

Sir, it never fails, I learn more and more with each of your reports. Extremely informative and educational. Thank you.

Was waiting for your comments on this awesome channel Juan 👍

Juan, I’m glad you are back in the air! I wish you the best with your health.

Thanks for taking the time to review this, incredibly interesting 👍🏻

Thanks for the time You spend to share all this with us. 👍💪

Thanks for you hard work on these videos.

First of all JB, congratulations on your successful requal. Beautifully done episode. Always look forward to your excellent updates. Take care and fly safe. 🤟🏽🖖🏽

Awesome stuff, Juan. Always time so well spent on this channel. :)

Thank you for the education! A friend of mine flies the 777-2/-3 right seat for a major US airline. I will continue to follow your reviews of these events.

Thank You for an excellent technical discussion. One of your Patreon Pals

What a great new safety feature. Juan on the artificial horizon.

I’m not a pilot so this channel really helps me understand just how difficult it still is to be a pilot (and glad I never chose it as a career - my memory isn’t good enough!)

Your videos are always so informative and just great. Thanks for doing them!

Thanks for all the Prayers and advice , SO, SO much love in the aviation family. Ya got to love it.

The “chain of events” is called the Swiss cheese model. When all the holes in the Swiss cheese line up, you are having a bad day.

I am not a pilot but when i saw this on the other channel and heard “stall stall stall” i knew what was going on. I knew you would cover this when i saw you in the comments. Thanks again Juan, you are da best!!!

Departure controller did a good job of leaving the air crew alone during this de facto emergency. Some I've heard would have peppered them with questions.

"Scotty, I need warp power, now would be a good time"

As always, a great video with great explanations! Thank you for these insights, Juan!

Another great video Juan. I learned a lot, especially since I know very little about low altitude heavy operation.

Interesting about the "chain of events". One of the first things you learn in medicine is about the "chain of infection." There are points where an infection can be short stopped and cut off from continuing on its wayward path. If those opportunities are missed (example: wearing a mask, or not) the infection can continue and get worse. We are learning that lesson now in today's world. This currently is not mentioned in public awareness campaigns, but might be a good idea to include, as it's a useful teaching concept.

Excellent video! Maybe I missed something. When we were a heavy weight operation we did not ask ATC for high speed climb. We advised them that our minimum climb speed would be 261 knots for example. This was based on sub part D of the FAR. “(a) Unless otherwise authorized by the Administrator, no person may operate an aircraft below 10,000 feet MSL at an indicated airspeed of more than 250 knots (288 m.p.h.). (b) Unless otherwise authorized or required by ATC, no person may operate an aircraft at or below 2,500 feet above the surface within 4 nautical miles of the primary airport of a Class C or Class D airspace area at an indicated airspeed of more than 200 knots (230 mph.). This paragraph (b) does not apply to any operations within a Class B airspace area. Such operations shall comply with paragraph (a) of this section. (c) No person may operate an aircraft in the airspace underlying a Class B airspace area designated for an airport or in a VFR corridor designated through such a Class B airspace area, at an indicated airspeed of more than 200 knots (230 mph). (d) If the minimum safe airspeed for any particular operation is greater than the maximum speed prescribed in this section, the aircraft may be operated at that minimum speed.” There were certain departures that required leaving the slats extended to comply with a turn radius requirement. Typically a note that said max speed for departure is 200 knots or all turns must be completed within a specified nautical mile radius. These usually involved Special Operations Airports but not always. Excellent video. I miss flying but being retired has it’s perks. Excellent description of ASAP and FOQUA... I worked for the same airline you do. I hope I spelled FOQUA correctly... In training we would always be briefed on the “trends” from the gate keepers. Once again another outstanding video!👍🏻

Glad you did a video on this! I saw the VASAviation video and I wanted more information on the alarms going off in the ATC audio.

Excellent explanation Juan, especially for non aviation professionals but enthusiasts. Merci!

The Swiss cheese accident model is what’s made me feel less nervous abt flying. It isn’t one issue, but there has to be numerous issues that manage to pass through barriers for something to go wrong- e.g.multiple slices of Swiss cheese that happen to have a hole at the same place that the situation by chance passes through. Knowing that a plane won’t just fall out of the sky, per se, has helped me feel more secure.

This explains an old mystery. I had seen write-ups (CADORS) for 777s exceeding 250 knots on departure but never knew what the issue was. Now I do. :-)

Alright, I’m subscribing. You’re the first KZfaqr I’ve seen break something like this down in a way I can understand this. (Not a pilot, don’t hate)

Juan, LOVE your videos. So, so informative. Subbed a while back...ain't going no where. This is too good to miss.

Many controllers know these long legs for heavies will need a high speed climb and sometimes offer it. I never flew the 777 but flew 747's 23 years. Most all eastbound legs to europe and beyond need a high speed climb. Glad these pilots recovered, I'm sure thwey have dirty fruit of the looms.

Well done. Kennedy does expect heavy freighters to need high-speed climbs but pilots need to confirm it with them. I don't think I ever left JFK with a CMS below 270kts.

So good Juan. We are lucky to have you sharing your knowledge with us!

Excellent safety debrief of this and many other General Aviation and Commercial incidents. As a private pilot I strive to always be learning from multiple sources so that hopefully I can fly accident free for all of my years. Thank you for your contribution to aviation safety. I feel as though I should be able to get FAA credit for watching blancolirio content.

I like it Get outta Fail program. It makes sense. We don't want any aviator failing. Learning to get better is the best practice on any subject. Remember be the the best you can be at your craft 👍👍

K, just needed to say, I love where you put your feed on the Air Speed Indicator / Artificial Horizon !

always enjoy your vids juan

Great signs of a Continuous Improvement Process in action Juan. That is, you are getting better all the time. Great job providing insight to this event, across the board! Side Note: As soon as I saw that you had posted a clip on this, I thought "Great, he has just requal'd on the Triple Seven, this will be some great insight."

I'm not a pilot and I'm new to your postings but I would venture to guess that anyone wanting to enter this line of work would greatly benefit and get a supreme education. Listening to you is like a good book you can't put down.

I am not pilot; an engineer. Thought this was a fascinating analysis. Going to be watching more of these videos. Thanks, Juan!!

Another really interesting video Juan. Thank you.

Brilliant reporting once again. Thanks Juan.

glad you added "In Normal Law" to your description of Airbus flight control logic. Unfortunately, we have seen tragically, the Airbus family can stall when pilots fail to recognize the aircraft state.

Thank you Juan. You are so good at this! I missed Lt. Pete!

Thanks Juan! Always informative

Very very nice video thanks so very much.Great explanation as to what was happening I loved your visuals as well very easy to understand what was happening. Be safe take care look for you on your next flight

"Low-Speed Event" you have a way with words Juan! I would just call it a Take off+ Departure Stall with recognition and recovery. I am just an old analog guy.

THANK YOU JUAN!!!! godspeed

Thanks for all your videos

Thank you Juan Brown🦃 Happy Thanksgiving 🦃

Great content as always. All facts, no speculation. Looking forward to future analysis once more is known about this incident.

Juan did an excellent job explaining the speed protection and warnings, however, those warnings are dependent on the correct "zero fuel weight" being entered into the aircraft's flight management system. This crew, being experienced with this aircraft and the typical loads they would be carrying, should have known that 200/210 kts would have been well below their normal climb speed. On some aircraft the zero fuel wgt can be derived from the landing gear's sensors while on the ground, however, on most aircraft the zfw has to be manually entered into the aircraft's computer system from data supplied in the weight and balance documentation generated by the ground crew, or updates while taxiing. If Juan has the time, perhaps he can explain ZFW, and the interesting fact that fuel quantity is expressed in pounds rather than gallons.

Brilliant Juan. Obviously a level a detail not everyone is interested in but if you are so nice to have it explained by someone who actually does it!

Hey Juan, this one's right up your alley, huh? I liked the "Brady Bunch" window with you pointing at the speed tape and etc.

Thanks for the info on the flight instruments!!! All that info in 1 place! I think I can fly a 777! ( I'm a private pilot 500 hours C-210 biggest so far).

@15:51 "Stall warning 'built into' the PM." Funny. Works everytime IF you're paying attention!

Thanks Juan again for a very clear explanation, especially for "non-pilot" types like myself. Keep up the good work.

As always a great, instructive explanation of the event from Juan. Many thanks.

Thanks for the great explanation of the high-speed climb request Juan! And if the pilots were drowsy on initial climbout I’m willing to bet they made it to Seoul on adrenaline alone.

"I don't fly planes, but when I do, its right after watching the blancolirio channel. " .. the most interesting man in the world.

Hi Juan, Good reporting and like the guitar bumper music. Thanks, Mike Cann

I love the way you explain things so that the general layman can understand

As soon as I saw this posted on VAS I was hoping you would cover it since you’re training with the 777 thanks!!

Explanation nicely done. I truly liked flying the 777. I really liked the ADI, everything about it was superior to any other airplane I've ever flown. The 777 is boeings fix of everything even a little wrong with the 767/757. Fly it as much as you can& you'll love it more. Well done.

Thank You Capt. Juan for another great tutorial.

Southern Air... saw one of their C-130's years ago and they only used the N number even though the tower addressed then as 'Southern Air'.. anyway they are well known for their 'silence is golden' mode of operation.

S00947 Radio Op: don't worry Bob, we'll just file an ASAP report when we land *and no one will be any the wiser* Victor and Juan: WOW, LOOK AT THESE GUYS 👀👀 🚨 🚨 CAN'T WAIT TO READ THAT REPORT

“Freight Dogs”, I love it, and I mean that respectfully.👍🏽👍🏽

Great coverage. I’ve been center seat on many a KC-135A max weight take off ... and it’s a harrowing event. There is only about 17 -20 kts between you and the ground. Being the crew chief... I had engines ( unofficially) as a second set of eyes and they old “steam gauges “ gave a guy a ton of worry. So glad this bird was able to recover... looks like they were going to be more comfortable at about 300kts.

Love the detailed information you provide. I'd be interested in hearing a followup with some of the additional information you referenced at the end of the video. Great work and I'm glad your requal went well

Very interesting content. I have questions about how the weight and balance of the load is determined pre flight? Strut squat? Is the 777 a bit underpowered at the MTW in hot temps?

Love to see the TO weight for that ship.

Good video, Juan, thank you.

Great video Juan. Thanks for the information.

Thanks so much Juan! I'm particularly interested in airplane speeds with regard to takeoffs and landings. My daily automobile commute takes me eastbound straight toward O'Hare Int'l airport's main runways. On my way to work I see 2 lanes of up to 6 aircraft each, flying westbound as they are making landing approaches. On my way home from work I see usually just one lane of planes flying eastbound landing approaches. Also, many times at the end of my day I'm arriving very near the end of a runway used for international flights, many of which are 747, in time to see 3 or 4 takeoffs while I sit at the stop lights in my route.