Straight to the point with little to no concern for entertainment value. Video production was more expensive so only experts did it. Nowadays anybody can film a video, edit it with software, and upload it to RU-vid.
@@nonconsensualopinion "little to no concern for entertainment value" this right here. People nowadays try hard to 'entertain'. What I see when someone comments an entertaining educational video is 'the perfect loop doesn't exi-' or 'the editing is really good' without giving any input about the educational content. Sometimes, boring educational stuff trains your mind to take extra attention.
The faster you are going, the higher your chances of a safe recovery. Because the fast passing air usually insures a resuming air flow through the engine.
They can be dramatic but are rather rare. I've had maybe a dozen in 30 years. Half of those were on the #2 engine of a 727 in a crosswind takeoff. Setting takeoff EPR at a low airspeed was too much for that S duct on the 72. The old guys would hold the brakes, set takeoff EPR on #'s 1&3, release the brakes and smoothly advance the center (#2) engine as airspeed built up. That worked every time.
@@longsleevethong1457 the "s" he mentioned. It makes airflow in to the engine very turbulent and relatively unpredictable. The fuel controller cant adjust fast or precise enough to ensure proper flow. That'd be my guess.
The first Engine you see, was tested at SRTechnics in Kloten Switzerland. I worked at the engine test cell for 6 years. It was a great time and very impressive if you could put the power lever from idle to full TO in less than 1 second for the acceleration test on a PW4168 from the A330!!! I miss this time!
AgentJayZ has a great 30 min video explaining how and why compressor stalls happen, it's a great video. If you found this interesting, I'd highly recommend you give it a watch. :)
@@guardrailbiter Evidently so, but the word "fan" evokes ideas of a much different set of machines which do not intuitively operate on the same principle. The close relation between machines described as "fans" and those described as "turbofan engines" is surprising, which is what I'm pointing out. Also, I just out-sperged you.
I've had a compressor stall on a Cathay Pacific 777 on takeoff... Lucky it was one that was recoverable so the engine was just set to idle, we levelled off over Shenzhen and power was reapplied later and we continued on to London
I was a F/A with Eastern from 1976 to 1989 and was doing my demo's while getting ready for takeoff in a 727-200 and # 2 engine did a stall and got my attention also on a L-1011 # 2 again only louder.😱
Obviously I'm telling you that which you've countlessly trained for a lot, but this situation is typically more startling than anything else. The results can be as minor as a temporary loss of power that clears itself, to complete and total engine disintegration. Either way, the aircraft will remain flyable on the good engine(s).
Every thing will be ok unless yo GE a locked in surge which sounds like a machine Gun!if the try to do any thing other than shutting down the engine you will spit the engine out the back!... Enjoy you flight.
It would behoove of every pilot to be a mechanic first. You can then visualize in your head what is actually happening inside the turbine and know what power factor, airflow, and fuel consumption will do to your compressor.
Daniel Cannata B747-100 PW JT9. These engines seem to be able handle a compressor stall. I saw a few GE engines that lost a couple of compressor blades when having a stall. Don’t know which cause which came first, the compressor blade coming loose or the stall. One could cause the other. Had to replace the GE engines anyways.
@@oldmech619 I'm just a rookie a&p, so im just speculating. Could the shape and design of the rotorblades themselves make a difference? What stages were those breakoffs most common in, if you know? Popular as it is/was, i suspect some things have changed between a golden oldie like the jt9 and a more modern engine. Say, a CFM-56 or VM-2500.
Daniel Cannata I do not remember what compressor stage the blade failure occurred. And I do not know why the GE engines failed or what caused what. Compressor stall or blade failure. Odd as it may seem, the flight crews reported compressor fail on steady climb out. No bird parts found either.
We had to back planes out of Doha in 02 on a very small tarmac before they moved the base, most but not all of the planes we backed out would have multiple comp stalls after the static build up in the blades, i wish we had video cameras as readily available then as we did now. 15 explosions coming from a single engine was nothing new and they just flew it .
This just happened to my friends flight on Monday. The compressor broke during take off and engine failed. There was a huge flash, bang and the plane dipped to the right. They had to dump all the fuel before they could land again. Everyone was crying and praying. So scary!
Continue to fly the airplane - COPY THAT! Thanks to this video I'm now $1000 deep in DCS and about $10000 along my pilot's license. No idea why this spurred me on but after seeing this I wanted to fly.
My A&P teacher said one of the scariest things he ever witnessed in the line was a compressor stall while trimming an engine. He said most dudes had to change their underwear after that bang went off that close 😂
When your 82 escort backfires, you don't start doing donuts, hit your hazards, smash your brakes, smash the accelerator, push occupants out doors......you just keep driving and act like it was the car behind you. That's my advice to pilots. Also, blame the sound on the copilot when all else fails but what ever you do, don't just jump out that small window of yours....we poor folk back in economy kind of like having a pilot up front.
Yet it's funny because yes Americans have a lot of idiots, but Mike saying all of them are is just as retarded as the statement that he was downplaying.
It is sadly no joke. Many have died because that simple rule was not followed. The best example is Eastern Airlines Flight 401 which crashed because the crew got busy trying to fix a lightbulb and forgot to fly the plane. It doesn't matter if the plane is on fire, an engine fell off, and a pack of gorillas have broken out of their circus cage and are ripping the passengers limb from limb. You fly the plane!
Think of that "stustustu" sound of a turbocharger. When you hear that, there is little to no exhaust entering the turbine, so the bypass valve compensates by closing to maintain pressure, thus ruining circulation. Add A LOT more air/pressure and combustion and you have yourself a compressor stall. With a turbo, it is intentional, with a turbine engine however it is not. (Obviously).
not quite, if not properly handled by a skilled crew it could result in a departure from controled flight and loss of the aircraft. remember what he said about Yaw induced by the compressor stalled engine? that requires rudder and or throttle input from the pilot to correct. its not as minor as you make out to be. especially on single or twin engine designs.
It was infamously done in my country. Horrific crash! Look up 1989 M1 Motorway crash. He believed that because the smoke was coming through the air con, in old Boeings, left wings provided air con, he shut down the left engine. The problem, the left engine fine, he shut down the wrong engine, it was the right one and well, you can guess the rest. It fell from the sky and how it never hit anyone on the motorway, luck. You'll also be amazed at how close he was to the runway. Look at the footage. It is unbelievable and I am sure that it is 30 years this year since that happened.
I'm not sure how common this is, but I'm surprised to see compressor maps for airline engines delineating the 'unstable region' using pressure and mass flow. It doesn't really account for changes in atmospheric pressure. We use actual volumetric flow vs head, or something more complicated. Usually compressor performance is not tested using mass flow. Mass flow is usually used at the early stages of the design/purchase, or in association with overall engine performance or power requirements.
This video is from our test cell😅 its normal that the 94" bounces a bit around at band A (t/o) due the fact that it produces 57950 pounds of thrust... On 100" the engine moves up about 15cm when you perform a snap accel
One would be so inclined to think that taking off in an airplane would be enough to "Literally spill the coffee from your cup" let alone a compressor stall.
this only one way to minimizing this. before run & take offactive the breaks and throttelup to hi and check the motors. release the breaks and going up throttle to full power.
Brian Hill if I had that happen to my aircraft at id have to see if my engine will recover either taking off mid flight or landing, and pray there is no engine damage. and just hope it was a surge and not a bird strike
well at low altitude and speeds the bang from this will sure make your ass pucker. but if i were the pilot i would pull the power back for a little bit and see if the condition clears up. if not then id shut that engine down and land at the nearest airfield
As opposed to failing to aviate (the first rule), and causing the airplane to crash. Sometimes pilots get so preoccupied with a problem they fail to fly the aircraft and turn a survivable incident into a non-survivable one.
Star Gazer yes. For example a French flight with frozen pitot and miscommunication and that kind of small things... The report is devastating to read. The pilots stalled the plane. There was nothing wrong with the aircraft.
Oh man I remember reading about that...If I remember right, copilot had been pulling back on controls without communicating that to the PC, captain had just left to rest. Came into the cockpit and realized what was happening less than a minute before they planted in the drink.
..Instead of going to make another coffee right away, Smartass. One _could_ tragically spill the next one, too, if haste is exercised and the original problem met with technically inferiority. And we all know what happened _last_ time..
Why does every training video from this period sound like it has the same narrator, no matter what industry it is? I've seen them in aviation, driving training, other engineering videos, etc.
EGT stands for exhaust gas temperature. Not an airline mechanic but a diesel mechanic and the same term applies to automobiles more specifically diesel turbocharged engines. Hope that helps.
Compressor stalls are no big deal. Just kind of noisy and shake the airframe a little. The only dangerous part is misdiagnosing them into a major problem and doing something stupid.
@@iflycessnas4707Sure, if there's more than one, in which case it would be a number of pureed geese. In this case I was speaking in the singular about an amount of a single goose.
Good thing it doesn’t happen on every flight,,,Captain ones out,, oh oh twos starting to stall as well. Oh great, going to be one of those days, well call in a May Day. Will try a wheels up 🛫 on that lake ahead. She isn’t going to fly without her engines.
"Continue to fly the airplane" also refers to the need to not fixate on problem and ignore other aspects of flying. Aviation incident history is filled with crashes where the crew became so focused on the problem that they didn't aviate, communicate and navigate, resulting in avoidable catastrophe.
For those who remember... Eastern Airlines Flight 401 crashed in the Florida Everglades in December 1972. The aircraft was a new L-1011 which had a well experienced flight crew. They noticed what turned out to be a faulty non indicating landing gear light. The crew focused their attention on addressing the bulb and ended up in a controlled descent crash. The crash involved paranormal activity in following years, so much so, a movie was made about the crash and the activities remain unexplained.