Possible engine flameout. MAYDAY. American Airbus A321 immediately returns to Orlando. Real ATC
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- Опубликовано: 6 июн 2024
- THIS VIDEO IS A RECONSTRUCTION OF THE FOLLOWING SITUATION IN FLIGHT:
16-MAY-2024. An American Airlines Airbus A321 (A321), registration N162UW, performing flight AAL2095 / AA2095 from Orlando International Airport, FL (USA) to Philadelphia International Airport, PA (USA) shortly after takeoff declared MAYDAY, stopped climb at 2000 feet and requested return to the airport of departure. Later the flight crew reported possible engine flameout on takeoff as a reason of emergency. As a result, the airplane landed safely on runway 36 right at Orlando International Airport.
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Image from thumbnail was provided by a passenger.
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Timestamps:
00:00 Description of situation
00:17 American 2095 is climbing out of Orlando. MAYDAY
01:12 The pilots contact Orlando Approach. They are returning the airport
03:50 The flight crew report the reason of MAYDAY. Possible engine flameout
05:54 The pilot contacts Tower controller
06:19 The airplane lands at Orlando Airport. Communications on the ground
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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.
This was handled very professionally. ATC didn’t hound the crew with questions as they knew they were busy troubleshooting. Kudos to everyone involved!
👍👍👍
That is a favorite comment here on YT. Quite upsetting isn't it Jake.
Except on the first mayday, “talk to that guy not me” lol
They also failed to copy the nature of the emergency and forced the crew to repeat.
@@andrewwelchphotographer I was thinking the same.. not only a handoff, but "talk to approach for sequencing" after he's declared a Mayday and said they need to return immediately!
Wow.... an aircraft in the USA utilising international distress procedures perfectly, right down to the repeat of the 'Maydayx3' every time he changed frequencies! See how smoothly everything goes when the correct distress procedures are utilised? Everybody knows where they stand and what to expect without ATC having to keep asking if they're going to declare an emergency. No time is wasted..... Well done that pilot!
The scope definitely told the controllers it was an emergency
zero need for that magical word, "declaring an emergency" and 7700 works perfectly fine
He wanted to get straight back to the field (while trouble shooting)....hence the MAYDAY
No asking about infants. Stick to souls and fuel
AA training to emphasizing using of ICAO phraseology.
Cleared for 35R and later cleared for 36R -- strange? No, actually it is not. I checked and MCO has both 35 L & R and 36 L & R. Original instruction was for 35R which is 9,000 ft but later Approach Control PROPERLY switched the instruction to 36 R which is 12,000 ft and 200 ft wide. Possible single engine might not have reverse thrust. Good call by ATC to put the Emergency A/C on the longest runway. Of course it confused ME initially because I didn't know Orlando had all those N-S runways. The pilots did know that, so they didn't question it.
It was the pilot who requested the switch to 36R. See 3:16.
I'm not sure if this will be answered and I don't know if I'll get an alert if anyone does. I've been following this you tube channel and other, similar ATC channels for a long time. But why are radio communications so bad? This is an emergency situation and I could barely hear any of the tower instructions as they were garbled mostly. This is an emergency aircraft. Are there any plans to enhance communications so it doesn't sound like someone trying to handle a short range radio? We must be able to do better. Thanks again You can see ATC for sharing all of these situations with us!
You are listening to a recording from someone's scanner. The quality of the reception is going to be dependent on how far away they are from the source. The conversation between the tower and the plane will have been perfectly clear to them just not to the scanner on the ground.
@@bigskyvideo thanks so much for that explanation. I wasn't aware that the interference wasn't on the actual transmission. That gives me hope that our pilots aren't trying to navigate MAYDAY situations while listening to a transmission that sounds like a tin can on a string telephone!
Yeah like the comments above said you can hear it perfectly well on the actual plane. If you watch some cockpit take off videos you can hear how clear the radio is @@papaguy2001
U.S. pilots seem to be getting better at using MAYDAY and PAN-PAN recently. Has there been a rule change or new guidance issued or am I imagining it?
It's due to all the dissenting comments on You can see ATC. We did it!
I wonder if it's because they keep getting roasted in the comments of these videos
😂😂😂
Not sure why, but at least at American, the training department is emphasizing the proper use of mayday and pan pan calls. “Declaring an emergency” isn’t recognized by ICAO, so they want the pilots to do it the correct way.
It's getting better for sure, but he wasted a bit of time with the first call just calling the tower with his call sign. It would be perfectly acceptable to jump right in with "Mayday Mayday Mayday, American 2095, American 2095, American 2095", then state the nature of the emergency. I kind of question the tower controller's instruction to contact approach for sequencing after they said they need to return immediately.
Pilots could use some sim reps
Sounds like the crew member is young and a bit scared
I got that feeling as well. He hasn’t done it a thousand times yet.
Exceptional radio work, highlighting the Mayday status after every single frequency change was exemplary to avoid assuming that each controller was aware. It could be if he is earlier in his career that this is something they are really drilling on the training now, that older pilots might have forgotten (or even not been trained that way).
he is not .. and by typing on keyboard its very easy to judge .. this is the worst emergency one can have if you are a Pilot .. atleast appreciate him
He did not appear nervous at all. He was calm, collected and completely professional.
@@malahammerHe did a great job, but he was clearly scared. His voice was cracking.
Another Airbus with engine problems!, what is going on?
Maintenance.
Edit:
In this case it appears to be caused by a bird strike. So stop your fear mongering.
Neither Airbus nor Boeing make the engines. You can't blame them for engine problems
@@blockbertusdoesn’t want fear mongering but tries to blame maintenance
Engine got a birdstrike when running at or near full power, then carried on for at least long enough to land. Sure feels like it's done it's job properly.
@@blockbertus you aren't qualified to make that determination.