Air Canada #837 Compound Emergency, Madrid Spain 3 Feb 2020

[Music] my name's Juan Brown you're watching the blanco Lirio channel and it's time for an update okay next up the Air Canada flight 8 3 7 on 3 February of this month the 767-300 that lost a tire and the number one engine while departing Madrid's runway three six left that's a thirteen thousand seven hundred foot long runway held for nearly four hours and came back to an uneventful landing at Madrid so the 767 has a main truck with one two three four wheels on the left main gear the outboard rear tire blew out on takeoff as the aircraft was taking off for its flight from Madrid to Toronto so a good look good load of people and fuel for that trip I'm not sure what speed that tire blew out at but that tire blew out hard enough while it was on the runway with the tangential velocity of all that rubber spinning around it actually spit some of that rubber forward and was ingested by the number one engine causing compressor stalls again for a complete description on compressor stalls checked with agent Jay Z's YouTube channel for great description on the technicalities of a compressor stall basically this is a classic example of interrupting the airflow through the engine with big slabs of rubber causing the airflow to stall through the compressor section the vanes backfiring and they had to end up shutting this engine down and it sounds like when you lose an engine at B one like that your spring-loaded to raise that gear this crew do that and find that the gear would not retract because it listening to the audio tapes on vast Aviation's website it sounds like the gear would not retract any rate if if they if they had the presence mine did not raise the gear that would be incredible on behalf of the crew they knew something was up because as soon as they lost the engine there was the strong smell of burning rubber they probably heard the bang of the of the wheel going though it would be hard to distinguish the bang of the tire versus the bang of the engine but it was in fact the rubber from the tire that flamed out or that compressor stalled the number one engine so the crew has basically a compound emergency on their hand a tire failure and an engine failure so they work it out with Madrid controllers to do a slow climb out and remain in the area to have this thing checked out there's some massive confusion on holding instructions that you can review on vas Aviation's review of the audio tapes in the end the crew made a left turn when the controller was expecting a right turn but they got that all sorted out it's just the the crew had their hands full enough at the time dealing with an engine failure and a gear failure to be dealing with these antiquated holding instructions and they were not very well delivered holding instructions on behalf of the controller there at the Madrid tower anyways they got that all sorted out and worked themselves out another holding pattern and decided to have this landing gear checked out here's a picture of the number one engine or the left engine compressor stalling has taken from the ground immediately after takeoff as a result of the ingestion of the rubber from the tire and here's a picture of the various holding patterns that were flown for nearly four hours near Madrid once they got the engine caged as we say or shut down they've got time this crew has time and they want to sort this thing out if you go into your landing app to look for what is your landing this is going to be or what's our appropriate weight for this landing with a tire failure you're not going to find any data what this crew does have is a satellite phone and they've got time as well so they decided instead of just doing an emergency return right back to Madrid let's phone a friend so to speak and I bet you they got right on the satellite phone and on that satellite phone you're able to call dispatch and dispatch is able to connect you with maintenance and maintenance is able to hopefully if you've got the 767 team on duty that day get you in touch with the 767 maintenance team get a team of folks working for you just like a problem at NASA with Houston control and you can begin to sort through some data because you're in an area of that you don't necessarily have checklists for for this compound emergency an engine failure followed by a tire failure and the issue is what weight should we land with for this tire failure what would be a safe landing weight the Air Canada 767-300 apparently no longer have a fuel dumping system most 767-300 have a fuel dumping system and they and in which case you would be able to and this might be a good case a good argument to go out and dump some fuel and lighten your load for the for the flat and tire but apparently they do not have a fuel dumping system on this aircraft so they're just going to have to simply orbit if they want to reduce their weight for landing so I suspect that this crew was able to get a hold of some folks and they all work together to and they decided that the best safest most course of action would be to reduce the weight thus the long long holding pattern on one engine some folks some folks would argue why don't you just come on back and land the gear is going to be okay with three out of four wheels that's the judgment decision when you get involved with one of these compound emergencies because generally you want to land as soon as conditions permit in the event of an engine failure so there in Madrid you have some additional resources as well right just to the east of Madrid is Toro and airbase we spent some time there in the 141 hugely long runway over three miles long they have the spanish air force f-18s based right there and they were able to scramble a spanish f-18 to come up and take a look at the wheel which is great because you don't have cameras in the 767-300 to look at the landing gear the triple7 has some cameras on it but not in the 7-6 and you can't see it from anywhere in the airplane so the they everybody did a great job scrambling the f-18 to come up and take a look at this thing and he's able to tuck right up underneath there and look at this this wheel and describe to the crew exactly what's going on with the wheel it's fortunate also that this f-18 happened to have the correct frequency of radios and in fact that they had VHF radios onboard the f-18 and that the f-18 was able to communicate with Air Canada and English they were able to get it all sorted out oftentimes fighter aircraft only have uhf ultra high frequency radios and you have to go through the controller to work out your communications here's Spanish Air Force pilot Capitan Roberto Garcia Macias and his f-18 and some of the great pictures he was able to take of the blown tire close formation flying for these military pilots is absolutely no problem oh and captain Mathias is staying well away from the wake turbulence of the 767 once the f18 checked out the gear and said that the rest of the landing gear looks okay didn't rip out any hydraulic lines or anything like that of course they could check their hydraulic system on the on the ECAM the crew decided to retract the landing gear now this is kind of unusual to me because usually I would argue that a Down gear is a happy gear and you don't want to mess with a damaged landing gear you don't want to try and retract a landing gear based on some other folks is report I would argue to leave it down but they retracted it and went about their holding pattern you can you can get a little safer speed flying margin with the gear retracted you can hold it a little faster speed leaving the gear down it's going to be noisy it's gonna be more drag you're gonna burn more fuel but on one engine you typically need that gear up for single engine performance especially when climbing out it may be that the crew felt that after reviewing the pictures they were safe to retract the gear by the way there were some pictures taken by the f-18 pilot and by the fall some follow-me cars apparently at the airport and I think there was a video of the aircraft taking off and of the actual incident of the tire failing and me and the compressor stalls of the engine that was quickly posted onto YouTube and I think it was posted as an unlisted video I saw it briefly on YouTube but not quick enough to see it but the first time that I've heard of where they've actually used YouTube to help get information to people that can help with an emergency in progress so the folks back at Air Canada maintenance were able to review that video and help make up further decisions as to what to do with this aircraft interesting use of YouTube and the pictures you can hear the approach controller referenced the YouTube video over on the ATC capture from Victor at vas aviation I'll put a link below so the crew held for four and a half hours and burned the fuel down to about what the reported is 28 tons of fuel landed with B 56,000 pounds of fuel which is still pretty good fuel load I don't have all my numbers for the 767 here with me it's not so again it's not so much that they're concerned about getting down to a maximum landing weight limit we've discussed this before you can land the Boeing 767 and the Boeing triple7 over your max landing weight it will only however require an overweight landing inspection in this situation they've got the compound emergency of single engine plus a wheel missing they're a tire blown out they don't know what the landing distance is going to be with the blown out tire and if the anti-skid and all the braking systems is going to work properly so out of the abundance of caution that's why they decided to burn off the fuel and they eventually landed uneventfully four and a half hours later on runway three two left which has by the way an E mass system the engineered concrete at the end of the runway two catch you if in the event that you should overshoot the runway and roll out too long engineered material arrestor system a proven design that works here's an example of it at Burbank Airport a few years ago 13,000 feet around my no problem wins one five zero seven gusting to only eight knots one not gusts big deal and that was a hundred and thirty eight correction 130 passengers and a crew members otherwise well done the folks can discuss the options that the crews made in the end it all worked out fine lots of interesting discussion points in this particular compound emergency all's well that ends well with Air Canada's flight 837 here we can see some of the significant damage done to the number one engine by the departed rubber from the tire damage to the acoustic liner and the fan section at the inlet of the engine welcome aboard all the new subscribers to the channel check your subscriptions if you want to get notifications as events unfold and as we get updates to stories that were continuously covering and because of the fickle nature of YouTube and the subject material that we cover here on this 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Channel: blancolirio

Views: 163,374

Keywords: Juan Browne, Blancolirio

Id: 1zqRfogxvto

Length: 15min 4sec (904 seconds)

Published: Mon Feb 10 2020