MAYDAY, engine failure, emergency return | Envoy Air Embraer ERJ-145 | Chicago O’Hare airport, ATC
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- Опубликовано: 13 июн 2021
- THIS VIDEO IS A RECONSTRUCTION OF THE FOLLOWING SITUATION IN FLIGHT:
09-JUN-2021. An Envoy Air Embraer ERJ-145 (E145), registration N693AE, performing flight ENY3713 / MQ3713 from Chicago O’Hare International Airport, IL (USA) to Moline Quad City International Airport, IL (USA), after departure, about at 6000 declared an emergency, reported about engine number one failure and requested return back to Chicago.
PART OF TEXT VERSION OF COMMUNICATIONS THAT I'M ABLE TO INCLUDE HERE. Do you want more? Write in comments and I'll give you remaining part of text communications (Read if subtitles in video were fast):
TOWER: Envoy 3713, turn right heading 180, 10L at DD cleared for take-off.
ENY3713: 10L DD cleared for take-off, 180…
TOWER: Envoy 3713, make turn to the right heading 220, 220.
ENY3713: Right turn to 220, Envoy 3713.
TOWER: Envoy 3713, contact Chicago Departure 126.62, see you.
ENY3713: 26.62, 3713.
ENY3713: Chicago Departure, Envoy 3713, is 2200 climbing 5000, 220 heading.
DEPARTURE: Envoy 3713, Chicago Departure, radar contact.
DEPARTURE: Envoy 3713, climb and maintain 15000, turn right heading 250.
ENY3713: Climb and maintain 15000 and right to 250, Envoy 3713.
ENY3713: Chicago Departure, Envoy 3713, MAYDAY MAYDAY MAYDAY, declaring an emergency, we have engine failure, engine number one. Can we get a level at 8000 feet?
DEPARTURE: Envoy 3713, approved as requested.
ENY3713: 8000, 3713.
DEPARTURE: Envoy 3713, when able fly heading 270. O’Hare is landing to the east, so just let me know which runway you’d like and how long you need till you wanna return.
ENY3713: When able 270, we’ll be running some checklists, we’ll advise, 3713.
DEPARTURE: Roger.
COMMENTS: It seems that Envoy was unable to turn on 270 and they requested another heading. This part wasn’t recorded.
DEPARTURE: Approved as requested, just let me know which way you turn, please.
ENY3713: Ok, I'm turning to the left, Envoy 3713.
DEPARTURE: Roger.
DEPARTURE: Envoy 3713, can you take a turn to the northwest back, kind of toward the field?
ENY3713: Yeah, we can take northwest turn, 3713.
DEPARTURE: Envoy 3713, thank you. Turn right heading 310.
ENY3713: Right turn 310, 3713.
ENY3713: Approach, Envoy 3713?
DEPARTURE: Envoy 3713, go ahead.
ENY3713: We’re finishing up the checklist now but we’d like to set up for 10C.
DEPARTURE: Envoy 3713, you can expect 10C. And just when you have a second could you say which engine you have the failure on, fuel remaining in pounds and persons on board?
ENY3713: Okay, we had engine failure on the number one engine, we have 5070 pounds on board with 50 souls.
DEPARTURE: Envoy 3713, roger and turn right heading 340 and just let us know whenever you’re ready to come back and return.
ENY3713: 340 and I’ll call you shortly, thank you very much, Envoy 3713.
DEPARTURE: Envoy 3713, are you gonna want the emergency equipment standing by?
ENY3713: Yes, please, Envoy 3713.
DEPARTURE: Envoy 3713, contact Approach 119.0, just let them know when you’re ready to turn in.
ENY3713: 19.0, Envoy 3713, appreciate your help.
------ This is maximum I can write here. Do you want more? Write in comments and I'll give you remaining part of text communications -------
THE VALUE OF THIS VIDEO:
THE MAIN VALUE IS EDUCATION. This reconstruction will be useful for actual or future air traffic controllers and pilots, people who plan to connect life with aviation, who like aviation. With help of this video reconstruction you’ll learn how to use radiotelephony rules, Aviation English language and general English language (for people whose native language is not English) in situation in flight, which was shown. THE MAIN REASON I DO THIS IS TO HELP PEOPLE TO UNDERSTAND EVERY EMERGENCY SITUATION, EVERY WORD AND EVERY MOVE OF AIRCRAFT.
SOURCES OF MATERIAL, LICENSES AND PERMISSIONS:
Source of communications - www.liveatc.net/ (I have a permission (Letter) for commercial use of radio communications from LiveATC.net).
Map, aerial pictures (License (ODbL) ©OpenStreetMap -www.openstreetmap.org/copyrig...) Permission for commercial use, royalty-free use.
Radar screen (In new versions of videos) - Made by author.
Text version of communication - Made by Author.
Video editing - Made by author.
HOW I DO VIDEOS:
1) I monitor media, airspace, looking for any non-standard, emergency and interesting situation.
2) I find communications of ATC unit for the period of time I need.
3) I take only phrases between air traffic controller and selected flight.
4) I find a flight path of selected aircraft.
5) I make an animation (early couple of videos don’t have animation) of flight path and aircraft, where the aircraft goes on his route.
6) When I edit video I put phrases of communications to specific points in video (in tandem with animation).
7) Together with my comments (voice and text) I edit and make a reconstruction of emergency, non-standard and interesting situation in flight.
Pilots and ATC were "cool as cucumbers" the entire time: The definition of professionalism. Nice job to all.
They got 2 engines, not like it's a huge deal.
You gotta love how pilots and controllers can make an engine failure sound as exciting as taking a trip to Pittsburgh.
Pittsburgh is awesome. Primantis!
Calmest ever “mayday, mayday, mayday”.
one engine remaining, but no big deal for this crew. You'd never know they're a smaller jet that just lost an engine, by listening to only their tone of voice.
Agreed. Much more convincing when it's screamed in panicked fashion...
One of the first Americans to actually use the new FAA standard for calling Mayday.
I wonder why they went for Mayday rather than a PAN PAN PAN - QF32 declared a PAN - would be interested in views.
@@jpmasters-aus Some seem to have their own opinions of what’s a Mayday, depending on pilots. A lot of the time ATC will often declare an emergency for you, even if you don’t want them to if they believe the emergency warrants it but the pilots disagree. Better to be safe and not need them, than need them and not have them there.
Amazing job by a (presumably) younger pilot (since he's flying with a regional) calm & cool throughout the whole incident!
Plenty of "older" pilots at regionals.
The second voice (f/o?) sounded very young but fully in control.
Agreed, great job in a stressful situation.
@@prorobo yes, but most are younger. Playing the same game as majors, with the same stakes - just in smaller equipment and for less pay.
Not a complaint, I just admire the professionalism of the pilots in the regionals, they often don’t get the credit they deserve.
That was probably the best ATC pilot communications.
👍
Agreed. Solid communication on both ends 👍
I'm just glad they were able to sustain their altitude.
When you can still manage a level flight, that drastically raises your level of control of the situation, as well as your options for where to go. :)
Indeed, but thankfully planes are nearly always designed to run normal on 1 engine, if you’re a 2 engine craft, or 2 engines if you’re a 4 engine craft, though taking into account the latter if there on one side, it’ll obviously push the craft into the side without the working engines but that can be offset with no issues and taking turns on the correct side to your engines that aren’t working.
Love hearing the professional pilots and ATC work! Very nice.
Great to see your numbers! Keep on doing what you are doing!
Thanks 👍
another great job from pilots and ATC!
👍
I was here when it happened. We’ll done by the crew and atc.
👍
My Grandpa was there, too. He was on the fire truck.
@@Lerxstification Wouldn’t he rather be in the fire truck ?
they sound so soothing I can listen to these all day long😆
VERY nice graphics! Made it much better.
I do this airline flying stuff weekly. Glad to here and see how an engine fail can go smoothly. Another day at the office.
👍
Awesome job guys!
👍
Wow I was on the edge of my seat the whole time
ATC and crew handled this text book.
This is the most human I have ever heard Chicago Approach.
VERY WELL DONE.
Brilliant job! Textbook.
👍
Well done!
👍
Losing an engine isn't easy to handle in a SIM, let alone real life. Nicely done boys.
Great job by everyone
Swayne Martin, is that you
Am I the only person who felt something when the pilot said "on board with 50 souls"? 😢...
That was moving.
Good morning from SE Louisiana 18 Jun 21.
Hey👋
That day was my first day working at ohare, only stayed a week bc the pay was shit and got a better job but nonetheless it was interesting seeing that
If you panic, you die. That’s why having a cool head is the only way to thrive in the flight deck.
Just another day at the office😳😬
That voice sounds like Aviation RUclipsr Martin Swayne. He flies for Envoy and is out of ORD.
That is NOT him
Cool as a polar bears toenail…. 🥶
To the creators of this video, if you keep this kind of content coming you might screw around and get famous
So what do y’all think, has there been a disproportionate rise of incidents on aircraft during this Coronavirus period? Like, after being put in storage for so long?
I thought of that everyday when I drove past Arnold Palmer Regional Airport and saw 8 Spirit planes stored by the road
This man is my uncle I’m
Not even kidding lmao
Losing an engine in a e145 is a nonevent with them mounted on the tail. You don’t even notice it’s out.
Just another day at the office.
@SwayneMartin this you?
Yeah I was thinking the same thing
2:36 Already said which engine @ 1:15
👍🏻
👍
Cool as a cuke
Sound like a regular day at the job
Seriously, with the amount of turns ATC was making them do, they probably could’ve completed their flight to Quad Cities airport.🤣🤣. Its not that long of a flight from O’Hare.
Curious, why request 10C and not the longer adjacent runway to the north ?
10C is used for landings and the longer 10L is used for departures. I assume the plane wasn't overweight and the pilots were positive they'd be able to land the plane on the shorter runway as they always do, even with just one engine. We're talking about a small RJ while 10L is over 10k feet long. Besides, is it really worth putting a pause on the departure runway when the plane is still flyable and able to vacate the arrival runway? Just my 2 cents ; )
As the dude above said. If they requested 10L they would have gotten it, but they wouldn't need it as 10C has more then enough runway length
@@carringtonwoods2 thank you for the explanation ...
It was a small regional jet, they don't need much distance to land
wow that far out they may as well continue to moline.
Mx on a busted engine would be a bitch in Moline
@@thomasjanowski178 yeah....safety is their primary concern.
as long as it dont interfere with the profit.
And this is why Envoy is the best regional out there.
Hey guys, maybe idiot, but what means DD (Delta Delta)? Is this a Hold Point or maybe a Taxiway?
Taxiway
Yeah taxiway. ORD has so many taxiways that some are named with double letters.
Another regional airline plane issue. Thankfully, cockpit management was stellar but we should all be concerned about the safety of many planes that have been shut-down over the last 15 mos.
Yeah they're all falling out of the skies 🙄 this happens all the time, even before Corona
One pilot sounded like Nicholas cage
I am a big fan of the new Mayday/Pan requirements.
👍
What do the terms "PEPAW" And "RRAYY" stand for.
It sounds like some very southern people talking about their grandparents 🤷🏼♀️
They're waypoints on the approach
It's how airplanes navigate, they are stationary radio transmitters in a grid all over America run by the FAA, an airliner navigates to a series of them to find it's way to an airport. They have names to identify them, for instance Paradise would be PDZ on the chart, usually associated with a local town or city, RAL is in Riverside near the airport.
@@michaelallen1396 thanks for that info. Hear things in videos all the time and always wondered what it meant.
@@westsparks6844 RNAV, GPS and VOR positions in their abbreviated form which is what planes use, instead of the longer names. Adding the navigation type for those wanting to read up on this. Also fun fact, the original GPS system was called INS which is Inertia Navigation System. Lots of technical terms, but basically a bunch of physical GPS positions put into a system and it transcribes it to draw a line on where the plane and where it needs to go. Very interesting to see how these planes evolved their ability to navigate waypoints over the decades.
Let’s discuss (if we may) if it is best to run checklists for an engine that is already declared failed, or to make an immediate approach. Personally if I am the captain, I am requesting vectors for an immediate return. I cant trust that my last remaining engine is the one that will not let me down. Aviation as an industry is always adapting to situations and scenarios, and best practices are dynamic.
Check out the back story for a Air Force C5 crash at Dover AFB. Short story is that, they tried to turn back to the airport immediately, not first working through the entire situation, ultimately the plane crashed a couple hundred feet from the runway.
One of the findings is that the pilots had the power to climb and stabilize at a controlled altitude, but in their rush to return after the engine failure they made mistakes and did not have the altitude to catch the mistakes/recover.
U have to run the checklists. No seat of the pants flying
As a 20 year airline pilot, I could not disagree more. As scary as it might sound, of all the "failures" that could happen, an engine failure above 1000 feet is really about as benign as it can be. After the failure though, there are quite a few things that need to happen before you land. You need to ensure electrical power is adequate, usually by starting the APU as a backup. You need to check the pressurization schedule and reset your landing altitude if needed. You need to calculate landing distance. You need to calculate your single engine approach speed. You need to secure the hydraulic pump on the dead engine. You need to make sure you are cross feeding your fuel from the dead side to make sure you don't land with an unbalanced load. You need to review your approach, and most importantly the possible single engine missed approach procedure. In many cases, due to terrain and obstacles, that procedure might be totally unique depending on what airport you're at and what runway you're landing on. You need to coordinate with emergency vehicles and brief your Flight Attendants and passengers of the situation. There are others, but I'll stop there. NOT running the checklist could make a relative "non event" much worse by rushing and forgetting any or all of these items.
The only emergency that would necessitate an immediate return in my opinion would be an uncontrolled fire in the cabin/cockpit/cargo compartment. If that happens, everything gets puts on hold and you point yourself directly to the closest runway and get it on the ground ASAP. For everything else... Take a sip of coffee, pull out the checklist and work through it.
@@chrisfanone8515 yup I second everything you said. In a light piston twin aircraft it would be a different story, but flying a jet at a scheduled carrier, there are many things that have to get done before we can land safely. We aren’t lollygagging up there, but more of like a calm, methodical, constant process of securing, accounting for everything, coordination, and preparing for the landing.
You obviously haven't flown anything with jet engines on it, if you do I hope I'm never on your aircraft.
you won't hear about this in the news
👍 Sometimes they tell something about some incidents.
They were cool, calm and collected … because (thankfully) there were no female pilots in the cockpit. 👍
All you guys commenting about a regional crew doing a great job, let me tell you how it is. The worst guys in these situations are guys who came straight from the military into the airlines. Once they become re indoctrinated, because they’ve been trained to be so regimented, they need a long time to adapt to airline flying, they may have a chance. Primacy is hard to get rid of, the first thing or way they learned is what they stick with even though it no longer applies, or is not the way the company wants it done. The best guys at this type of thing should be regional guys. They fly multiple legs per day and usually get stuck in the same weather systems for an entire trip, thus becoming very experienced with weather flying. Their companies typically could not possibly care less about them so they will fail them during training for very small infractions, so they study and prepare like no other. I know some of you think the military guys are the best, but it’s not until they’ve had 5-10 years of airline work before they start to relax and get in line with the program. Even then the uprightness and over reacting nature is still in there waiting to come out. Things like, “I had to slam on the brakes” when calling ops to tattletale after barely rolling to a stop when they perceived a truck was passing too close. Stuff like that. Ask any non military airline captain who the worst is to fly with and I bet they’ll tell you a former military new hire.
They are still better pilots
@@John170B Clearly you haven't flown with any in the airlines, because you're wrong. Specifically the helicopter transition guys
Tattletale
@@stevevenn1 Thanks! Fixed!
@@John170B Agreed, the regional guys are definitely better, better stick and rudder, better at being smooth, better situational awareness, better self control, better at actually trying to do a good job instead of complaining all the time about their unit, or what they used to do. Ya know, better.
Callsign and flight number people…. Callsign and flight number.
Too many checklists. One engine, land the dang plane ASAP. Took way to long to get back.
Use of checklists in an emergency makes sure that all of the important stuff actually gets done.