WHAT WE KNOW about the 757 Rejected Take-off and Engine FIRE - Explained by CAPTAIN JOE

[@VASAviation]

Thanks for the shout-out Joe! I have just released a second video with more conversations.

[@ZSSSFlyLover]

wow, real official one

[@briantampa1164]

Love your videos bro!!

[@brucesmith9144]

Thanks for announcing it. Watched the first one which was good but unaware there was a second one.

[@nykon4693]

Love your work!

[@TheTransporter007]

Hey d!ckh*ad, see how _decent_ people give *CREDIT* to others when they fair-use their media? You could learn a lesson or two from Joe.

[@larsnaslund128]

A friend of mine was on the plane and I think everyone who was onboard should watch this video so they better understand why evacuation didn’t take place immediately upon aborted take-off. Several were frustrated over the lack of information from the cockpit without realizing all the work the pilots were doing. Great work by the pilots and ATL personnel!

[@flywithcaptainjoe]

Thanks buddy for appreciating the work🙏🏼

[@TerryMundy]

Pilots are among a zillion other things have a responsibility to keep the passengers safe.

[@juanalejandrosotto6217]

Imagine having to weigh the need to evacuate passengers beside an ACTIVE RUNWAY.

[@saybya]

Passenger: “talking to me is more important than actually keeping me safe!!”

[@horseathalt7308]

@@saybya You really wouldn't have heard that kind of attitude back in the 1980s or before. Passengers have been taking the ability to fly for granted for years now.

[@alexanderwerneburg8642]

I have to say that she handled comms very cool and calm, very professional. And pilot was very cool under circumstances, this is how you do it and reduce panic

[@flywithcaptainjoe]

Couldn’t agree more!

[@vaffangool9196]

Atlanta resident here, so proud of our people! Great job by everybody except for the fire chief, taking up bandwidth to collect details for the incident report while the response was ongoing, and then stepping on the transmission as the pilot was trying to get confirmation from ARRF that the fire was out on engine number two 🤦‍♂️.

[@irtnyc]

​@@flywithcaptainjoeYou're objectively wrong. She was slow, late, dense, ineffective, indecisive, inadequate, and fundamentally irrelevant to the decisions and actions accomplished by OTHERS that kept all souls alive.

[@maximilian672]

@@irtnyconly one dense here is you, me thinks. Everyone in this case did as excellent a job as can be expected.

[@JaneUK]

@@irtnyc examples? Evidence?

[@Boodieman72]

Atlanta had a huge snowstorm which is very unusual. Great communications between all and the pilot made the right call to evacuate.

[@GaryPossert]

There was one comment stating that maintenance later ran engine #2 and it ran OK, and that the engine "problem" was due to the ingestion of snow/ice from the runway. Also, I didn't hear (or missed) that there was an Eng 2 FIRE EICAS message, bell and warning lights. So, no engine fire. It sounds plausible that the engine experienced a "stall" at high power and the crew rejected the takeoff due to the bang and thrust loss. That was the right decision. Throttles to idle, max braking, verify speedbrakes up and come to a stop. If I were investigating this event, I'd look on the DFDR to determine when the #2 start lever moved to cutoff. With the engine windmilling (flamed out) during the stop and soon after, fuel is still being supplied into the hot combustor, essentially wetting the rear of the engine flowpath. The "now pooling" fuel and fumes are ignited from the still hot metal. This is called a tailpipe fire, and there is a cockpit procedure for this event. Flames and/or smoke from the tailpipe do not necessarily indicate an engine fire, and the procedure to handle this is to shut off the fuel (start lever to cutoff) and to motor the engine with the starter IF you have any pneumatics available from the other engine or APU. This blows out the fire and cools the combustor and the HP/LP turbines. This is a tough situation to realistically create in the simulator. The pilots done good this day!

[@OfficialSamuelC]

I guess in the poor visibility and chaos, they aren't going to be waiting to see if it is a tailpipe fire. They're just hearing flames and smoke coming out of their engine and taking the safest course of action. Sometimes sensors aren't always reliable. So I think the decision was fine to do, especially with the weather difficulties for resources to reach (they will still super fast but still a fire taking hold will require more resources).

[@BlaineNay]

I'm a retired military and airline pilot. I've done a few rejected takeoffs and a couple of evacuations (one evacuation was due to a bomb threat). In this case, I must say that ATC, the ground crew, and the flight crew all performed admirably.

[@Hilts931]

Cheers, Blaine!

[@ScottScouter]

ALSO it looks as if the passengers listened and DIDN'T grab their carry-ons! FLIGHT CREW PERFORMANCE FOR THE WIN!

[@donfayetteville3582]

This is not that!

[@nullc0ntext]

The sheer amount of professionalism present in this situation is a real testament to the fact America may have its' problems, but how many other places would have the same outcome when it comes down to it like this? Top work from everyone involved.

[@MyDarlin1]

Shout out to the ATC on an a superb job and to all the other services working together and professionally. Great call by the flight deck crew as well. We hear in detail all the mistakes made in disaster situations, but this is an example of all the things done right. Praise for all!

[@Triplesevn33]

My sole issue with this was evac paxs on the right side. They deployed both fwd and rear slides on the right and pax used them. Had there been a more serious engine failure/fire, this could have really turned bad. Also, it delays the ARFF from putting out any fire if paxs are in the way. Im sure this will be the one point of procedure that will be investigated.

[@TianarTruegard]

This. They knew/suspected a fire from the #2/right engine. They shouldn't have used the right side exits to evac. But then, if passengers were the ones evacuating without instructions from flight crew, that might not have been avoidable. Hopefully further details will become available.

[@jonathanbott87]

Another comment suggested pax deployed the R slides, even w/ FAs at most (all?) exits of the 757, they likely were busy with the L slides.

[@gilliantracy7991]

This is my question also. Glad it all turned out well tho!

[@ConstantlyDamaged]

There is one set of comms we are missing here, and that is direct between the flight crew and the fire teams via direct intercom. They may have gotten an all clear from the fire crew to disembark passengers on that side.

[@gnsdgabriel]

Same thought here

[@davidpereira9238]

So refreshing to see people just doing their jobs as effectively as possible instead of having bureaucracy shoved into every little step you take. Great job and syncing by ground+ATC .

[@Brown1286]

This is a fantastic review of this incident, 10x better than any 3 minute news clip out there : Radio comms, diagrams, on scene video, professional explanations. Brilliant job.

[@frank_av8tor]

Thank you Captain Joe, great review of a textbook response. B757 Captain here with a few notes: RTO autobrakes means Rejected Take Off on the B757 RTO becomes active at 85 knots, before that, manual braking is required. RTO activates if thust levers are closed (idle) during the takeoff roll (and above 85kts). Autothrottle is disengaged to prevent the system attempting to re-apply takeoff thrust. Since the pilot asked if there was a fire, that would indicate they did not get a fire warning, this can happen if the fire is in the tailpipe (area that doesn't have fire detection), there's a specific Checklist for this condition, the aircraft's Fire Extinguishers for the engines are not effective for this kind of fire, so the evacuation was a good idea. The need to open the outflow valve (evacuation) is to allow the doors to be opened, with the aircraft pressurized plug type doors cannot be opened due to the air pressure holding them closed. Great job by all involved.

[@flywithcaptainjoe]

Thank you Frank🙏🏼 It’s all very similar to the 747, I was just trying to keep it a little shorter here and there! By the way the 757 is an amazing aircraft, I did a SIM screening in it once and absolutely loved it how it handled🙏🏼 come and join me on a flight with the 747😉

[@horseathalt7308]

I love the comment section on captain joe's videos, there are a LOT of experienced certified pilots that provide so much accurate information! Thank you.

[@mlcochran78]

Sweet! There's some of my video!

[@ellenreed6299]

Thank you! As a retired F/A, I appreciate your analysis. I worked on 57s and 67s for years. All floor level exits are worked by F/As, window exits are sometimes opened by passengers who are sitting by them. REcurent Training of F/As requires evacuation of an AC in 90 seconds. Recurrent Training takes place every year. Aviation people value professionalism. Thank you again for making this clear.

[@loiswhite503]

Excellent video , explained everything well , I love the pilots evacuation check list because it allows the cabin crew to focus to make sure everything is safe , in emergency you don't think clear, the tower person , she really stayed cool calm and collected , great to see everyone working together preform a safe evacuation

[@loiswhite503]

Can you do better?? I think they all worked as a team . I guess you can do better ?? Remind me not to fly with you ​@thecomedypilot5894

[@loiswhite503]

​@@thecomedypilot5894remind me not to fly with you . She thought , acted with wisdom, if she couldn't see the right engine she took initiative to make sure safety plan was in place , . Dear please , can you do better ?? Aim of every one is safe soul's .

[@thecomedypilot5894]

@@loiswhite503 “Acted with wisdom” 😂😂 she wanted them to vacate the runway and didn’t coordinate the information that they were on fire. She did a terrible job. And I’d be glad to not have you as one of my passengers!

[@brandonsorenson9178]

It was a compressor stall per a Delta mechanic likely from all the ingestion from snow/slush that contaminated the runway. There was no sign of a fire and test ran engine today. He also stated the passengers freaked out and pulled the slides.

[@aeroman5239]

I question the approval to use a contaminated runway for takeoffs. As such, the risk of snow & ice accumulating on the engine inlets from the NW spray can result in rapid accumulation and thus disturbing the airflow to compressor, inducing a compressor stall. In other words, the lack of experience in ATL handling a snow event led to the mistake of allowing continued ops on the contaminated runway, and this event was therefore avoidable.

[@herbiecactus6687]

So... ops 3 dude just hallucinating then?

[@aeroman5239]

@@herbiecactus6687 I think OPS made a poor decision declaring the runway condition "good". At 3:29, you can see all the slush spray coming off the NLG, and the A/C isn't even going that fast. At 3:39, in fact, the #1 (LH) engine looks like its exhaust is briefly interrrupted, likely from a disturbance in its airflow.

[@ChrisM541]

@@aeroman5239 I have to reasonably assume that applicable SOP's will be amended to ensure additional runway cleaning and confirmation takes place in such circumstances.

[@herbiecactus6687]

@@aeroman5239 So you're suggesting OPS lied about seeing fire and smoke to deflect blame? (Trying to figure out how your response flows from my comment/question.)

[@litz13]

Just to put the Atlanta snow into perspective: the last major storm with accumulation in the city was in 2014. This is not something that happens often.

[@LH-yc5vy]

Under Part 139, airports have to have exercises throughout the year for the responders to practice different scenarios.

[@litz13]

@@LH-yc5vy exercises, yes. That's nothing like having the entire flight load of ATL dumped onto the two de-icing pads the airport has, in the middle of a raging snowstorm.

[@jfbeam]

Like everyone else in ATL, a single snowflake is an apocalypse. While I can't speak to accumulation, on pavement, at the airport, but I've raced at Road Atlanta in December for 8(?) years, and there's been snow at half of those races. (as long as it doesn't stick to the track, we race.)

[@paulazemeckis7835]

Actually having lived in ATL for 32 years almost all of the Januarys had snow. Some accumulated some didn't. Best snow storm ever was in March 1993. So much fun!

[@KenKen-ui4ny]

@@paulazemeckis7835 Compared to the more northern state cities like Chicago or Minneapolis. Snowy weather in Atlanta only comes once or twice a winter, mainly in January and February. Sometimes December or March. And accumulating snow stays around on the ground just a for a short time. This is probably why a lot of people see it so negligible, and not highly view of as a usual thing. Even though it's also normal winter weather there.

[@StormChasingKid02]

Keep it up Joe absolutely LOVE your videos! My #1 Favorite Aviation KZbinr!

[@andreaceschia9540]

Mentour Pilot is good too

[@olivermcdermidperring5755]

I like how the opps guy changed his description from right side to engine 2 to avoid any confusion absolute professional

[@jemijona]

@olivermcdermidpeering5755 You would need to include the aircraft type, as engine 2 could be the inboard left engine on an aircraft with more than 2 engines, so right side is the better description.

[@donfayetteville3582]

he didn't know what engine-- only what side? there's only 2 engines buddy. #1or #2.

[@Guy-t5b]

If I’m not mistaken (and please correct me if anyone has more information), at the time all this was happening, the north runways (8L-26R and 8R-26L) were closed and waiting for brooms to sweep them. This effectively brought operations at ATL to a halt, with only RWY 10/28 available for both landings and takeoffs. Such a situation would have caused a massive traffic jam, with severe delays both inbound and outbound. Inbound flights likely faced fuel diversions, while outbound flights and aircraft sitting at other airports bound for ATL would have been stuck on gate holds. This seems like a classic domino effect of compounding delays.

[@jonathanbott87]

That is why tower called ops to send the brooms the 8L/R

[@GlamorganManor]

A bunch of people on a travel group I follow were irate about flight disruptions in Atlanta that day. It's par for the course... People saying take it to the airline on X with demands, etc. SMH. It's a travel group so they have more air travel experience than most and some still don't get that a rare snow event is going to have that effect. It's winter. Allow more time to make it to your cruise or whatever. Buy travel insurance. Get a grip.

[@juliecasey5196]

It was amazing how calm everyone was and how smoothly everything ran. Thank you for explaining the steps clearly.

[@Flyeasy441]

Thank you for the very concise and professional description of how the emergency RTO was handled by great teamwork. Axel RC

[@zlatankulenovic3634]

Perfectly solved emergency case, excellent coordination between the three services. Cpt.Joe presented the event excellently, even hollywood could not imagine such a scenario

[@The_Magic_of_Zelda]

One of several things learned from training is that ATC is your best friend in these situations. Love the 757.

[@juliemanarin4127]

I have flown several times in the past on the 757...nice plane

[@repatch43]

The most beautiful plane out there, other than the queen of course.

[@horseathalt7308]

@@juliemanarin4127 Most pilots that have flown it call it the sports car of commercial aviation.

[@gcorriveau6864]

During simulator exercises for evacuations, I'd often ask: "How long will my passengers be standing out in the cold of a minus 20C winter night?" None of the instructors ever had a good answer. I'd like to know what official parameters exist at major airports for this. Doesn't do much good to save pax from the fire only to lose them to death by exposure.... Nice debrief Cpt. Joe. Thanks.

[@veshelya]

I'm wondering if the airport would send a bus or something to get them asap

[@LH-yc5vy]

FAA Part 139 Airport Certification covers airports and requirements and ATL airport is a Part 139 airport. Also, an airport may have bus resources but the hub's biggest airline will have employee bus resources as well at a major airport and they will be escorted by Airside Ops out on the airfield. Other things to consider (for both airfield and landside evacuations): big pax busses need to have a CDL+ pax endorsed driver (small pool for that cert.), if the pax bus is public street legal or if it can only stay on the airfield (may need an escort), and where the bus drivers are at on their CDL timeout hours. You can bleed out in 5 min and a fire is more deadly than cold exposure so those are the priority injuries of ARFFs. Major airlines are private companies and have resources of lots of blankets so their GO teams will more quickly distribute blanket/comfort kits than possibly the airport, which will most likely not keep as many of those kits on hand. Also, think about politics: if two airlines hate each other, and the smaller ops airline has an emergency at the big ops airline's hub, how quickly do you think the hub airline will send their resources to assist? Maybe they will since it is life safety leading to good PR for the helping airline but who knows what will happen in that moment?

[@Mandrew22]

Reasonable concern, and I’m sure if you’re seeing smoke in the cabin or the possibility of a fire, then surviving the immediate threat means evacuating, no matter what. I would imagine the airport has the authority to request every van on property (including parking /employee shuttle buses) to immediately rescue the passengers from the extreme elements).

[@justinepaula-robilliard]

Yes, I question the evac call, it was not required, there are reasons to evac, and where was this.. This was some cowboy pilot that panicked and went full to the wrong decision.. There is no reason to now have lost sheep milling around a vast wastland, maybe getting in or around the wrong part of the airport.... Look if the airframe has holes that are now appearing, then by all means, get out.. Now.. that pilot has a lot of thinking to do, to try and snow job the NTSB into believing his justification.. He has no justification..

[@cTwelve]

@@justinepaula-robilliard The airport has busses. Calm down.

[@antonellamenegatti8607]

Thanks Captain Joe for the wonderful explanation, greetings from Italy Rome 🙋👍

[@gomezgomezian3236]

My only question. Do you consider it optimal, to allow passenger evacuation out of the side of the aircraft with possible/known engine fire? (Noting not only the fire risk itself, but also that that is where the ARFF vehicles will be moving?) Should they not have directed an evac via the LH side only?

[@jemijona]

Looks like the pax panicked and opened the right side themselves against cabin crew instructions.

[@nickhfda223]

In my operation we're generally trained just to make the evac call and let cabin crew decided whether a particular exit is useable or not. I'm sure there's some sort of extreme scenario where I might direct a particular side, but it isn't standard practice where I work.

[@Calebs_Aviation]

Looks great! Now that so you do a successful emergency landing and evacuation! Thanks for a great video Joe! Also, hhats off to the pilots and crew of that Delta B757 for doing a great job! Just in time for Delta’s 100th birthday! 🎉

[@wizardmix]

I want to also praise the passengers and (presumably) excellent direction from the FAs in that I didn't see one passenger with a roll-aboard on the ground and only a few with a backpack. In a survivable situation where an evacuation is required, you NEVER want to waste time (or space between the passengers behind you) with a bag or backpack. If that plane caught fire, the people nearest to the smoke have literal seconds between life and death. Any hesitation to get stuff might mean the life of another less fortunate passenger. Stuff is stuff but a life cannot be replaced. This could happen to any of us and it's important we all think about what we would do in that situation. Again, praise to passengers, praise to crew.

[@patrickmatthewmendoza969]

Passengers need to run towards the wind, to mitigate the risk of smoke inhalation.

[@juliemanarin4127]

Good point

[@herbiecactus6687]

@@thecomedypilot5894 there is no shortage of comments here stating things that were clearly stated in the video. Special bunch....

[@billmoran3812]

Excellent response from ATC and OPS. I can’t imagine this complex scene was ever done in training. But everyone did their job professionally.

[@flywithcaptainjoe]

RTOs and evacuations are in every SIM check.

[@sumpurnashrestha]

Respect to the Captain, flight crew, and Atlanta airport workers! 🫡

[@gottagowork]

I've experienced a rejected takeoff once (likely 737, but at least something that size/class - long time ago). Those brakes are gooooood. Damn those brakes are good! Guessing it happened just prior to takeoff. Taxied back to gate and had a part replaced, and off we went, so "nothing serious". But I'll never forget that braking action. I'm not a pilot, but as pax in some smaller Piper, our runways shut down due to an emergency involving a small sea plane crashing and tumbling. Pilot only suffered a broken or scratched finger, and iirc also the plane was recoverable, so again, "nothing serious". But the reason ATC gave us for delaying us, wasn't "passengers all over the runway", but "emergency busy and not available, so we can't let you land just yet".

[@mediocreman2]

Interestingly, if they have to brake too hard, the brakes are no longer usable and need to be replaced. Even if they were only used once.

[@gottagowork]

@@mediocreman2 So maybe it wasn't even max? I wouldn't know. I have no idea what autobrakes will do in RTO mode. Is the requirement for replacement automatic, or after inspection?

[@hardangervidda002]

I disagree, it is preferable not to evacuate unless you absolutely have to, people will get hurt. In case of a real engine fire, the fire department would prefer that people stay safe on the airplane, so they don’t get run over by the firetruck, or hurt by the fire on the outside of the airplane. It is one of the most difficult decisions that ever has to be made by a captain…

[@jamesmckenzie3532]

They make an announcement to evacuate on the non-fire side of the aircraft. People in the exit rows are briefed to carefully examine the outside of the aircraft as well.

[@donfayetteville3582]

NO FREAKINWAY! Do that so the news people can say-- gee why did they wait so long?

[@nickhfda223]

Yeah, with ARFF already on station I'm probably going to be making a "remain seated" PA unless there's smoke in the cabin.

[@Clarkstonlife]

I think the evacuation was rushed. If there is no smoke in the cabin and not a raging fire it is safer to wait for confirmation from ARFF. A Delta into Minneapolis with an engine on fire in the air safety landed and the fire was extinguished with no evac years ago.

[@vbdaniel4]

Lots of speculations here. Was there smoke (toxic?) in the cabin? How far was the fire brigade out (at least what were the Cockpit crew believing, how far out). It was a dynamic situation. But agreed, if there was no smoke in the cabin and fire trucks at the aircraft, there is no imminent danger for the passengers. Those trucks can put some serious fires out...

[@Ztbmrc1]

I just saw the video on this incident earlier today and I wondered why they also evacuated on the right hand side where the burning engine is?

[@Turbojets_Channel]

There are a couple of schools of thought and a captain must consider all facets whenever possible. The minute they heard "flames" from an ops guy, they made the call to evacuate. There is no real wrong in doing this. However, I think had they waited 60 more seconds, the ARFF people could have been far more effective at stopping any flames (which was doused in seconds) and communicating far more effectively than the ops person. Then they could have deplaned in a coordinated fashion. But again, there is no wrong call here. Did this captain make the wrong decision? Absolutely not. Was an actual evacuation really warranted? Debatable and as a monday morning QB, I think it wasn't.

[@nickhfda223]

Generally speaking, someone always gets hurt in an evac. Grandma in the wheelchair doesn't tend to go down the slides so well. I'd probably delay the evac in this case with ARFF already on station and a contained engine/jetpipe fire...but I wasn't there.

[@SubActif]

This is the kind of exchange to make listen to all people or groups, even in business, to show by a real ace what good communication is, clear, factual and above all calm. And in particular, professionalism and the follow-up of procedures.

[@6828oaklawn]

Capt. Joe: Good video, although I have a few questions about your conclusions. First, the decision to perform a passenger evacuation must be tempered by the inherent dangers. Putting everyone out on slides often results in injuries, interferes with the approach of ARFF vehicles, and results in hundreds of people wandering about uncontrolled on active taxiways and runways. Second, when conducting a passenger evacuation, the passengers should never be sent out the side toward the fire. This is prevented by the captain making a PA announcement such as "Evacuate the aircraft, left side only". We are unsure yet if passengers initiated their own right side evacuation into the fire. Third, the engine nacelles on the 757 are designed to contain a fire and prevent one from migrating up the pylon and into the wing. Yes, the fire extinguishing bottles for the right engine don't dump into the tailpipe, but there is a procedure for tailpipe fires that involves motoring the engine to blow the fire out safely. Uncontained, explosive engine fires are very rare. This wasn't one. The crew reported an engine failure, not an engine fire to ATC. Bottom line: The safer course of action may be to keep the passengers on the aircraft. At least until you have a far better idea of what's going on with the engine. You had one guy in a car who saw a tailpipe fire. Was the fire bell going off in the cockpit? Was the right fire switch illuminated? If so, was the engine fire checklist accomplished and were the fire bottles dispensed into the engine? There's a lot we don't know here. To Capt. Joe: Perhaps it might be a good idea here to hold off on characterizing this as an "everything went perfectly" story until we have all the data downloaded and the facts and truth established. This will never happen only twenty hours after the actual incident. I suspect there will be a number of lessons to be learned here, which is always good for aviation safety.

[@TSinRM]

It is reassuring to see an emergency situation so well handled. This speaks to the training and experience of all involved, from the cockpit to the tower to the emergency services. Good to see so many professionals do their job with expertise.

[@bugsy10465]

Its amazing the 1 everyone is ok and 2 how the crew and staff were calm in this emergency man its really amazing

[@kellymorast6460]

It appears communication was good for all entities involved in the emergency. Decisions were made at the appropriate time with the appropriate amount of information. Awesome job by all involved in handling this situation. Goes to show how good training was for all involved and how the training allowed them to all work together despite having different roles.

[@deloresthomas5624]

Thank you Captain Joe for the step-by-step explanation of this Delta flight emergency situation. Great job!!!

[@jiljwc]

👏🏾👏🏾👏🏾 GREAT JOB ALL!!! A true view of team work coming together!!! Safety is the #1 priority!!! Awesome analysis & break down Captain Joe!!! 👏🏾👏🏾👏🏾

[@laratheplanespotter]

Amazing show of CRM. Great job to all of them! Great example of why pax need to be vigilant and pay attention to the safety briefing from the Flight Attendants!!

[@flywithcaptainjoe]

I couldn’t agree more!

[@Boodieman72]

This is where CRM extends to outside of the aircraft as well.

[@thecomedypilot5894]

ATC didn’t do a great job.

[@kitsuneprincess4637]

​@@thecomedypilot5894 How many comments did you reply to saying this? lmao

[@thecomedypilot5894]

@@kitsuneprincess4637 Apparently not enough because you people still don’t get it.

[@nicholasstokes8330]

Excellent co-ordination between all involved. So pleased everyone is safe.

[@javacup912]

Great video, and awesome step by step details of procedures (written and real time) and communications. On the evac, a few points need explained for the non-pilots readers. The reason for despresurizando the airplane is because in the case the vessels is pressurized even at 0.5 PSI, the doors will not open, or at lease, not easily open for the sides to deploy. I’m so pleased with everybody’s response, from flight crew to controller and fire/ground maintenance. This is what well trained crews do.

[@stoffls]

Seems like they really handled the whole incident very professionally. Hats off to all of them, also for quick thinking (shutting down runway 9R) and working together as a team.

[@thecomedypilot5894]

ATC didn’t do a good job.

[@AlanTheBeast100]

My only question is whether evacuating on the failed engine side with potential fire was warranted. Yes, the fire seemed out by then; and we have no recording of the instructions to the cabin crew. Just an ambiguity that I would have liked explained.

[@GwenFisher-x9h]

This is awesome! This is so much more than the "news" tells us. Thank you. Joe, keep making videos!

[@gt2847c]

Need to see VASAviation's second video on this incident... While the coordination for the emergency was good, apparently, they had a bunch of other things that didn't go so well. Ground had quite snarl to work out and the de-icing was taking too long for the allowable holdover time.

[@litz13]

In defense of the deicing crews, the last storm they had to perform like this was eleven years ago.

[@philipjamesparsons]

I'll let the NTSB be the judge if they "nailed it." I do remember the press saying that BA 777, nailed it back in Vegas, ten years back following an engine fire. The investigation revealed things were not so well handled after all.

[@flywithcaptainjoe]

I shall change the thumbnail after official report😉

[@philipjamesparsons]

​@@flywithcaptainjoeNice, overview on the whole RTO, process. But, having had an incident myself twenty years ago, it's an uncomfortable wait, finding out what the investigation says.

[@FracturedNinja]

If you go to the VAS Aviation channel and listen to all of the communication… It was a mess, IMO it seemed like the pilot had to evacuate because of the poor communication between the fire crew and tower leading to confusion and uncertainty of the state of the aircraft. The fire chief should be immediately placed on leave, was very clear that he had no idea how to properly communicate with the tower and pilot. This was a mess and I suspect heads will roll for this…

[@alphabravoindia5267]

@@FracturedNinja I do not have much experience in busy class bravos, but you do seem right, the chief did use some non standard phraseology. From what it looks though, TWR and crew members did the right thing

[@user-pg9fv7su8q]

Pilots were foolish to evacuate with no visible fire. They cost the company thousands and risked injuring passengers over a non visible engine fire.

[@MinnesotaGuy822]

So, I've been interested in aviation and other disasters for years. So many fascinating aspects that lead to catastrophes. Engineering, materials science, operations, skinflint management, human factors, weather, ... . One pattern I've noticed is that often when there is an engine fire indication or other malfunction such as a departed propeller or even a departed engine there often is no or greatly delayed communication between the flight crew and the cabin crew. As Captain Joe noted, pilots of large jet aircraft often cannot see much or even any of the aircraft behind them, often including the wings, engines and of course, the fuselage and tail. The cabin crew can make observations of most of these and report what they see if the flight crew makes the effort to get that information from them. This just seems like good Crew Resource Management and a fast way to aid the flight crew's situational awareness. . IMO, it should be a SOP when something bad is happening that might involve the aircraft behind the flight deck that the cabin crew should make rapid observations of wings, engines, the internal fuselage and cabin and have that information reported to, typically, the cabin crew leader, who should then be standing by a phone waiting to report those observations to the flight crew, who should be making a call to that cabin phone to get this report early on in the emergency sequence. . In quite a few of the dramatized aviation accidents I've seen (Mayday, etc.), when the shirt hits the fan flight crews often have not done this and cabin crews have not reported information the flight crew needed to have to inform their understanding of what was happening. There have been incidents where the flight crew remained ignorant of conditions such as as departed propellers, gashes or cracks in the fuselage visible from inside the cabin, smoke, engine fires, fuel and hydraulic fluid leaks, access panels that have departed and even engines that have departed the aircraft. None of these conditions are fully evident from flight deck instruments alone. . Instead, I've often seen the flight crews in these disaster incidents display a tendency to hyperfocus and "tunnel vision" on their flight deck instruments and frantically try to figure out what's happening just from them, a case of "information availability bias", or frantically try to work a checklist, or otherwise flail trying to understand what's happening, when a simple observation like "the #1 engine's propeller just departed the engine and slashed across the bottom of the fuselage" would provide so much clarity. Often they're confounded because the instrumentation is displaying a baffling set of indications that don't tell the story of conditions no responsible engineering team or airplane manufacturer would create instrumentation for, such as a sensors and instruments to indicate conditions such as "engine departed a wing", "propeller departed the engine and sliced across the bottom of the fuselage", "engine fan disk disintegrated and punched one or more holes in the fuselage, and the size the location of these holes", and "the fuselage has a crack in it we can see through to the outside".

[@user-qb3zf2bq9p]

The team effort of everyone was awesome!!!!

[@cjack202003]

I was flying an airline one time and it aborted take-off after the second troubleshooting. We were at the runway both times about to take off. A lot of people on the jet were mad about the ground abort. I wasn't. Kudos to the pilot for safety first. I'd rather abort mission than die crashing. The airline also gave everyone two options: take next flight free of charge or stay in a hotel overnight and take morning flight...free of charge. People were still mad smh. I was chillen, I chose to stay the night. I also asked could I catch an afternoon flight, instead of a morning flight. The airline let me do it with no issues. I still fly the same airline. It's one of my favorite airlines. Sometimes, jets just break and it's safer to abort mission. The pilot made a safety call and it was a good call.

[@elderbob100]

I used to live in Atlanta and flew Delta almost every week. The pilot had a compressor stall/fire and RTO. Passengers (like me) are looking out the windows at the engines. If they see fire, the passengers will self-evacuate. It did not matter how cold it was. The terminal was only a couple of hundred feet away.

[@julierobichaud6393]

It amazes me how these pilots and air traffic controllers remain so calm and its not just this incident. I have yet to see or hear anyone panic. I have seen every episode of Air Disasters/Mayday/Crash Files of the NTSB (not obsessed or anything). Kudos to them. I would panic. If I was an air traffic controller, everything would be running into everything else on the runways and taxi ways. If fascinates me how they keep everything straight.

[@jeffreysicular5119]

Was an Engine Run-up performed I/A/W the Boeing 757 FCOM - Supplementary Normal Procedures Section - Takeoff Procedure? Do the normal Takeoff Procedure with the following modification: When engine anti-ice is required and the OAT is 3°C or below, the takeoff must be preceded by a static engine run-up. Use the following procedure: PF Option: Pratt and Whitney Engines Run-up to a minimum of 50% N1 and confirm stable engine operation before the start of the takeoff roll.

[@andymacmac9151]

I think if the fire chief didn’t interrupt the communications, then perhaps between the controller/pilot and the ARFF ops personnel with eyes on the engines, then perhaps the information could have been passed that the fire was either extinguished or was being extinguished…. At least this would give the pilot another option to consider…. As it was, the pilot is told there is fire in the the engine and nothing else…. The pilot didn’t really have much option other than to evacuate the aircraft.

[@jamescollier3]

yeah. usually the fire chiefs are the worse on the radio

[@eherrmann01]

I'm wondering why they would evac from both sides of the aircraft. If there's a fire on the #2 engine, it seems to me that they wouldn't want passengers evacuating on that side of the aircraft.

[@ecclestonsangel]

That's Hartsfield for you. They may be the busiest airport in the world, but they are also the most efficient. Not to mention, everything is set up in Atlanta with the utmost efficiency in mind. I've flown through Atlanta. It's a great airport.

[@flight1513]

Airline captain here. I don’t think I would’ve evacuated. Very dangerous and slows down fire trucks. I know, easy to armchair quarterback. Sometimes you’re faced with very tough decisions with limited information. Kudos to the crew and ops for no injuries.

[@Grumpy_Old_Dude]

That was the first time on of your videos was recommended to me. I appreciate your approach and have subscribed in order to get notified on your newest postings whilst I go through your past submissions. I hope that I’ll be pleased with this decision.

[@Rev_Blanket]

I really love this analysis. Thanks for sharing and also thanks to the Staff in the Control tower, Fire crew and ground crew. What a teamwork!

[@chimmy_jim]

If there is a potential fire on one side of the aircraft, is it not safer to evacuate only on the other side? To keep the passengers away from potential fire. Esp given there is overwing exits, right next to the potential engine that is on fire. That's my only unknown on this. The rest feels like a great example of coordinating all resources. Thanks for the video!

[@johnpatterson9373]

Left side only ..left side only…evacuate evacuate evacuate!

[@theinfinitistig1109]

As a left seater, I cannot think as to why I, or my FA’s, would evacuate to a side with a fire/smoke/issue. I understand quickest method of dumping all 140+ pax, but doing it safely is not onto the side with an engine issue. But I don’t know, still new to the CA position.

[@jimmeade2976]

Excellent job by all, including the passengers. From the video snippet, it looks like the passengers did the correct thing in evacuating, leaving things behind and not trying to grab their carry-ons. Very important to do that!

[@gtr1952]

Really great to see all the calm and professionalism! With 'max fuel +200', anything w/heat and they were full evac, and they executed that perfectly, calmly, and quickly. With the number of FUBAR's we've had recently that was reassuring, and needed! Even with the amount of snow still out there! Peace --bfg

[@Duvstep910]

That controller did such a great job gathering info from multiple sources to aid her; having someone who was previously on the runway pull up to the jet and check and most importantly have ops 3 repeatedly verify that they saw flames so the pilots could make the right call. 🇯🇲 Good stuff.

[@Guy-t5b]

Capt Joe, et al…..curious if during a fire on the right engine and indications that #2 had flames …..if they should evacuate via right-over wing exits and the right exit door slide in front of the engine with the fire. Can a pilot designate to the f/a to only evacuate left side, etc to keep pax away from the fire…..just curious about the protocol and didn’t see that in the checklist, regardless, I thought everyone did an excellent job!

[@skylineXpert]

16.40 did I see a carry on? Havent people followed the instructions from the FA to LEAVE ALL CARRY ONS on the aircraft?

[@KaoruGoyle]

I was in a rejected takeoff with Aeromexico back in last august. It was a domestic flight in a Boeing MAX (yeah...) we didnt get any explanation beyond, "ladies and gentleman we rejected takeoff because we had an alert that we need to check off with our engeenerieng team, we will remain on the taxi because we need our breakes to cool off" Then we waited like an hour on the taxi, I could see some vehicles pull up to us, and then the next PA was "we are cleared to take off, sorry about the delay" And just like that we got into the runway and rolled out, no issues but yeah I was pregnant and nervous about flying a boing MAX since all the malfunctions that gone viral

[@TerryMundy]

And emergency equipment didn't run over any passengers like what happened in San Francisco when the 777 hit the sea wall and broke apart and passengers fled the plane where some got ran over by emergency vehicles.

[@jeffglasnap9820]

Excellent analysis Captain Joe! Thank You!

[@PBandJ25]

Great deep dive into this emergency.

[@marcinkowalczyk647]

good video showing the "inside angle" of how such situations should be handled properly

[@saschboldt]

The main question is: Why are no small cameras, which observe the (fire) status of the engines, built in nowadays planes and send their transmission directly to the cockpit? 🤷🏻‍♂️

[@TheLikeys]

There are. For example modern A350 has a tail camera that would have the trailing edge of the wing in frame. Well im not sure if you can see the rear of the engine but at least you can have a greater overview

[@adrianpeters2413]

​@@TheLikeysyou said the reason in one word .... that word is ... AIRBUS ... need I say more !!!! Oh yes I do .... superior European technology and responsibility to all .. thank you ...

[@timeslidez]

Jet engines have had fire detectors since day one. They are more reliable than a camera.

[@morris9973]

this is 757, built well over 2 or 3 decades ago. fire detectors are more important than cameras.

[@AZFlyingCook]

I honestly didn't know Delta was still using 757s, and seeing passengers with bags in their hands while evacuating is just infuriating

[@juliemanarin4127]

Yes. I would only have my purse that I wear crosswise on my shoulder across my chest

[@mrpielover615]

Delta has the largest fleet of 757s and will probably operate them for at least another decade.

[@jeffd.2390]

But at least I don’t see suitcases which I have seen on other evacs. That is incredibly infuriating!

[@aaronciviris]

I would take my bag with me.. Nothing wrong with that, as long as you don't bother other passengers. . Leaving your baggage, It's a suggestion not a religion . Use your common sense .

[@donfayetteville3582]

why would people evac on the right side with the #2 eng fire?

[@roblebby3765]

Excellent video!!! A very good example of teamwork at its finest. I am impressed to see how it all worked together to make a potentially very dangerous situation as safe as possible and with the best possible outcome!

[@vehicleranks1129]

Love this type of video, more of these please! Very informative

[@dwgustaf]

They all did an ABOVE SUPER AWESOME job responding to the situation! I heard about this on the radio as I was on my way to work this morning. It would be interesting to read the NTSB report to see what happened. 😊

[@HeartlandTuber]

This was an absolutely good video. I teared up at a couple of places. You presented information quite well.

[@androidemulator6952]

This should be a case-study in teamwork and organization . Well done to the Atlanta ground crews !!!

[@adriennegricius4703]

Amazing coordination between ATC, ground control, OPS, ARFF, pilots and crew! WOW

[@adriennegricius4703]

Lives were saved!!! Heros all around

[@TeemarkConvair]

well done Joe,, and thanks.. total professionals, staying ahead of the problem!

[@shaunpierce4174]

I'd be interested to see you do a video about the recent Jeju Air accident in Korea and hear your theories on what may have caused it. I find it very strange that the last 4 minutes of data on the black box aren't available.

[@peterebel7899]

On one landing in Newark the 777 suffered a sort of break failure which caused half of the tire fuses to be blown. When we left the aircraft standing still half on the runway half on the runway exit (stairs) the very near by other runway kept busy. It is no nice feeling with hundreds of passengers on the airfield just some meters apart from a busy runway (Newark Int.'s layout is very tight)

[@philliberatore4265]

I am curious. When ATC asked if the plane needed the trucks, did she hit the fire department button when she asked the question, or did she wait for the answer? A couple of seconds could make a difference. The trucks can always be canceled if the answer is no. After all, these firefighters have been sitting around the station for weeks, hopefully months or years, with no real emergency to handle.

[@mullercardenas]

That was awesome. Always enjoy the detailed analysis you make of these kind of situations!

[@andy70d35]

Joe, don't agree with you, if there was an engine fire WHY? Allow passengers to evacuate on the right, engine 2 side.

[@witwisniewski2280]

Professionalism is what makes our civilization possible. Thank you all.

[@peter-e2q]

My feeling is that evacuation on the runway became more important because of the conditions. When seconds matter in terms of lives, snow and ice will delay the ‘trucks’, possibly making the difference between life and death. I’m perfect conditions, they probably would have waited. Excellent all round professionalism!!

[@Linda-e3o2o]

Question, shouldn't the passengers only evacuated left side only? not on side of engine fire? I was F/A for 30 yrs always trained not to evacuate near fire.

[@BraveAviator]

Thanks for all explanation as specifically summit and sumruya. Its too much valuable info for us ( I’m an student pilot cpl at the same time cabin chief )

[@andrewhumphrey8100]

I didn’t hear that the crew advise that they would need to do an engine run up to clear the possible ice in the engine. This could cause ice buildup on the blades and cause an engine malfunction when setting takeoff thrust.

[@ioannis69k]

Nice one ! Wouldn’t be funny in those weather conditions to have the issue later, taking into consideration that the 757 can’t dump fuel if needed.

[@barrackb0325]

Hard to believe Atlanta had that much snow. We barely had a drop of snow here in Charlotte.

[@reuveng1960]

Question: Suspected right engine fire. Why people were evacuating on the side where the engine fire was reported??

[@JLK2705]

Great video on this emergency! Love the CargoLux detail on the airport chart 🙈🤩

[@paulazemeckis7835]

All commercial pilots are heroes in my book. It takes high intelligence, confidence, and a helluva alot of courage. Pilot definately did the right thing.