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Steve Giordano

@SteveNomadic • 91,231 subscribers

Pilot | Partner @nomadic_OMD | #CockpitCasual on YouTube | Husband/SwimDad | PIC rated on B-737/757/767/777/787/A320/330/340/DC9/DHC8/CE550/IA-JET | PHL Sports

Shorts

On the leg between Guam (PGUM) and Kalaeloa (PHJR) we experienced a fault with one of our 2 AC packs. This left us a single point of failure away from de-pressurization, which would require a descent to an altitude where we could breathe without supplemental O2. Keep in mind, a lower altitude drastically increases fuel consumption. Of course a single pack can maintain cabin pressure all the way up to the aircraft’s service ceiling, but if that pack fails, the aircraft cannot be pressurized. The situation required that Bob Allen & I make a plan as to how to handle the potential loss of our remaining pack. This plan would be dynamic, as the action taken would depend where we were at the time of de-pressurization. Past the ETP (Equal Time Point) turning back to GUM was not an option; and continuing to JRF at a low cabin altitude was ALSO not an option - as we’d be short on fuel. PKMJ was a bit too far south to be of use, but PWAK (Wake Island) and PMDY (Midway) were valid alternates that we could use for diversion and still land with the engines turning. Even though we did have ETOPS planning info on our flight plan, we can’t always rely on it 100% because ferry flying creates some unique challenges due to the fact that we don’t operate the same aircraft all the time, and we have no operational history to set the burn bias. We need to be proactive in the cockpit so on the secondary FPL page of the MCDU, Bob and I played out a few scenarios at different points and compared fuel burns. We decided on a boundary where once crossed, the diversion alternate switched from WAK to MDY. In either case - we’d land with fuel, but it would be pretty minimal. Passing 170W would be the most critical point. The options would be MDY or LIH from there and both would land with under 800 KG of fuel. Because that didn’t inspire much confidence, we took some additional measures and brought 2 POBs (portable O2 bottles) up to the flight deck. This way, we’d have both the crew O2 from the pressure demand bottle (about 30-40 mins estimated) plus the O2 from POBs available to remain a bit higher longer in the event of a depress. Staying higher meant saving fuel and having more options - always a good thing. Anyway, the operational pack remained working, and we were able to get the aircraft to JRF before getting the bad pack back online for the next leg - so crisis averted, but the moral of the story is: you always need to have a plan! Especially when flying over remote areas of the planet..

On the leg between Guam (PGUM) and Kalaeloa (PHJR) we experienced a fault with one of our 2 AC packs. This left us a single point of failure away from de-pressurization, which would require a descent to an altitude where we could breathe without supplemental O2. Keep in mind, a lower altitude drastically increases fuel consumption. Of course a single pack can maintain cabin pressure all the way up to the aircraft’s service ceiling, but if that pack fails, the aircraft cannot be pressurized. The situation required that Bob Allen & I make a plan as to how to handle the potential loss of our remaining pack. This plan would be dynamic, as the action taken would depend where we were at the time of de-pressurization. Past the ETP (Equal Time Point) turning back to GUM was not an option; and continuing to JRF at a low cabin altitude was ALSO not an option - as we’d be short on fuel. PKMJ was a bit too far south to be of use, but PWAK (Wake Island) and PMDY (Midway) were valid alternates that we could use for diversion and still land with the engines turning. Even though we did have ETOPS planning info on our flight plan, we can’t always rely on it 100% because ferry flying creates some unique challenges due to the fact that we don’t operate the same aircraft all the time, and we have no operational history to set the burn bias. We need to be proactive in the cockpit so on the secondary FPL page of the MCDU, Bob and I played out a few scenarios at different points and compared fuel burns. We decided on a boundary where once crossed, the diversion alternate switched from WAK to MDY. In either case - we’d land with fuel, but it would be pretty minimal. Passing 170W would be the most critical point. The options would be MDY or LIH from there and both would land with under 800 KG of fuel. Because that didn’t inspire much confidence, we took some additional measures and brought 2 POBs (portable O2 bottles) up to the flight deck. This way, we’d have both the crew O2 from the pressure demand bottle (about 30-40 mins estimated) plus the O2 from POBs available to remain a bit higher longer in the event of a depress. Staying higher meant saving fuel and having more options - always a good thing. Anyway, the operational pack remained working, and we were able to get the aircraft to JRF before getting the bad pack back online for the next leg - so crisis averted, but the moral of the story is: you always need to have a plan! Especially when flying over remote areas of the planet..

1,466,496 просмотров

The #spirit birds are piling up here at the Pinal Airpark (KMZJ) - even more at GYR.

The #spirit birds are piling up here at the Pinal Airpark (KMZJ) - even more at GYR.

44,099 просмотров

As ferry pilots, we often fly 20-25 hours across long distances and frequently need to service the engine oil enroute. Especially so with the more tired engines. Turbine oil comes in cans, and since we have to go through security to get to a job, we don’t have tools. Fortunately the on-board crash axe is the PERFECT tool for the job. If you put one finger over the top hole, and move swiftly and smoothly into position and then release your finger - you can pretty easily hit the filler tube with little to no spillage 👍🏼 Unfortunately it’s not possible to do while also filming, so you’ll see no evidence of my (ahem) “perfect pour”

As ferry pilots, we often fly 20-25 hours across long distances and frequently need to service the engine oil enroute. Especially so with the more tired engines. Turbine oil comes in cans, and since we have to go through security to get to a job, we don’t have tools. Fortunately the on-board crash axe is the PERFECT tool for the job. If you put one finger over the top hole, and move swiftly and smoothly into position and then release your finger - you can pretty easily hit the filler tube with little to no spillage 👍🏼 Unfortunately it’s not possible to do while also filming, so you’ll see no evidence of my (ahem) “perfect pour”

752,036 просмотров

12 hours in with 4 to go. The sun will be up in an hour when they cut the corner over Cairo and cross the vast desert of Saudi Arabia before entering the gulf and descending into AUH. At this point we get a second wind and usually all tough it out in the cockpit for the last bit. #OMD275

12 hours in with 4 to go. The sun will be up in an hour when they cut the corner over Cairo and cross the vast desert of Saudi Arabia before entering the gulf and descending into AUH. At this point we get a second wind and usually all tough it out in the cockpit for the last bit. #OMD275

474,710 просмотров

No AC outlet in the cockpit on most AA 757s… so we improvise

No AC outlet in the cockpit on most AA 757s… so we improvise

185,899 просмотров

🧵 Like clouds, #contrails form when water (H2O) condenses on tiny particles in the air. 💦☁️ Gas turbine (jet) engine exhaust 💨contains particles (carbon/soot)🚬 from the combustion of fuel & oxygen. This exhaust plume is about 400C 🔥 rushing out into -50C❄️ ambient air…..

🧵 Like clouds, #contrails form when water (H2O) condenses on tiny particles in the air. 💦☁️ Gas turbine (jet) engine exhaust 💨contains particles (carbon/soot)🚬 from the combustion of fuel & oxygen. This exhaust plume is about 400C 🔥 rushing out into -50C❄️ ambient air…..

106,526 просмотров

The toaster is home #OMD1 Bob Allen

The toaster is home #OMD1 Bob Allen

38,536 просмотров

Just mind-blowingly clear out over Saudi Arabia today. Amazing views. #OMD405

Just mind-blowingly clear out over Saudi Arabia today. Amazing views. #OMD405

22,939 просмотров

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Small content creator here…. Here we are practicing V1 cuts in the actual plane… the actual plane in the bottom right corner of your image…

Small content creator here…. Here we are practicing V1 cuts in the actual plane… the actual plane in the bottom right corner of your image…

96,376 просмотров • 1 месяц назад

🔊 the Westwind is a great jet. Built like a tank, rocketship, retro looks… with an aux tank it can go a long way, but get ready to shell out 50K a brakeset. We bought it during COVID to shuttle crews in/out of 🇨🇳 to avoid quarantine. The Westwind was heavy enough to meet PRCs 91 mins.

🔊 the Westwind is a great jet. Built like a tank, rocketship, retro looks… with an aux tank it can go a long way, but get ready to shell out 50K a brakeset. We bought it during COVID to shuttle crews in/out of 🇨🇳 to avoid quarantine. The Westwind was heavy enough to meet PRCs 91 mins.

102,300 просмотров • 2 месяцев назад

B777-300ER Cabin Crew rest area vs Cockpit Crew rest area. #Avgeek

B777-300ER Cabin Crew rest area vs Cockpit Crew rest area. #Avgeek

823,574 просмотров • 2 лет назад

.Bob Allen practicing a V1 cut in our Westwind II today. There’s only one 1124 sim in the world - so we do our training in the actual plane! A V1 cut is an engine failure after V1 (takeoff decision speed). It means we’re past the point where a rejected takeoff is safe or possible, therefore we must take-off on the remaining good engine. All pilots practice V1 cuts on large multiengine aircraft, but usually in a simulator. We do it as part of every recurrent Checkride on the big jets, but it’s extra trippy doing it for real! That said, the “failure” is really just one engine being pulled back to idle thrust, so it’s available IF necessary. Notice - it’s barely even an event in the hands of a skilled professional pilot. Rudder is applied to the side of the good engine, directional control is maintained, and the aircraft is rotated into a climb at V2 while the non-flying pilot retracts the gear and the flaps. The “issue” and subsequent troubleshooting/shutdown procedures are delayed until the aircraft is at a safe altitude.

.Bob Allen practicing a V1 cut in our Westwind II today. There’s only one 1124 sim in the world - so we do our training in the actual plane! A V1 cut is an engine failure after V1 (takeoff decision speed). It means we’re past the point where a rejected takeoff is safe or possible, therefore we must take-off on the remaining good engine. All pilots practice V1 cuts on large multiengine aircraft, but usually in a simulator. We do it as part of every recurrent Checkride on the big jets, but it’s extra trippy doing it for real! That said, the “failure” is really just one engine being pulled back to idle thrust, so it’s available IF necessary. Notice - it’s barely even an event in the hands of a skilled professional pilot. Rudder is applied to the side of the good engine, directional control is maintained, and the aircraft is rotated into a climb at V2 while the non-flying pilot retracts the gear and the flaps. The “issue” and subsequent troubleshooting/shutdown procedures are delayed until the aircraft is at a safe altitude.

333,575 просмотров • 2 лет назад

Visual approach into Xiamen with an empty B757-200 (Ex American Airlines) - Part 91 Ferry Flight into HAECO for Cargo Conversion. Uniforms make clearing customs easier in China (hence no hoodie and ball cap 🧢) #AvGeek

Visual approach into Xiamen with an empty B757-200 (Ex American Airlines) - Part 91 Ferry Flight into HAECO for Cargo Conversion. Uniforms make clearing customs easier in China (hence no hoodie and ball cap 🧢) #AvGeek

313,302 просмотров • 3 лет назад

Landing an A320 on a pretty small uncontrolled runway. São Carlos Brazil has a tiny little airstrip with a LATAM maintenance hangar and base! It’s a “special airport” with nonstandard ops procedures DAY/VFR only. This is where most of the LATAM A320s will go (many at Nomadic Aviation Group 🇺🇸 ‘s hand) for the fleetwide WIFI upgrade taking place this year. We’ve been flying planes in and out of SDSC for several years now and have even brought B-767s in here!

Landing an A320 on a pretty small uncontrolled runway. São Carlos Brazil has a tiny little airstrip with a LATAM maintenance hangar and base! It’s a “special airport” with nonstandard ops procedures DAY/VFR only. This is where most of the LATAM A320s will go (many at Nomadic Aviation Group 🇺🇸 ‘s hand) for the fleetwide WIFI upgrade taking place this year. We’ve been flying planes in and out of SDSC for several years now and have even brought B-767s in here!

174,379 просмотров • 2 лет назад

🚨 Big News Bob Allen and I have started a weekly podcast! Cockpit Casual: The Podcast will tackle current events in aviation, special guests, and a chance for you to send in your video/audio questions! Aiming for 45-60 mins per week (we may have gone long for EP1) 😬

🚨 Big News Bob Allen and I have started a weekly podcast! Cockpit Casual: The Podcast will tackle current events in aviation, special guests, and a chance for you to send in your video/audio questions! Aiming for 45-60 mins per week (we may have gone long for EP1) 😬

29,782 просмотров • 3 месяцев назад

B737-500 1 minute tour - Vilnius Lithuania. We’ll cross the Atlantic today and end up in Toledo Ohio. #OMD243 #Avgeek

B737-500 1 minute tour - Vilnius Lithuania. We’ll cross the Atlantic today and end up in Toledo Ohio. #OMD243 #Avgeek

149,928 просмотров • 2 лет назад

The quick tour - haven’t done one in a while… enjoy this really nice A330! #avgeek

The quick tour - haven’t done one in a while… enjoy this really nice A330! #avgeek

89,781 просмотров • 2 лет назад

🚨NEW #CockpitCasual drops this Saturday at NOON EDT (1600Z)! For those who have been “curious” but still haven’t seen it - here’s a little preview (trailer) of the 2-part episode! Part 2 drops on 9/28 at NOON EDT! Enjoy! #Avgeek

🚨NEW #CockpitCasual drops this Saturday at NOON EDT (1600Z)! For those who have been “curious” but still haven’t seen it - here’s a little preview (trailer) of the 2-part episode! Part 2 drops on 9/28 at NOON EDT! Enjoy! #Avgeek

61,829 просмотров • 1 год назад

🚨#CockpitCasual returns to YouTube on June 27th! Set a reminder, strap-in, and get ready for some serious AvGeekery! Don’t forget to subscribe to Speedtapefilms on the Tube! 🫡

🚨#CockpitCasual returns to YouTube on June 27th! Set a reminder, strap-in, and get ready for some serious AvGeekery! Don’t forget to subscribe to Speedtapefilms on the Tube! 🫡

39,944 просмотров • 11 месяцев назад

🚨Brand new A321 NEO factory delivery - quick tour

75,882 просмотров • 2 лет назад

KEF Pizza 🍕

KEF Pizza 🍕

67,437 просмотров • 2 лет назад

🚨 2 New #CockpitCasual episodes dropping! First one on Saturday morning 9AM EST, the next one a week later! Here’s a clip to give you a taste of what to expect! If you haven’t seen the series, head over to YouTube and subscribe… it costs nothing 👍🏼

🚨 2 New #CockpitCasual episodes dropping! First one on Saturday morning 9AM EST, the next one a week later! Here’s a clip to give you a taste of what to expect! If you haven’t seen the series, head over to YouTube and subscribe… it costs nothing 👍🏼

60,106 просмотров • 3 лет назад

If you haven’t seen “A Life Nomadic” yet on the #CockpitCasual YouTube channel, here’s a taste of what you’ll see in part 4. I changed it up and took it a bit personal, highlighting the Aviation journey of my kids, and how their CFI ended up with an opportunity to join Nomadic!

If you haven’t seen “A Life Nomadic” yet on the #CockpitCasual YouTube channel, here’s a taste of what you’ll see in part 4. I changed it up and took it a bit personal, highlighting the Aviation journey of my kids, and how their CFI ended up with an opportunity to join Nomadic!

23,412 просмотров • 10 месяцев назад

Just mind-blowingly clear out over Saudi Arabia today. Amazing views. #OMD405

Just mind-blowingly clear out over Saudi Arabia today. Amazing views. #OMD405

22,939 просмотров • 1 год назад

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