Southwest B738 makes a FLAP-UP LANDING | "We have hot brakes" 

Well, ATC didn’t specify coffee or jet fuel, so the pilots gave them a reading on the most important one. If ATC wanted remaining jet fuel, they should’ve said so. 😜

5400 lb

@@colinsouthern obviously using ground effect! 😂

@@tiverton no no. The pilot really did mean 5.4 lbs.

@Tobias 5.4 (5400) is slightly over an hour for 737. A normal arrival fuel when no alternate airport is required.

Thank you. It sounded like it was pretty serious from his tone of voice.

Concorde could've used those

is there a reason they couldn't have just sprayed the brakes down with water to cool them off faster? You'd think that would be the logical thing to do so the aircraft isn't parked on a taxiway for an hour blocking that route.

@@MrMR-sk8jm You don't spray anything hot with something really cold unless it's a fire.

@@MrMR-sk8jm if they are disc brakes, that would warp the rotors, which is bad.

They picked up fecal matter in the air from poop city that jammed the flaps.

High degree of professionalism from all involved, and a very good outcome indeed. I expect they were assigned a long runway, although I think SFO has pretty long runways.

@Kevin I’m with you, I never heard a single moment of tension in The pilots voices throughout the video.

Didn’t melt any fuse plugs?

Thanks for your experienced , well written comment. Always good to hear from a professional point of view.

@@sphillips8362 at that distance, just rolling resistance is going to suck the speed way down. 5000' of full reverse thrust probably left them about average in temp lol

Correct me if I'm wrong, but the Phenom 300 doesn't have reverse thrust, right? So instead relies on good brakes which you didn't have to use because of the long runway.

@@spagoz2136 Correct. I barely tapped them to make sure they worked then just let 'er roll. I cleared onto a high speed taxiway 10,000ft down. Really in this case my only concern was max tire limit speed of 182kts True Airspeed, and that was because Colorado Springs has an elevation of 6,187ft and it was warm. Our touchdown speed was between 145-150 kts indicated airspeed which put us close to the 182 limit on True Airspeed.

but airflow while taxiing is actually good to cool down the brakes.

@@tonythreepies9272 Yeah I'm exaggerating they'd have stopped if they thought they'd have damaged the aircraft. It just sounds funny.

@@maxmustermann194 Makes sense, but I don't think it'd make a big difference. Sometimes there would be some aircraft with their brake fans broken. Technicians would request an air conditioning unit to use to cool the brakes. Hardly made any difference with all that cold air. The cooling needs to be done closer to the source I guess.

@@maxmustermann194 Forgive me if I trust the manual more than a rando on the internet.

@@maxmustermann194 The manufacturer seems to think the opposite, if you stop the video and read the tables properly. I mean the "Add 1.0 million foot pounds per brake for each taxi mile" note there.

When paused it looks ok to me. No blocking of info on the pages

@@tomwilliam5118 depends on how you are view it as in full screen not an issue but in theater or normal video mode or mobile phone it's getting blocked

Take a screen shot (without pausing) and view it in stored photos.

Call IT. I don't have this issue.

@@98DEB In case it matters, I *am* IT. This is a (just now tested, mind) repeatable thing on more than one Windows computers using Edge, Chrome, or Firefox. It is also repeatable on my Android phone using RU-vid App, but you can get rid of it by tapping the screen and it then shows the picture. However, the damn thing to too tiny to read on the phone, and the RU-vid app doesn't zoom in. No, I'm not going to move to Linux, and I doubt it'll fix it. I'm also not going to go Apple, because reasons. And it's in full screen or not. I don't know how those of you saying it's not an issue that way is not having the issue, and I would indeed like to learn, but it's not being good on my end. And in any case, if it's a problem for me, then it's a problem elsewhere, and people need to adjust how they present information if it's that important. At the lower right edge is not the best place. Zoom in after showing the entire placard on the pertinent info so that it's not a problem, and for smaller devices that it'd damn near be impossible (of in my case, actually impossible) to read. This technique would be quite handy and well received for obvious reasons and would avoid the kibitz in the first place. I also didn't do it to be objectionable, I made the comment to help, because it would, and anyone should be able to take constructive criticism well and consider it for future improvements that would help their work be better. For what my opinion is worth on the matter, which may not be much. Thanks.

I keep wanting to say that to the pilots when I get into the plane but chicken out!

Yes, that was weird: Pilot: I can't taxi for 1 hour ATC: Roger, proceed to Alpha, Fox1 and park at Bravo.

No way would that flight crew would request those alchoholic beverages. You never ever give some random FAA inspector even a smigen of probable cause to create problems for you or your fellow flight deck crew members. After the 150 pounds of FAA documentation, 100 pounds of NTSB documentation, and 50 pounds of your company's documentation are done then you can get an alchoholic beverage.

@@davidhoffman1278 whoosh

@@davidhoffman1278 Sorry that I failed to land that joke for you. :)

Sometimes it is difficult to congratulate a government agency, but my hat goes off to the FAA, sometimes, THEY do get some things right!

Of course it is....

that's still like a gallon iirc. ~6lb/g

I just stated flying PPCs. So much different than the fixed wing and rotor wing I’ve been flying.

@@flying9249 5.4 pounds is less than 1 gallon.

The airstairs may get sent out along with some buses if there is to be a long wait. On the cargo aircraft I worked on there were several timed temperature checks after the final taxiway stop of the aircraft. When the risk was low enough the crew and any passengers deplaned, got into buses, and went to the air freight terminal.

Yeah it's a take on Mopar's ELB - Electronic Lean Burn ie the rules of thermodynamics don't apply to the airline industry. They tell us they have 8t of fuel on board so they can justify the prices they charge but really 50lbs is all they took off with. It's a conspiracy damned it! It's all about profit ROFL.

5.4 tons

@@RDU8468 Actually, 5.4 thousands pounds. 5.4 tons would be full wing tanks on a 737, and this airplane was at the end of its trip.

@Tobias Yeah, I retired 4 years ago, haven't been to SFO in a while. I was looking at LDA (landing distance available). Is 28L no longer displaced? I had to rely on a plate from a few years ago, online. Always a dangerous thing to do!

Runway 28R was closed for construction, thus the reason for Southwest landing on Runway 28L.

I have a feeling a good number were probably anxious about the situation and probably didn't enjoy it. :)

Yes, while they were enjoying their complimentary cocktail....

I was once on a flight that had to land in a different city because our original destination was experiencing some major smog issues. The flight was just over an hour long, but they kept us in the plane for three hours after landing as they sorted stuff out. At some point they started loosening the restrictions, but we were told that if we left the plane, we'd lose any right to a compensation, including any refunds, reschedulings, and transfers.

@@catinabox3048 That's a different story. SFO was the destination here. Everyone was going to disembark there anyway.

Can you provide source to the new one?

@@VASAviation Ah, I wish I knew where to obtain any of them, would be nice to have airspace boundaries for flightradar24.

Water? Definitely NOT!!

Normal flaps 30 average landing speed is about 140-145kts. No flaps would be around 175-180kts. Check this video out. ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-hAX8WocjFQk.html

@@mharisyasin048 comin in HOOOOT

Add ~35-40 knots

And 40 knots more gives a hell lot more kinetic energy for the brakes: 1/2 x m x v² 140 knots is 70metres/sec. 180 knots is 90metres/sec. If we assume 40 Tons for the plane we get: Ekin = 0,5 x 40.000 x 70 x 70 = 98 Megajoule at 140knots. At 180 knots: 0,5 x 40.000 x 90 x 90 = 162 Megajoule. So that is 64 MJ more or with other words 60 percent more. If we assume that the spoilers and reverse are inop, the brakes would also have to Cover this. This calculation is not accurate but you get the point.

What is even pounds anyway? Just a strange conversion from the metric.... Why not just use... Metric?

@@Xanthopteryx --- SF is still America (for now) so we do things in pounds.

@@Xanthopteryx The upper display unit (where the fuel quantity is shown) displays it in pounds abbreviated to 100. So, 5,400 would show 5.4 on the display.

@@Xanthopteryx because IT IS pounds in USA! Deal with that...

@@johnnyfive1412 I know and that is so... Why not just use the international standard instead of converting it to strange formats like pounds, foot and so on? Be modern!

Yeah that means 5400 pounds :)

That's what I'm wondering! "Folks, we have reached SFO airfield, and will sitting 1 mile from the gate for the next hour. Please remain seated." - that'll be fun for the FAs!

They sat. They were given refreshments.

Back pressure ~ thrust 'reverse' is only partially effective and then only down to about 55-60 kts or something … then at that point they need to be closed anyway due to FOD → Point is to cancel forward thrust though they do have some braking effect & this is best when air-cushion is being pushed ahead of the airframe which dissipates somewhat at slower IAS

LOL chock I presume YOU knew that

You chock the nose wheels you don't want to get anywhere near the hot mains. And crew is not to apply the parking brakes. The aircrew should have never moved again once they had stopped!

And if you have to approach the main gear (e.g. fire brigade if the brakes caught on fire) you approach them from the front or the back. The reason is that the fuse plugs are on the side of the tyres and will blow out sideways, so the safest and only way to approach them is from the front or back.

@@trox6734 Hi Dominik Id try to get the cannon on the mains and when they were cooled down tow it back to the ramp. And let the experts mess with it. I know two guys that do this stuff and I not sure what their training has instructed for approaching super hot main brakes.

@@briangarcia8986 yeah, for sure. I wasn't trying to suggest to approach them in a case like this. But if you have to, and only if you have to, you wouldn't approach them from the side and also wouldn't walk close by them on the side. It's just some little extra info, not a guide how to behave around hot brakes.

Not uncommon to land with higher flap setting in wind to increase your vref speed which helps with wind gusts.

those were some good pilots, aborted landing is always better than doing something stupid

Hot brakes could cause the wheels to seize or the tires to catch fire. It's best not to move.

"Ludicrous Speed"...they've gone plaid...

Multiply by 1000.

Surely he must have meant 5,400 lbs.?

@@bigmotter001 correct

So the plane routinely carries 3 tons of fuel, but i gotta pay extra for my 25 pound carryon bag? Im waiting for them to start weighing passengers next...

@@starhawke380 The weight of the passengers (and particularly how this weight is distributed over the length of the airplane) is very much taken into account during weight and balance calculations, although they just use an estimate based on the number of people in each section rather than weighing each person individually.

As far as I'm concerned the numbers are mentioned in terms of thousands. So 5.2 = 5.2 Thousand Pounds = 2.2. Tons ish

@@GreatMasterGaming Ah!! Thanks! That makes sense. I didn't know that.

@@GreatMasterGaming You're probably correct but I've never heard it stated as simply pounds.

Hey, go to work! And wear your mask!! 😂

More than likely they just brought a tug out and towed them to the gate.

@@elkhunter8664 that would be good!

@@elkhunter8664 Unlikely, as that would be moving the risk of a tire explosion to the terminal.

@@MercFE8235 - tyres don’t explode. That seems to be a trend amongst this comment section. The tyres have wax plugs that melt and release the air pressure. The tyres will deflate, not explode.

@@EdOeuna Everything going correctly, you are correct... However, a cut in a sidewall or some other damage, compounded with the heat, can cause a failure. You also risk the brake fire that can happen 30-60 minutes after a high energy event, as the heat does not actually present itself immediately after landing. Far too many risks to tow the plane into the terminal area immediately.

Probably.

@Tobias so why they need to be setting fire to the brakes?

Hot brakes means a risk of seizure, fire, blown tires. It's best not to put any load on the wheels. He should have rejected the request to taxi to Bravo.

And it would be nice to know if the leading edge devices were deployed. They can be extended separately from the TE flaps if those are not available because of a mechanical failure.

The flaps up landing non normal checklist is the last checklist to be done when all the checklists before aren't helping...kinda like a last resort.

5,400lbs.

5400 lb

5.4 pounds means 5400 pounds :)

5400 lb

They’ll have a Vref speed to land at, and the autothrottle will get them to that speed into the flare. How they land and how much brake they use is up to them and their calculations.

@@EdOeuna Thanks.

738 driver here. (Not southwest) The performance inflight section of the QRH (‘the good book’ when we’re in flight) gives you a stopping distance that, if significantly less than the available runway, I don’t see in theory why you couldn’t use the touchdown markers normally and try and grease it on. In practice though, that thing will have floated like anything without the drag from the flaps, and I’d have ‘landed positively’ to make sure I’ve got plenty of distance at the end. Flaps up VREF will be roughly 210kt compared to F30 VREF of more like 140kt. Unless the winds are mega you can get it comfortably within 5kts of target for the whole approach though, just slightly more nose high for a flapless approach. Also I think if I was in the fuse plug melt zone for the tires I’d have just vacated and got it chocked. Can’t imagine the taxi ride to company HQ to explain why the tires burst and one of the wheels isn’t round because I taxied unnecessarily. Maybe they called ops or something for approval. Either way, RT was nicely handled.

@@johntankertson110 Brilliant also. That's seems a jump in speed, but if you expect the float and get it on hard with enough runway, and all other things being in your favour, I guess how you get it stopped even if you have to mullah the brakes and risk damage is the easier final stage. I presume spoilers were not necessarily affected by the same fault issue, nor reversers. Quick Reference Handbook - aka - How to Drive this Thing Now You're in the Air. 🤔 [Actually a very bad date to joke like that. Sorry.]

@@pomerau yeah, if the flaps detect that one side is out a little more than the other at any point they freeze and don’t move again, to stop asymmetric flap ruining your day. The hydraulics are still working, so spoilers and reverses should be unaffected. And yeah, if the book says you’ll stop in that distance, that should be where you’ll stop. But yeah, in QRH we trust. 🙏

@@tonythreepies9272 thanks for the information, much appreciated.

You have to use your already-overheated brakes in order to stop, if you taxi again. So the protocol is to remain stopped, chock the brakes so the plane can remain motionless without having the brakes applied, and then move when things have cooled down.

@@Notimp0rtant523 - or just start the APU, shut down the engines, and then call company for a tug to the gate. The brakes don’t mind where they cool down.

@@EdOeuna You ever been around hot brakes? No way ground crew is going near them to chock so they can hook up a tow.

@@Notimp0rtant523 Delta Tug 4 from JFK would do it no problem, right after Steve gave him clearance. 😬

@@TKettle true... they don't want a tire to explode in there face,,,,,,,

The brakes can catch fire, which is why they often have fire trucks dispatched upon landing. You really don’t want that to occur next to the gate/terminal. Hot brakes also don’t work well, which is why it’s instructed to chock the wheels off of the runway until they cool. Don’t want to have a plane taxiing around that can’t stop.

Better to deal with fire and evacuation on an open taxiway rather than next to the gate where you have restricted access for fire trucks and you also have fuel storage and a building that could catch fire too.

If you read the red box on the chart at the end it is talking about the fuse plugs in the wheels. If those get any hotter they will blow out and the tires will deflate and the plane would then not be able to taxi at all. The plugs are meant to come out instead of the tires exploding and causing a bunch of damage.

@@colinsouthern "Can't they bring the stairs, or something?"

@@colinsouthern And they are still waiting for ground to bring the stairs. ROFL. That certification test was an epic fail, starting with the communication and ending with that funny fireman almost killing himself repeatedly. Comedy gold.

it's an 800-series 737, also commonly called 738.

@@joshuarubin1031 oh okay

The pilot saying "no flaps landing" is him declaring the emergency. Also if you notice the red "EM" he set his transponder to 7700 which is also declaring an emergency. The words declaring an emergency or mayday mayday mayday don't always have to be spoken for an emergency to be declared.

@@timmywayne81 Thanks!!! That makes a lot of sense. Good to know!

5400 pounds :)

5,400 pounds.

I thought that too. Am guessing that's a short way of saying 5400 pounds of fuel remaining, but could be wrong.

He means 5,400 pounds of fuel I believe.

@@evakq8r That would make a lot more sense. Seems like a weird shortcut in communication for something that should be very clear.

5,400 pounds which is approximately 36,000 US gal.

FIVE THOUSAND AND FOUR HUNDRED POUNDS... Not 5 pounds... C'mon, dude... Think....