Can you KEEP Aircraft parts that falls on your house?! YOUR questions on UAL 328 answered.

guys we've all seen the spectacular images from the united airlines boeing triple 7 that experienced this spectacular engine failure outside of denver last saturday so instead of me going in to review the entire sequence a lot of great youtube channel has done that already i'm going to be focusing on the questions that you guys have sent in to me via twitter via facebook instagram and let's just dive straight into it shall we yeah oh i love this one so alex patterson is asking on twitter does the person whose garden the engine cowling landed in get to keep said cowling okay i i i don't pretend to know the legislation in all of the countries that this could potentially happen to but what you need to really understand here guys is that if you are sitting out in your garden and it suddenly starts raining parts of engine and aircraft down on you first of all get out of there quickly right take cover don't film it like i've seen people been doing on the internet secondary leave it alone and contact law enforcement or your local government because this part is going to form a really important part of the ongoing investigation and to try to figure out why this happened in the first case so don't touch them don't move them just let the local authorities know they will know what to do they will probably come out and collect it so even though you could use them to build the most awesome barbecue in the world or create your own jacuzzi don't okay let the authorities gather up this they are going to need to use them and then who knows once the investigation is over maybe you could claim them back i don't know it's possible but don't touch them to start with okay right this one is really interesting as well so aniruda is asking on twitter they would have done a pre-flight walk around for sure haven't they yes and i want to just emphasize here what we try to do when we do a pre-flight walk-around as in both us the pilots and the engineers now what we're looking for when we do the walk around is obvious damage so bird strikes for example that could have caused a dent in a wing or on an engine fan blade we're looking for leakages we're listening to how the hydraulic pumps are working we're looking at all of the static probes and the pitot probes and that everything basically looks the way it should but we don't have the possibility to look for fatigue cracks in fan blades okay we look for obvious damage so in the case of the 737 we i tend to kind of move the fan around just to hear how it's out spinning um listen to strange noises and see each fan blade to see if it's been bent by a bird for example but a fatigue crack is a microscopic crack okay the only way to find a crack like that is during dedicated what's called non destructive inspections where trained engineers will get each fan lay down they will paint it with specific paint and then they will go over it with kind of like an x-ray machine or a similar type of machine to try to look down below the surface and look for these cracks right it is impossible to do even for trained engineer when the aircraft is at stand this is why this is done at very specific regular intervals in the life of an engine to make sure that these kind of fatigue cracks doesn't appear so the next question comes from alex fowler on twitter and it says the fan looked like it was going faster than just free spinning was it still producing some trust okay um great question by the way so we've probably all seen this fantastic video made by one of the passengers of the engine after the failure and you can see how the front of the engine is still spinning orbit with some quite bad imbalance so the whole engine is kind of shaking and then you see that there's still flames coming out from the back of it now that movement of the fan is what we call wind milling all right so it looks like it's spinning really really fast but that's just because of the speed of the aircraft when this video was made you can see that the the slats are extended so it's likely that they are on their way in for landing at that time and but the speed would still have been you know maybe around 180 knots or so and just like your kids kind of wind spinner you know when they blow hard on it it's gonna spin faster it's the exact same thing happening to this engine so the answer is no this engine was not producing any trust at this stage you know you would not want it to produce any trust because if you would accelerate an engine with that much imbalance and that much damage you could potentially cause even more damage to the aircraft you know it might be spitting pieces out and also obviously at that point the fuel hydraulics everything would have been cut off because that's one of the first thing that you do when you have an engine fire indication which these guys obviously had and if you just stay with me there is more questions coming up again around the fire and i will be talking much more about the fire suppression of the triple seven and the fire handle and how it works in just a few minutes all right so the next question uh comes from facebook i can't see who actually wrote it but it says on the triple seven incident the right engine went out but the pilot made only left turns would that be harder to turn or if he turned right would be too forceful and dangerous any typical insight regarding an engine out and which way to make turns in an emergency okay that's actually a really great question so i've made a couple of videos about how we deal with engine failures of the takeoff right actually in the mentor aviation app there is a whole playlist in 360 explaining exactly what we do but what you need to understand is on a two engine aircraft if you lose one engine right then that engine used to produce trust pulling the aircraft forward when it fails it now produce drag instead so instead of having a force that pulled forward it's actually going to be a force that kind of pulls back on the other hand you're going to still have the operating engine on the other side that's going to pull forward so that will cause what we call a trust symmetry right it effectively means that the operating engine is going to try to turn the aircraft towards the side of the inoperative engine so in this case the uh the left-hand engine was still operating and they were making left turns so he's asking why would they be making a turn left when the aircraft wants by default to turn right um okay so when an engine failure happens the first thing that pilot flying is going to do is to try to control the aircraft in the triple 7 there is actually a system that will help to put rudder in when it feels that there is an engine failure at least if it's a normal engine failure and so this means that initially the the pilots would be focusing on just climbing straight ahead right until they have the aircraft fully under control and they have the correct amount of rudder in when they have the correct amount of rudder in right after that they can do whatever turns they want to do okay there's not going to be any difference between turning left and right because the aircraft is trimmed out in this new trust configuration the reason that they chose to turn left in my guess is that united airlines more likely have a an engine out procedure when they take off from runway two five in denver and that's because the rocky mountains are coming up right really high terrain just to the west of the airport and there's no way that the pilots will want to fly in over high terrain with only one engine remaining so it's likely that they have a procedure that for one reason or another turns them to the left so that's likely why you saw them making a left-hand pattern but to answer your question they could have turned right as well it wouldn't have been a problem it wouldn't have been more dangerous they would still once they have the speed on the control be turning with about 25 to 30 degrees of bank even single engine as long as they're up above the minimum maneuvering speed okay so another question here which is a great one from dually on twitter and it says how similar is this to the long tail 5504 flight the same day was it a similar engine and how similar were the failures okay so this is actually quite incredible on saturday there was another engine failure this time in maastricht in europe where a boeing 747 had some type of a problem with one of its engine which was also a pratham whitney 4000 engine right so it's essentially the same engine but there is a major difference in the maastricht case where the 747 failure happened it is a smaller fan all right so it it doesn't have the same fan blades so it is a different type of engine even though it is the same model but the similarities are striking as in in the mastered case the engine failure also started showering parts of the engine down on you know some vehicles and some houses below and in the master case there was actually at least one person injured on the ground as well but there is a major difference between the two and that is in the long tail case that's in the accident that happened in maastricht there was smaller pieces that fell down so either from the turbine or from the compressor stages so it wasn't a fan which means that this is a completely different type of failure so even though it is essentially the same type of engine it's still a prattan whitney 4000 engine this is likely to be something completely different all right but there's no question that it was a terrible day for pratt and whitney on saturday right two of these engine failures very similar pieces falling down onto the ground below it's not good not good at all right so this is another great question it's sent in from smt on twitter and it says were the engines shut down in response to an endian failure with the fire extinguishers deployed and was there a risk of the engine detaching itself from the aircraft okay that's actually two questions but i'll allow it um yes so when the when we the pilots get an indication of an engine failure or fire we respond slightly differently okay a fire is something that you need to respond to quickly same as with the severe damage because you want to make sure that the engine is secured down right that the the failure does not continue to cause damage to the rest of the aircraft so in the case of an engine fire you need to do at least in the 737 something called memory items it's possible that it's slightly different on the boeing triple seven but it includes things like once the pilot flying has the aircraft on control the pellet monitoring has identified which engine it is which by the way is a bit easier with the fire because you have an illuminated fire handle in the cockpit the thrust will be reduced on the affected engine the fuel switch the engine start lever will be cut off to stop fuel from going into the engine and then you will pull the fire handle now the fire handle is fascinating because it has two functions well three actually it shows you know which engine is on fire it isolates the engine and it arms and potentially discharges the fire extinguishers right so let's look at look at those in turn it will indicate a fire when two fire loops inside of the engine feels that the temperature goes above a predetermined limit and when they feel like okay it's now gone up to a certain temperature we will get an overheat warning which is different from a fire then if it goes higher it the same system will trigger a fire warning and that will illuminate the the fire handle and give us the fire bell and the monster caution caution and the fire caution as well now when you pull that handle up it will isolate the engine so it will stop the fuel from coming into the engine it will stop hydraulic fluid from coming into the engine it will isolate the trust reverse the circuit so that it cannot extend reverses it will also isolate the electrical circuit so it will take away the generator and it will stop bleed air from being taken from the engine so basically we're now kind of making sure that nothing that can burn can go into the engine and that we're not taking anything out of the engine that might be faulty then we can turn the fire handle that's to discharge the fire extinguisher into the engine now the fire this extinguisher system on the triple 7 and the 737 is actually quite similar we have two fire extinguishing bottles um those are filled with halon and they're pressurized by nitrogen in the bottom of these fire extinguisher bottles which are actually round they look like little footballs there is what we call a squib and a a disc that seals it when we turn the fire handle and it's really important that you turn it all the way you'll feel the click when you actually discharge that will send an electrical impulse to the squib which is a electrically activated little explosive device that will then break the little disk and because the halon is pressurized it will then be pushed out into the engine the way that halon works is that it will remove the oxygen from the engine remember that fire requires three parts in order to burn you need oxygen you need heat and you need fuel so basically we take away the oxygen in theory that will remove the fire now we've seen this video that's gone viral from the uh the united airlines event so you know that even though they had done all of these actions there was still fire in this engine and the ntsb is now trying to figure out why that happened once again that's why it's so important that any parts that are found on the ground is being given over to authorities because there is a possibility that there was some damage to for example the fuel lines that could have continuously then let fuel into the engine we don't know we're gonna have to wait until the ntsb has done their full investigation of this but in theory this is the way that the fire extinguishing system works and you can use both fire extinguishers into one engine or you can use one for one engine and another one for the other engine but if you need to do that you're having a really bad day so that brings us to the second part of the question which is could the engine disattach from the aircraft completely and i've made a video about how the engines are attached to the wing it's quite fascinating actually you can check it out up here but the answer to that question is most likely no yes a catastrophic explosion of the engine can rip it off yes but this kind of failure the way it looks to be a fan blade that has disattached the engine is actually constructed to be able to take that amount of energy so it's very unlikely that something like this could ever cause an engine to actually fall off oh this is a great one from fail app 2.0 on twitter did pratt and whitney use hollow titanium alloy fan blades to cut costs okay so those of you who have been following this incident would have known that the engines that are involved in this incident is a pratham one whitney two model engine okay this engine was used on a lot of the older boeing triple sevens okay this aircraft is over 20 i think 26 years old and the newer triple sevens are using the general electric 90 engines pratt and whitney when they constructed this engine they had already a 4000 model engine okay it was used on the boeing 747 but it had a smaller fan i think 94 or 96 inches now they needed to construct a fan blade that had a diameter of 112 inches that's a huge fan and when you start making fan blades bigger well then they will become heavier as well so traditionally the fan blades were made out of solid titanium but when you have a fan blade that is that big using that method would just make it too heavy and not only would the fan blade and the disc that needs to hold the fan blades become heavier because they becoming heavier and because of the speeds that are spinning with the heavier fan blade you have the more energy it will have in case it would rupture and you need to have a containment ring that can take those fan blades so with a heavier fan blade more energy a heavier containment ring and a stronger containment ring as well the containment ring the one that you can see in these pictures that's the the yellow part of the front part of the engine there uh it's made out of woven kevlar right and it's unlikely that that technique would have been able to be used if the fan blaze was that much heavier or they might have had to use double layers of it well in all it would have just made the whole engine extremely heavy so they had to come up with a way to create these fan blades in a reliable way and what they came up with was this monocoque structure right they're basically hollow inside and that reduces the weight of the fan blade enormously but they're not alone with doing this type of fan blades in fact roy's royce also have a whole of type fan blades but they use a completely different manufacturing process so the answer to your question is did they do it to cut costs no they did it because of the physics behind making engines what will happen well that we don't know all right because this is not the first time that these type of engines have had issues right the prattan whitney 4000 engine on the triple 7. now you would have all noticed that the both the faa and boeing and also the japan civil aviation bureau and i think latest also the caa in the uk have gone out and recommended that all triple sevens with these particular engines are grounded now the way that they're doing this is that they say you need we need to figure out a new inspection process or a new inspection interval for these engines but why do they do that before they know what actually caused this failure well that's because what i said before um back in 2018 uh another united airlines um boeing triple seven curiously also flying to honolulu experienced a failure to the number two engine the right-hand engine which was very similar they were up at 36 000 feet when the crew heard a large bang they felt vibration the aircraft autopilot disconnected and they started rolling to the right the pilot flying took control of the aircraft they started looking into ambient instrumentations and they realized that had a failure on the number two engine which they then dealt with okay in the cockpit on that incident there was another pilot that was jump seating he was sent back to take a video to see what we're dealing with and the video that he came back with and that was subsequently releasing the investigation showed an almost identical failure to what we saw last saturday okay there was one fan blade who had disattached from the base of the engine the next fan blade down had cut in half approximately the cowling had fallen off down into the sea in this case and on that occasion the crew just continued to fly towards honolulu they were only about 120 miles away so they could come in and do a visual approaching for a runway 08 right i think in in honolulu anyway there was a full investigation into that incident and in that investigation the ntsb found that you know the inspection that has had been done on these fanblades because on fan blades you have to do regular of these non-destruction inspections and check each fan blade you do it with a special technique and in the case of the pratham whitney they had delivered a new technique an emerging technology and because it was an emerging technology they had gotten a kind of a suspension from the amount of training that the engineers needed to do before they were allowed to do these inspections so it turned out that while a normal inspection is done by an engineer who's done at least 40 hours of on you know in classroom schooling and then 1600 to 1900 hours of on-the-job training these guys that was doing this inspection only had about 40 hours of instruction on this particular technique that they were doing and they had found this indication of this fatigue crack okay there was notes made about this fatigue crack back in 2010 and then again in 2015 but each time because of the lack of training these inspectors didn't understand the significance of it in fact they thought that it was a a problem with the paint they were using in order to do the inspection so they basically sent it back out okay not not understanding that what we're actually looking at was a fatigue crack and that eventually led to this fan blade breaking off all right and that was a big no-no because of that actually these engines was mandated to have an inspection of the family each 6 500 um cycles or a cyclist take off on a landing but then again now in december 2020 a japan airlines flight i think flight 904 also had a failure with this particular engine in this case it was on the left hand side the number one engine that failed and when the crew once again got down safely on the ground they also found a fan blade that had broken loose now we don't know if these three incidents are connected but because of the similarity of them and because it is the pratt and whitney 4000 slash 112 engine that is involved in each of these cases the the civil aviation authorities are just taking it safe right they're just saying okay we don't know exactly what's causing this if this is an inherent problem with this fan blade let's put them down on the ground let's inspect all of them thoroughly and because of that the triple sevens that are attached to these engines are grounded until these inspections can be made okay uh as a final question this is something that that i personally want to really emphasize so this is a question from michael taville at twitter and it says what is the effect on grounding the triple seven on boeing first it started with the max then with the kovit and now triple seven can a company like boeing survive all those hits now i don't know how you know if boeing can survive all of those hits regarding for example kovid and the max it's separate issues okay but i want to really emphasize something that's important here and that first of all the amount of boeing triple sevens that are affected by this grounding is about ten percent of all of the trooper sevens built so that means it's i think it's 69 flying and 59 that are in storage at the moment so it's a small part of the overall triple seven population another thing is that you have to really separate the engine manufacturer from the aircraft manufacturer in this case right that's really really important because when you if you're a customer an airline and you buy a boeing triple seven you actually have a choice of three different engines right you can buy it from the royce royce the trent 800 or you can buy the prattam whitney 4000 slash 112 or you can buy the general electric 90 engine and what you choose that's going to be up to the airline in fact the purchasing process is separated right you buy the aircraft and then you buy the engine okay so to blame the boeing triple seven for this and to even put a slight amount of blame on boeing is unfair it's like you being a house owner and you you know blaming the house for the boiler not working even though you bought that separately later on so i don't think that boeing will get much heat from this at all they are going to be there they're going to be helping with the investigation but the boeing triple 7 performed beautifully right on all of these three occasions that i mentioned earlier um the crews have been able to fly the aircraft they've been able to come in and land and the passengers have been safe so the triple seven has done a great job here it shouldn't be affected in any way but i think pratham whitney and especially the pratt and whitney 4000 slash 112 engine is going to get a lot of scrutiny because of this we don't know what caused it yet so it's still up to the investigation to come up with this but i did want to really highlight this that this shouldn't be any boeing bashing because of this incident all right this is an engine manufacturer thing i really hope that you love this q a and i hope that i have earned a subscription from you if you think so that's great make sure that you highlight the notification bell as well so you know when i'm doing these spontaneous videos or my regular friday videos or live streams if you have more questions about this or anything else well then send it in to me on twitter you can put it here in the comments below or you can get it on the free mentor aviation app or join my discord server and post a question there right love to hear from you and i'd love to do more videos if you think that you know that there are questions that warrants it so until then have an absolutely fantastic day and i'll see you next time bye [Music] so you

Channel: Mentour Pilot

Views: 279,354

Keywords: united airlines engine failure today, united airlines flight 328, united airlines 328, united airlines 777 engine failure, Breaking aviation, breaking aviation news and videos, Breaking news, Prat &, pratt & whitney, PW4000, Denver, Boeing 737, Boeing 747, Pilot life, Fear of flying, fear of flight, nervous flyer, nervous flyer help, boeing 777 denver, boeing 777 engine fire, boeing 777 denver landing, boeing 777 engine, Mentour Pilot, Mentour Pilot Boeing

Id: aahaO9Py_n4

Length: 26min 41sec (1601 seconds)

Published: Wed Feb 24 2021