For anyone wondering the METAR report decodes as follows: *Station and Time:* KBOS: Boston Logan International Airport. 111254Z: Observation made on the 11th of the month at 12:54 UTC. *Wind:* 34004KT: Wind coming from 340 degrees (north-northwest) at 4 knots. *Visibility:* 1 3/4SM: Visibility is 1.75 statute miles. *Runway Visual Range (RVR):* R04R/3500V5000FT: Runway 04R has a variable visual range between 3500 and 5000 feet. *Weather Phenomena:* -SN: Light snow. BR: Mist. *Cloud Cover:* BKN020: Broken cloud layer at 2,000 feet above ground level. OVC028: Overcast cloud layer at 2,800 feet above ground level. *Temperature and Dew Point:* M01/M03: Temperature is -1°C, and the dew point is -3°C (both values in Celsius; "M" indicates minus). *Altimeter Setting:* A2956: Altimeter setting is 29.56 inches of mercury. *Remarks:* RMK: Indicates additional remarks follow. AO2: Station has an automated weather observation system with a precipitation sensor. SLP010: Sea-level pressure is 1001.0 hPa (decoded from 010 by adding 1000). P0002: Precipitation accumulation is 0.02 inches in the last hour. T10111028: Precise temperature and dew point in tenths of a degree Celsius: -1.1°C and -2.8°C, respectively. $: Maintenance is required at the station.
Anyone who thinks the pilot sounds overstressed, that tone made sure everyone know there was an emergency as soon as they heard it. The job was done, no major errors, and they got back on the ground safely. An inflight fire is one of the worst emergencies you can encounter, keeping any measure of cool is a feat when you know you only have minutes before the aircraft becomes unflyable if that fire doesn't get under control. Good job to all.
Superb work from the controller managing this. It's all too easy to criticise a panicking pilot from the comfort of our homes whilst he struggles to breathe through thick smoke that is making his eyes water and stops him from seeing anything in front of him. A nightmare situation. Great job from him and everyone involved to do get those aircraft safely on the ground.
Well pilots have masks for breathing in these situations so he's definitely able to breathe just fine and they have smoke clearing systems near the windshield so he can see.
Most of you making light of this don't understand that a fire inside an aircraft is the worst emergency you can have. If the smoke builds too much you can't even see the instruments in front of you to navigate. Once it reaches that point, you're either gonna burn to death in the cockpit or become a crater in the ground. Every pilot knows this is the scariest situation you can be in. So the presence of smoke or even the smell of smoke will put you into a severely stressed state.
We're all aware of the danger of fire on an aircraft and we've all heard pilots under that same situation NOT panic. I wouldn't want this guy as my pilot thanks.
@@thexen3120 There's a difference between panicking and being very stressed. This guy was making radio calls and doing his job. Clearly from his voice he was stressed. He was still doing his job, so he was not panicking.
purely curious on this... being that their at like 2000 ft is there a window that you can crack open to let airflow in to dissipate smoke should there be so much that you cant see?
@@BW-ze3mg who would you rather have as your pilot in a crisis, this pilot or Sullenberger. This guy causes everyone's stress to increase around him. You don't proceed with panic, but with purpose. Sorry, this pilot is not as good under pressure as the majority of pilots in crisis situations I've heard.
@@thexen3120 Listen dude... I've been a professional pilot for 20 years. Most flights are non events. Most out of the ordinary situations are not time critical. A total engine loss has a high probability of survival. A cabin fire has a survival rate of almost zero. Sully had options. He had good weather and he had a river as his last resort. A fire in the cabin, in IFR conditions, and weather on the ground at near minimums is a far, far worse situation. You have zero idea what you are talking about, and absolutely no idea how a situation like that can affect you. You're out of your depth.
Panicking is either freezing in place, or doing something ludicrous - like tying first class curtains into a makeshift parachute and jumping out. This guy was stressed, not panicked. His tone went up, he spoke quickly, but he was still flying, following instructions, and making good readbacks. Someone who is panicked can't answer "can you taxi off the runway", and he not only answered that, he volunteered where he was going to taxi to. His brain was fully functional, and he got it done.
@@jetpilott2420That's worse. He's got to worry about monitoring everything. He sounded as though he genuinely feared for his life. That is stressful ! He kept it together though. Pilots are human, who knew?
I don’t hear a pilot panicking but rather him being brief and quick on the radio so he can concentrate on the emergency at hand. When l did my PPL l was taught the ANC method in an emergency - AVIATE, NAVIGATE, COMMUNICATE in that order of priority. This is exactly what l hear happening here. Well done to the crew and controllers.
In my point of view, I heard panic (doesn't mean he was panicking! maybe that's his way talking fast. Only the pilot on the radio could say for sure, how he felt)
Anyone saying "he panicked too much" I promise you has never and will never have the opportunity to be in this situation. You think because you can run a checklist in a flight simulator you would be cool as a cucumber.
Absolutely. It took me three properly life threatening energencies before I managed to stay properly cool, calm, detached and be able to sit back and problem solve. Now what I was doing meant you got those on a fairly regular basis. I would hope that no regular pilot has that kind of issue 3 times. First time, it's not about if you panic, it's about whether the training sticks through the panic or not. This guy did himself proud.
This situation and the hawker in Teterboro both can probably be easily explained. They’re operating in conditions that require deicing. Some fluid got to the engines and it came into the airplane in a gaseous state. Whenever I deice, I always brief my passengers saying they could see some smoke and smell it, but it’s just deice fluid and it’ll go away. Notice how they said the situation is under control? Because the deice fluid all burned off
This channel is an awesome resource to learn from! To ‘chair fly’, put ourselves in these situations and ask “what would I have done”? Keep this channel going!
A fire in the cockpit is my biggest fear flying. Good job to that Challenger crew getting it on the ground! Extra kudos to the Cape Air captain for allowing ATC to sequence then in second. Losing an engine in a small twin like a Tecnam 2012 is a big deal and Cape Air pilots are generally early in their careers, so to let the Challenger land ahead of them was very selfless. That young Captain deserves a pat on the back! Good job all around ATC included!
In the USA, each next controller knows nothing, and upon receiving the emergency declaration they need to know the nature of the emergency, intentions, souls on board, fuel in minutes, pounds, tons and buckets, and ask them to repeat the information 3 times...
Yeah, I noticed that. My guess - very diligently typing the alert into a computer that gives departure a clear message, as trained. If he had more experience, he would have at the same time shouted across the room "Hey Joe! That Execjet is mayday, smoke in the cockpit!"
Can only let them know if they answer the line. Tower likely switched them and shouted on the shout line to departure, they ignored the line as the aircraft called. When he came back as a mayday, they probably thought to themselves, ohh I see why the tower was calling. At that point the pilot told them everything they needed to know anyways. But, given the immediate return request, tower wanted to get them to approach as quickly as possible, not call on the line, give details then switch them to their frequency.
it's funny that they keep asking for souls and fuel, Everything is in computers. They could have the fire department assistant look up that info or make a call then ask the crew if they can't get it
Wow, two emergencies at the same time during bad weather and a panicking pilot, quite a crazy moment. Props to the controllers for calmly handling the situation
I also think ATC did a great job. Informing the second aircraft, confering with him about the severity of his emergency. This pilot assessing the situation without hesitation, knowing that he is stable and can get moved into 2nd place. Awesome job!!
Controller was great, putting the jet ahead of a C402 with one engine shut down was a no brainer. Smoke in the cockpit is about the highest priority you have. BOS controllers and Cape Air pilots have a great relationship. Controller barely delayed Cape Air to be #2. I have seen two emergencies landing the same airport more than once. Most BOS approach controllers are very skilled.
One small slip up, didn't pass the message quick enough. Very busy airport, urgent emergency drop in on top of an ongoing emergency, I'll give the controller grace on this one.
As soon as pilot said Mayday and needed to return it was immediately changed to "maintain 3000". The controller obviously didn't get the message before speaking to the pilot.
Smoke in the cockpit is strange for an airplane one year old. I wonder if this is similar to the Hawker video out of TEB. Both airports were experiencing snow and I’m sure both planes had to de ice. I don’t want to speculate anything, but I wonder if that is the fluid burning off.
@@VASAviationif I remember correctly, the TEB Hawker came out of Signature West. BOS is a Signature location as well. Maybe it’s time to teach Signature line guys to not spray fluid in the engines.
Ua chaval, that ending was pure mantequilla seeing the two emergencies arriving one after another. Wow that poor guy sure had fear in his voice but maintained his marbles and got the job done, as did the controllers. Another great vid from Víctor! Gracias crack por todo el tiempo q dedicas a crear estos pedazo de vídeos encima con el poco tiempo q te quedará ya q te estás convirtiendo en un gran piloto. Podías hacer un vídeo de algún vuelo tuyo si has tenido un intercambio curioso con ATC o un desvío por weather. PoliceActivity y tú sois mis dos imprescindibles. Después ya Juan Brown, Mentour, 74Gear
Wow, dueling emergencies. Exciting day at Boston in a really bad way. I don't think sounding excited means the pilot was panicked. When you get smoke you don't know where it is coming from. It might be smoke from hot oil getting into the conditioned air, or it might be the cabling burning. So either nuisance or whole aircraft about to fail. So I can forgive him sounding excited. The Cape Air Tecnam P2012 is almost new. I thought those Lycoming and Continental engines (they have both as options, same power) were supposed to be reliable.
I wondered this too. My guess: it's standard procedure, decided long before this event happened. Probably never considered that 2 could happen simultaneously. Also, Cape air is a super tiny plane that can land in the parking lot if they had to. I think they are the ones who use runway 33 R at BOS. So even if the exec jet blew up, CA could stop in the first 500 ft.
Given the weather, they needed the ILS once above 2000 feet, ATC couldn't descend them below the clouds. 4L doesn't have an ILS. They could have been switched to 4L once visual, but that would just be more stress, and the lead aircraft said they could clear the runway.
I'm curious about the choice to put both on the same runway. The controller did ask EJA260 if they thought they could vacate, but that is in doubt when there is a possible fire. By sending one after the other on the same runway, it meant the following airplane had increased risk of a go around, and one that would have to be done on one engine.
It is possible that that was the only serviceable runway at the time. The parallel could have been closed for snowblowing, de-ice, etc. Edit: according to other comments runway 4L does not have an ILS approach, so that was the reason.
I think the boston tower controllers really delayed the return and workload to the Exec Jet pilots making them change all those frequencies. The smoke "could" have making changing frequencies much more demanding.
If the pilots of the engine failure emergency, gave way to those who had smoke in the cockpit without any hesitation, who are we to question the gravity of the situation that they were in.
They got the plane safely back on the ground despite an in flight fire. Plenty of ATC recordings out there of dudes sounding cool calm and collected all the while stupidly and thoughtlessly in the process of creating smoking craters in their perfectly functioning aircraft due to pilot error. I'll take a shaky voice coupled with good airmanship over the reverse.
@@somealias-zs1bw where did we get confirmation of a fire? (Maybe I missed something). I agree though alpha-male behaviour in the cockpit can lead to disaster (Stadlerberg LSZH, Nürensdorf LSZH). But as do haste/fear/panicked actions!
@@r.b.4009 When you have smoke in an aircraft it is a fire until proven otherwise. The pilots who calmly say "...maybe we have a fire." are in denial ("It can't happen to me."). Those are the ones that scare me.
@@KennethAGrimm where did I say, that it should not have been treated as a fire? Of course, smoke in the cockpit demands an immediate landing, we all learnt that from Swissair 111. In the post of somealias it sounded as proven it was a fire. Nevertheless, eventhough I felt there seemed to be panic, they brought the aircraft back on the ground and that is all that counts. No lives lost, that is to applaud and the authorities should learn from each case and improve the safety of air travel.
It was IFR, smoke in the cockpit, only immediate return the tower can directly offer is visually staying in the traffic pattern and landing. Not possible given the situation. Tower nearly offered it, then caught themselves, knowing it wasn't feasible. They then said if you are capable switch frequencies to departure/approach. If he was unable, due to the workload/smoke, tower would have relayed instructions from approach. That is a much more convoluted way to handle this situation, much easier if they can make the frequency change.
Are both jets in emergency? If not, why is 24 marked? I was confused when I started watching it because 60 was the one declaring emergency, but 24 was the one marked.
CL650 is a jet, the Cape Air is a Tecnam P2012 which has twin turbocharged Lycoming or Continental flat sixes. Both modern aircraft, but the Tecnam uses sketchy 1950s engines.
Netjets has hired a LOT and I mean A LOT of new pilots in the last 5 years. Over that time, the average age of said pilot has dropped dramatically. Not a knock on them necessarily. Many of these pilots have never been above 10 thousand feet. Exceptions have been made for a lack of an ATP. Though mentally sharp, the experience/hours level has also dropped dramatically. What many of us "old farts" would call Tuesday, is the first time they have pulled an emergency checklist out in real life. You never know how you will react until the excrement hits the oscillating device. This poor soul will hopefully learn from this and be better next time. There WILL be a next time. The crew pairing on this flight is probably a 25 year PIC and a 6 months to a year FO. It's the FO's first jet and they were probably flight instructing 2 years ago. Once again, not a knock, just the new reality in aviation.
counterpoint: the circle-to-land crash at KTRK (truckee-tahoe) a few years ago was caused by an over-confident _older_ pilot , but who wasn't as experienced as the younger one telling him to chill out. I don't recall which was captain/FO, but the older guy insisted he could pull it off and killed everyone. I believe he had fewer hours in that specific jet, but more hours overall. That said, even if I could afford to fly private I wouldn't. They generally just don't seem to have their stuff together.
@@kevingraham3161 I've been in dangerous emergencies too, but thankfully my training kept me calm. Only when I was save back on the ground it hit and my body shut down. There seemed to much haste and fear in his voice, understandably. And thats the reason why training should be repetitive and of good quality, to make it's way into muscle memory. So that pilots don't get overwhelmed in emergencies
@@r.b.4009a shaky voice is a sign of stress or anxiety. Both would be evident in that situation. Everyone has different responses, but what matters is that they flew the plane, navigated successfully, and landed safely. The comms were fine. Panic is when your response isn’t appropriate to the situation. That can include seeming calm and doing nothing.
The pilots need guidance. If they are freaking out and handling the emergency, they might not notice and keep climbing, making it harder to come in for a stable approach. Pilots can always say "unable" , especially in emergencies
Smoke can come from other places. There's tons of electrical wiring, oxygen bottles, possibly passengers smoking, baggage with matches, lighters etc inside. Oh yeah, lithium batteries!
Hmmm Boston... January... Smoke in the cockpit during initial climb... I bet they just underwent a thorough deicing just before departure... Since smoke in the cockpit is nothing to mess around with, as PIC, I would have advised departure of a PAN PAN and asked to be vectored back around for a potential return to the field while making it known that the smoke is probably a temporary condition due to the ice man getting his juice into my engine(s) and that we would only be landing if the smoke failed to dissipate by short final... (OTOH if the smoke had the distinct acrid smell of wires burning it's a whole other ballgame).
Urgency is NOT “full blown panic attack”. Smoke in the cockpit is a bloody HUGE deal. As a professional pilot with over 13,000 hours, I can attest to that fact.
@@Jeffrey-xe2ki Yep. Pilot was stressed, but certainly not having a "full blown panic attack". If he was having a "full blown panic attack" he wouldn't have been able to communicate and land the plane.
You’ve watched too many tv shows that make you think you can read someone’s state of mind from their voice. He was stressed and still handled it perfectly. That’s not panic. I’d rather fly with that person than someone who seemed calm but didn’t know what they were doing.
Who employed the 19 year old with 2000 hours Microsoft flight simulator License who'd dealt with no greater pressure in his life that choosing which latte to have 😂😂 Calm down dear
METAR KBOS 111254Z 34004KT 1 3/4SM R04R/3500V5000FT -SN BR BKN020 OVC028 M01/M03 A2956 RMK AO2 SLP010 P0002 T10111028 $=
SIMILAR INCIDENT:
SEVERE SMOKE IN COCKPIT | Hawker Jet Panic Moments at Teterboro! ruclips.net/video/Rj5YWwtWQHA/видео.html
For anyone wondering the METAR report decodes as follows:
*Station and Time:*
KBOS: Boston Logan International Airport.
111254Z: Observation made on the 11th of the month at 12:54 UTC.
*Wind:*
34004KT: Wind coming from 340 degrees (north-northwest) at 4 knots.
*Visibility:*
1 3/4SM: Visibility is 1.75 statute miles.
*Runway Visual Range (RVR):*
R04R/3500V5000FT: Runway 04R has a variable visual range between 3500 and 5000 feet.
*Weather Phenomena:*
-SN: Light snow.
BR: Mist.
*Cloud Cover:*
BKN020: Broken cloud layer at 2,000 feet above ground level.
OVC028: Overcast cloud layer at 2,800 feet above ground level.
*Temperature and Dew Point:*
M01/M03: Temperature is -1°C, and the dew point is -3°C (both values in Celsius; "M" indicates minus).
*Altimeter Setting:*
A2956: Altimeter setting is 29.56 inches of mercury.
*Remarks:*
RMK: Indicates additional remarks follow.
AO2: Station has an automated weather observation system with a precipitation sensor.
SLP010: Sea-level pressure is 1001.0 hPa (decoded from 010 by adding 1000).
P0002: Precipitation accumulation is 0.02 inches in the last hour.
T10111028: Precise temperature and dew point in tenths of a degree Celsius: -1.1°C and -2.8°C, respectively.
$: Maintenance is required at the station.
Thanks! I am non-aviation and have always wondered.
Anyone who thinks the pilot sounds overstressed, that tone made sure everyone know there was an emergency as soon as they heard it. The job was done, no major errors, and they got back on the ground safely. An inflight fire is one of the worst emergencies you can encounter, keeping any measure of cool is a feat when you know you only have minutes before the aircraft becomes unflyable if that fire doesn't get under control. Good job to all.
Superb work from the controller managing this. It's all too easy to criticise a panicking pilot from the comfort of our homes whilst he struggles to breathe through thick smoke that is making his eyes water and stops him from seeing anything in front of him. A nightmare situation. Great job from him and everyone involved to do get those aircraft safely on the ground.
I heard a guy who was stressed. I didn't hear any panic.
@iocat I won't argue semantics on the Internet. Panicked/stressed in this context are synonymous.
Well pilots have masks for breathing in these situations so he's definitely able to breathe just fine and they have smoke clearing systems near the windshield so he can see.
Most of you making light of this don't understand that a fire inside an aircraft is the worst emergency you can have. If the smoke builds too much you can't even see the instruments in front of you to navigate. Once it reaches that point, you're either gonna burn to death in the cockpit or become a crater in the ground. Every pilot knows this is the scariest situation you can be in. So the presence of smoke or even the smell of smoke will put you into a severely stressed state.
We're all aware of the danger of fire on an aircraft and we've all heard pilots under that same situation NOT panic. I wouldn't want this guy as my pilot thanks.
@@thexen3120 There's a difference between panicking and being very stressed. This guy was making radio calls and doing his job. Clearly from his voice he was stressed. He was still doing his job, so he was not panicking.
purely curious on this... being that their at like 2000 ft is there a window that you can crack open to let airflow in to dissipate smoke should there be so much that you cant see?
@@BW-ze3mg who would you rather have as your pilot in a crisis, this pilot or Sullenberger. This guy causes everyone's stress to increase around him. You don't proceed with panic, but with purpose. Sorry, this pilot is not as good under pressure as the majority of pilots in crisis situations I've heard.
@@thexen3120 Listen dude... I've been a professional pilot for 20 years. Most flights are non events. Most out of the ordinary situations are not time critical. A total engine loss has a high probability of survival. A cabin fire has a survival rate of almost zero. Sully had options. He had good weather and he had a river as his last resort. A fire in the cabin, in IFR conditions, and weather on the ground at near minimums is a far, far worse situation. You have zero idea what you are talking about, and absolutely no idea how a situation like that can affect you. You're out of your depth.
Panicking is either freezing in place, or doing something ludicrous - like tying first class curtains into a makeshift parachute and jumping out.
This guy was stressed, not panicked. His tone went up, he spoke quickly, but he was still flying, following instructions, and making good readbacks.
Someone who is panicked can't answer "can you taxi off the runway", and he not only answered that, he volunteered where he was going to taxi to.
His brain was fully functional, and he got it done.
Yeah my dad's voice is noticeably higher whenever he talks to his wife... i call that stress, not panic.
This is a 2 pilot airplane. If he was talking, he was not the one flying.
@@jetpilott2420That's worse. He's got to worry about monitoring everything. He sounded as though he genuinely feared for his life. That is stressful ! He kept it together though. Pilots are human, who knew?
@@DouglasCarnall idk man pretty easy to judge from the safety of your own comfort. I’m not judging the flight crew. Just stating the facts.
Seems reasonable to “sound scared” when smoke is forming around you in an aircraft, I think someone has a valid reason at that point
I don’t hear a pilot panicking but rather him being brief and quick on the radio so he can concentrate on the emergency at hand. When l did my PPL l was taught the ANC method in an emergency - AVIATE, NAVIGATE, COMMUNICATE in that order of priority. This is exactly what l hear happening here. Well done to the crew and controllers.
Yeah, he's stressed and scared, not panicked.
I didn't hear panic. I heard urgency. There's a big difference.
In my point of view, I heard panic (doesn't mean he was panicking! maybe that's his way talking fast. Only the pilot on the radio could say for sure, how he felt)
Totally agree. And it’s easy for the armchair aces to know how it feels.
Anyone saying "he panicked too much" I promise you has never and will never have the opportunity to be in this situation. You think because you can run a checklist in a flight simulator you would be cool as a cucumber.
Absolutely. It took me three properly life threatening energencies before I managed to stay properly cool, calm, detached and be able to sit back and problem solve. Now what I was doing meant you got those on a fairly regular basis. I would hope that no regular pilot has that kind of issue 3 times.
First time, it's not about if you panic, it's about whether the training sticks through the panic or not.
This guy did himself proud.
I’ve been in a cockpit that was smoked up by deice fluid. I didn’t panic, because I was expecting it since we had deiced
Definitely sounds like stress rather than panic (he wasn't screaming into the radio asking what to do etc.)
The controller sounds very relaxed and in control. Perfect for a dual emergency situation.
Hell of a controller. Juggling two emergency aircraft and he lined them up like Rockettes.
This situation and the hawker in Teterboro both can probably be easily explained. They’re operating in conditions that require deicing. Some fluid got to the engines and it came into the airplane in a gaseous state. Whenever I deice, I always brief my passengers saying they could see some smoke and smell it, but it’s just deice fluid and it’ll go away. Notice how they said the situation is under control? Because the deice fluid all burned off
Good catch.
Could be a feasible explanation! Didn’t catch the "under control" part!
Smoke isn't a gas.
@@cageordie What would you say that smoke is, then? A solid? A liquid?
@@cageordie he meant liquid de-ice fluid entered the engine, burnt up in the heat and entered the cabin as smoke.
@@hadtopicausername A solid suspended in a gas
This channel is an awesome resource to learn from! To ‘chair fly’, put ourselves in these situations and ask “what would I have done”?
Keep this channel going!
Thanks, appreciate it! Any support is welcome on Patreon. It helps a lot especially for the payment of audios and software development.
A fire in the cockpit is my biggest fear flying. Good job to that Challenger crew getting it on the ground! Extra kudos to the Cape Air captain for allowing ATC to sequence then in second. Losing an engine in a small twin like a Tecnam 2012 is a big deal and Cape Air pilots are generally early in their careers, so to let the Challenger land ahead of them was very selfless. That young Captain deserves a pat on the back! Good job all around ATC included!
"Just go over to departure I'll let him know"
He did in fact not let him know... typical.
In the USA, each next controller knows nothing, and upon receiving the emergency declaration they need to know the nature of the emergency, intentions, souls on board, fuel in minutes, pounds, tons and buckets, and ask them to repeat the information 3 times...
Yeah, I noticed that. My guess - very diligently typing the alert into a computer that gives departure a clear message, as trained. If he had more experience, he would have at the same time shouted across the room "Hey Joe! That Execjet is mayday, smoke in the cockpit!"
@@KennethAGrimm shouting wouldn't have done much good, Tower is in the obvious place, Departure generally isn't in the same place.
Can only let them know if they answer the line. Tower likely switched them and shouted on the shout line to departure, they ignored the line as the aircraft called. When he came back as a mayday, they probably thought to themselves, ohh I see why the tower was calling. At that point the pilot told them everything they needed to know anyways. But, given the immediate return request, tower wanted to get them to approach as quickly as possible, not call on the line, give details then switch them to their frequency.
it's funny that they keep asking for souls and fuel, Everything is in computers. They could have the fire department assistant look up that info or make a call then ask the crew if they can't get it
Wow, two emergencies at the same time during bad weather and a panicking pilot, quite a crazy moment. Props to the controllers for calmly handling the situation
I also think ATC did a great job. Informing the second aircraft, confering with him about the severity of his emergency. This pilot assessing the situation without hesitation, knowing that he is stable and can get moved into 2nd place. Awesome job!!
excellent professional calming work by the ATC!! nice job!!
I panic when a fire starts in my grill from not cleaning the heat shields.. imagine in the air in a flying object… nah I’m okay. Great job by all
Wow! Just wow! Bravo to all the professionals involved!!
Often had smoke in cockpit after deicing. Many alarmed FAs would call us sterile cockpit to report smoke. Hope their smoke was as benign.
Good job by the ATC to account for the initial speed differential between the 2 aircraft types
Controller was great, putting the jet ahead of a C402 with one engine shut down was a no brainer. Smoke in the cockpit is about the highest priority you have. BOS controllers and Cape Air pilots have a great relationship. Controller barely delayed Cape Air to be #2. I have seen two emergencies landing the same airport more than once. Most BOS approach controllers are very skilled.
@wturn5354 I think Cape Air was the newer Tecnam P2012
"go to departure, I'll let them know"
departure: climb to 14000
One small slip up, didn't pass the message quick enough. Very busy airport, urgent emergency drop in on top of an ongoing emergency, I'll give the controller grace on this one.
As soon as pilot said Mayday and needed to return it was immediately changed to "maintain 3000". The controller obviously didn't get the message before speaking to the pilot.
Great work all around!
Great job ATC!
Heroic professionals each and every one
Smoke in the cockpit is strange for an airplane one year old. I wonder if this is similar to the Hawker video out of TEB. Both airports were experiencing snow and I’m sure both planes had to de ice. I don’t want to speculate anything, but I wonder if that is the fluid burning off.
I will proceed to investigate and maybe we find out. Similar weather indeed.
@@VASAviationif I remember correctly, the TEB Hawker came out of Signature West. BOS is a Signature location as well. Maybe it’s time to teach Signature line guys to not spray fluid in the engines.
That’s a pretty fucking stupid assumption to think new airplanes can’t have mechanical issues.
Ua chaval, that ending was pure mantequilla seeing the two emergencies arriving one after another. Wow that poor guy sure had fear in his voice but maintained his marbles and got the job done, as did the controllers. Another great vid from Víctor! Gracias crack por todo el tiempo q dedicas a crear estos pedazo de vídeos encima con el poco tiempo q te quedará ya q te estás convirtiendo en un gran piloto. Podías hacer un vídeo de algún vuelo tuyo si has tenido un intercambio curioso con ATC o un desvío por weather. PoliceActivity y tú sois mis dos imprescindibles. Después ya Juan Brown, Mentour, 74Gear
Well that started out spicy 🌶
Wow, dueling emergencies. Exciting day at Boston in a really bad way. I don't think sounding excited means the pilot was panicked. When you get smoke you don't know where it is coming from. It might be smoke from hot oil getting into the conditioned air, or it might be the cabling burning. So either nuisance or whole aircraft about to fail. So I can forgive him sounding excited. The Cape Air Tecnam P2012 is almost new. I thought those Lycoming and Continental engines (they have both as options, same power) were supposed to be reliable.
The departure controller almost said Coke in Smockpit!
Potentially silly question: There were two emergencies and two parallel runways. Why not put the aircraft with engine failure on 4L?
I wondered this too. My guess: it's standard procedure, decided long before this event happened. Probably never considered that 2 could happen simultaneously. Also, Cape air is a super tiny plane that can land in the parking lot if they had to. I think they are the ones who use runway 33 R at BOS. So even if the exec jet blew up, CA could stop in the first 500 ft.
Given the weather, they needed the ILS once above 2000 feet, ATC couldn't descend them below the clouds. 4L doesn't have an ILS. They could have been switched to 4L once visual, but that would just be more stress, and the lead aircraft said they could clear the runway.
Just wondering. why don't they land one on the Left and one on the right (4L and 4R)? In case the first one can't get off the runway?
Right side has the ILS, Left is visual.
@@jaysmith1408 Thanks. That's very good to know.
I'm curious about the choice to put both on the same runway. The controller did ask EJA260 if they thought they could vacate, but that is in doubt when there is a possible fire. By sending one after the other on the same runway, it meant the following airplane had increased risk of a go around, and one that would have to be done on one engine.
It is possible that that was the only serviceable runway at the time. The parallel could have been closed for snowblowing, de-ice, etc.
Edit: according to other comments runway 4L does not have an ILS approach, so that was the reason.
@@jakint0sh Thanks, that makes total sense.
@04:23 maintain 2000 not 3000 i think
Great controller
I think the boston tower controllers really delayed the return and workload to the Exec Jet pilots making them change all those frequencies. The smoke "could" have making changing frequencies much more demanding.
If the pilots of the engine failure emergency, gave way to those who had smoke in the cockpit without any hesitation, who are we to question the gravity of the situation that they were in.
Was snoop dog in the back smoking weed? 🤔
Wow!
Well, sitting here in my chair without being enveloped in smoke I can say that this pilot panicked too much.
They got the plane safely back on the ground despite an in flight fire. Plenty of ATC recordings out there of dudes sounding cool calm and collected all the while stupidly and thoughtlessly in the process of creating smoking craters in their perfectly functioning aircraft due to pilot error. I'll take a shaky voice coupled with good airmanship over the reverse.
@@somealias-zs1bw where did we get confirmation of a fire? (Maybe I missed something).
I agree though alpha-male behaviour in the cockpit can lead to disaster (Stadlerberg LSZH, Nürensdorf LSZH).
But as do haste/fear/panicked actions!
@@r.b.4009 When you have smoke in an aircraft it is a fire until proven otherwise.
The pilots who calmly say "...maybe we have a fire." are in denial ("It can't happen to me."). Those are the ones that scare me.
@@KennethAGrimm where did I say, that it should not have been treated as a fire?
Of course, smoke in the cockpit demands an immediate landing, we all learnt that from Swissair 111.
In the post of somealias it sounded as proven it was a fire.
Nevertheless, eventhough I felt there seemed to be panic, they brought the aircraft back on the ground and that is all that counts. No lives lost, that is to applaud and the authorities should learn from each case and improve the safety of air travel.
I’m going to assume this is sarcasm.
De - ice fluid sprayed into places of the plane (accidentally of course) that should have not been sprayed into ? Any thoughts ?
So Boston Control had two emergency aircraft at the same time? What are the odds?
that could have been a 1 engine go around for the KAP.
Didn't this same thing happen like two weeks ago?
You can clerly hear some panic in the pilot's voice...
Wonder if there is also smoke in the cabin, and if pax can hear any of what's going on?
@@RetiredEE with the Challengers usually not having a door, they most probably had smoke too and heard the panic too.
That was stress. He didn’t seem to panic at all. A shaky voice means stress, not panic.
Was this smoke from fire or due to previous de-icing and a byproduct from the de-icing event?
Anyone know???
Is the challenger a 2 pilot aircraft?
Yes
@@alexseiler7788 use Google
Given the mayday was about smoke and potential fire, why was runway 33 L not considered at all?
ATC couldn't descend them out of the clouds until they were established, wouldn't have saved any time.
@@Kenjh71 dumb comment lmao
@@jetpilott2420 Don’t criticize this. Asking genuine questions like this should be welcomed, not ridiculed.
Great job by all involved. That is why flying in the USA is the safest mode of transpiration on earth!!! Nice work!!
Smoooke in the cooockpiit... a fire in the sky
We need to return immediately - "change frequency"...
Broken at 2000, they NEEDED radar vectors once they were up into that.
It was IFR, smoke in the cockpit, only immediate return the tower can directly offer is visually staying in the traffic pattern and landing. Not possible given the situation. Tower nearly offered it, then caught themselves, knowing it wasn't feasible. They then said if you are capable switch frequencies to departure/approach. If he was unable, due to the workload/smoke, tower would have relayed instructions from approach. That is a much more convoluted way to handle this situation, much easier if they can make the frequency change.
Must’ve been quite an amount of smoke for the pilot to panic that much.
Are both jets in emergency? If not, why is 24 marked? I was confused when I started watching it because 60 was the one declaring emergency, but 24 was the one marked.
Both
if you listen to the audio 24 had an engine failure of some kind. and at the end of the video he says he will be doing a video for 24.
CL650 is a jet, the Cape Air is a Tecnam P2012 which has twin turbocharged Lycoming or Continental flat sixes. Both modern aircraft, but the Tecnam uses sketchy 1950s engines.
Both planes were in emergency. Video for KAP24 to be released soon
Must’ve been some decent smoke to get a pilot that worked up. Must’ve thought there was a big blaze going on that was going rip through the aircraft.
NetJet seems panicked Cape has one caged single pilot IFR and sounds like he's ordering Dairy Queen. Kudos Captian.
We have an emergency with coke in the cockpit 😂. The pilot sounded really very scared.
Spill your Coke (or even Pepsi) on the electronics and it IS an emergency.
Netjets has hired a LOT and I mean A LOT of new pilots in the last 5 years. Over that time, the average age of said pilot has dropped dramatically. Not a knock on them necessarily. Many of these pilots have never been above 10 thousand feet. Exceptions have been made for a lack of an ATP. Though mentally sharp, the experience/hours level has also dropped dramatically. What many of us "old farts" would call Tuesday, is the first time they have pulled an emergency checklist out in real life. You never know how you will react until the excrement hits the oscillating device. This poor soul will hopefully learn from this and be better next time. There WILL be a next time. The crew pairing on this flight is probably a 25 year PIC and a 6 months to a year FO. It's the FO's first jet and they were probably flight instructing 2 years ago. Once again, not a knock, just the new reality in aviation.
counterpoint: the circle-to-land crash at KTRK (truckee-tahoe) a few years ago was caused by an over-confident _older_ pilot , but who wasn't as experienced as the younger one telling him to chill out. I don't recall which was captain/FO, but the older guy insisted he could pull it off and killed everyone. I believe he had fewer hours in that specific jet, but more hours overall. That said, even if I could afford to fly private I wouldn't. They generally just don't seem to have their stuff together.
There's calm, cool, and collected - then there's....
Would you be calm then? I can understand him feeling the way he does
@@kevingraham3161 I've been in dangerous emergencies too, but thankfully my training kept me calm. Only when I was save back on the ground it hit and my body shut down.
There seemed to much haste and fear in his voice, understandably. And thats the reason why training should be repetitive and of good quality, to make it's way into muscle memory. So that pilots don't get overwhelmed in emergencies
@@kevingraham3161 That's why they're up there, and I'm down here makin' tacos
@@r.b.4009a shaky voice is a sign of stress or anxiety. Both would be evident in that situation. Everyone has different responses, but what matters is that they flew the plane, navigated successfully, and landed safely. The comms were fine.
Panic is when your response isn’t appropriate to the situation. That can include seeming calm and doing nothing.
You declare and emergency and ATC TELLS you to maintain 3000????
And what's wrong with that?
The pilots need guidance. If they are freaking out and handling the emergency, they might not notice and keep climbing, making it harder to come in for a stable approach. Pilots can always say "unable" , especially in emergencies
Yes, ATC is keeping the pilot safe.
I never understood how there'd be smoke in the cockpit when the engines are always behind them, and the plane is moving forward,
Because the air that enters the cabin comes from the engines, no matter where these are located.
Smoke can come from other places. There's tons of electrical wiring, oxygen bottles, possibly passengers smoking, baggage with matches, lighters etc inside. Oh yeah, lithium batteries!
The award for the most calm pilot goes to this clown.
Hmmm Boston... January... Smoke in the cockpit during initial climb... I bet they just underwent a thorough deicing just before departure... Since smoke in the cockpit is nothing to mess around with, as PIC, I would have advised departure of a PAN PAN and asked to be vectored back around for a potential return to the field while making it known that the smoke is probably a temporary condition due to the ice man getting his juice into my engine(s) and that we would only be landing if the smoke failed to dissipate by short final... (OTOH if the smoke had the distinct acrid smell of wires burning it's a whole other ballgame).
I wouldn’t want to fly with this pilot. He is in a full blown panic attack, which of course is not good for good decision making in such a situation
Urgency is NOT “full blown panic attack”. Smoke in the cockpit is a bloody HUGE deal. As a professional pilot with over 13,000 hours, I can attest to that fact.
@@Jeffrey-xe2ki Yep. Pilot was stressed, but certainly not having a "full blown panic attack". If he was having a "full blown panic attack" he wouldn't have been able to communicate and land the plane.
You’ve watched too many tv shows that make you think you can read someone’s state of mind from their voice.
He was stressed and still handled it perfectly. That’s not panic.
I’d rather fly with that person than someone who seemed calm but didn’t know what they were doing.
Who employed the 19 year old with 2000 hours Microsoft flight simulator License who'd dealt with no greater pressure in his life that choosing which latte to have 😂😂
Calm down dear
I have nothing to say to this other than that, if you really think that, you have no perspective to be making that judgment.
Sounds like you have zero idea what you’re talking about.
It’s awesome how they determined the guy with the smoke in the cockpit had priority. Mostly because he sounded like his situation was more dire.
That’s two in the last month. Causes? My thought is type 4 and open bleeds.