Fire in the cockpit. MAYDAY, MAYDAY, MAYDAY. Immediate return to Toronto Airport. Real ATC
HTML-код
- Опубликовано: 4 июн 2024
- THIS VIDEO IS A RECONSTRUCTION OF THE FOLLOWING SITUATION IN FLIGHT:
03-FEB-2024. An Endeavor Air Canadair Regional Jet CRJ-900 (CRJ9), registration N320PQ, performing flight EDV4826 / 9E4826 from Toronto Pearson International Airport (Canada) to New York John F. Kennedy International Airport, NY (USA) during climb out of Toronto, about at 11000 feet, declared MAYDAY, reported electrical fire in the cockpit and requested immediate return to the airport of departure. Later, on the way back, the flight crew reported that it looked like the windshield heater had sparked up on the captain’s side and requested the emergency trucks to meet them on the ground. After landing the airplane stopped on the runway for inspection.
Join me on Patreon: / you_can_see_atc
#realatc #aviation #airtrafficcontrol
Image from thumbnail was provided by a passenger.
_______________
Timestamps:
00:00 Description of situation
00:17 Initial climb out of Toronto Airport
00:28 MAYDAY, MAYDAY, MAYDAY. Fire in the cockpit. Immediate return to Toronto Airport
04:00 The flight crew is almost ready for approach on runway 6 left
05:49 Endeavor 4826 contacts Toronto Tower
08:00 Landing. Communications with emergency services on the ground. The airplane stops on the runway
_______________
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.
8:24 there's no temperature differential between the sides.. the captain's side is no hotter than the co-pilot's side.. no evidence of ongoing fire under the skin
Thanks. I'll pin your comment.
THIS^^^ The crash crew scans the aircraft using an IR camera to detect hot spots on/in the jet.
That’s not what he said?
@@thecomedypilot5894 You can hear him say on freq that their is no temperature difference on the pilot's side or the co-pilot's side. It's right there in the video. That implies that there is no fire. So not sure what you mean?
it was probably an electrical fire. if you kill the power supply to an electrical fire, the fire will die out quickly. which i assume is what the QRH would tell them to do, if they didn't do so themselves.
And that, boys and girls, is how it's done! Pilots call Mayday, ATC is right there with vectors, etc. This incident ought to be used as training material. There were almost no wasted words in the exchanges and everyone was on their game, including the ground equipment. These folks made it look easy. It wasn't.
@@ts757arsecarbohydrate / hydrocarbon... it's all the same till you barf on a fire.
it was just luck, they took to long. fire could spread so fast, and fill the cockpit with fumes really fast.
I never cease to be amazed at how unfailingly polite Canadians are...even in a MAYDAY MAYDAY MAYDAY situation.
@@johnjoseph3667Canadian here. Agreed 1000%. ATC did not know where Ullpe was and she was 'ooooooook... I don't know where Ullpe is, but that fine.' lolololol!!
All inert observations with no real impact on the outcome. Keep searching for those problems where none exist. 😂
That's about the best handling of an emergency I've heard in a long time. Everybody was on the same page for the entire event. Kudos to ATC, the crew and rescue.
That was the best, most clear emergency call I’ve ever heard.
Four Canadian accents, and even the guy driving the truck speaks well. The pilots even knew how to pronounce Toronto.
Yep, in addition to being a well-managed emergency and return to airport, this must be the most 'Canadian' exchange I've ever heard. Everyone helping everyone, and even a genuinely friendly 'Good morning!' on handover to approach. I know this is a normal courtesy with ATC, but it rarely fees as friendly as this, and during an emergency situation. Bravo to everyone involved.
@@matthewjclement - Just south or Pearson is Hwy 401, and nothing pleasant or polite ever happens there.
@@GWNorth-db8vnAhahaha, that gave me a good chuckle. 😅
nothing more scary than a fire in a plane.
I can only imagine how it was
I would think that fire in a submarine is scarier.
It isn't, actually. Much easier to seal it off there than in an airplane.@@dubious6718
@@dubious6718not talking about subs tho, we’re talking about planes.
@@Evan-ed7puokay so there can't be anything scarier because only planes allowed?
Very professional all around. Good job pilots and atc 👍
See that's good ATC right there. Suggest plane remain close to airport in case anything else arises. So important. And she kept their options open for BOTH runways with her pattern, including a water ditching. Absolutely excellent.
When I see these pilots go on long approach legs during an emergency to run checklists I get so nervous. Stockpile altitude and proximity in case the emergency flares up again and forces your hand.
they run trough the checklists while still in the air
I can assure you, had the fire not gone out as fast, they'd have gone through way less checklists ;)
The worst scenario, FIRE IN THE COCKPIT!!!!
You mean, FIRE IN THE COCKPIT ?????????!!!!!!!!!
I liked the way the tower advised they would provide a wind check 2 miles out, knowing they would probably need it. In the cockpit, they were pretty busy, and it was interesting that the acknowledgment was two clicks. I don’t think I have heard that before (but I was aware it is used occasionally).
I've heard it in quite a few videos. (I've also listened to a lot of JFK ground 😅) It's just when ATC doesn't require any response and you don't want to block the frequency, but feel like acknowledging- stuff like wind checks, basic information about waiting times or sequence, etc.
Interesting, in america I've never really heard that as well, but where I'm from in Europe, that is a very common thing to do.
Pearson frequently updates with wind checks. It’s blustery in Toronto, with the lake right there.
great example of professional at work.
I hadn't thought of the "radar off" request before, but I guess it makes sense so ARFF doesn't get cooked like a Vienna sausage while driving across the nose.
Modern aviation weather radar has a peak power pulse of around a hundred watts and is harmless. Many have wind shear detection functions that will turn the radar on automatically for takeoff and approach. Early airborne radar sets, however, had 65 or even 70 kilowatt peak power. You definitely did not want to have them on with people or equipment nearby.
@@Hopeless_and_Forlorn the other reason they might have asked for the radar off, is when they are inspecting the aircraft with thermal camera, so they wan't as little heat signature up front when they are looking at the cockpit from the outside
@@Hopeless_and_Forlorn I worked on brand new King Airs and maintenance always had the aircraft turned away towards an unoccupied area of the apron before testing the weather radar
@@Hopeless_and_Forlorn I saw a documentary years ago about early airborne radar and technicians getting cancer and other health issues after working on active belly mounted radar of WW2 bombers while the aircraft was on top of a metal pad reflecting the signal at them. They were basically working in a microwave oven.
Radar doesn’t cook anything, it’s not microwaves or even radioactive. It’s like a radio station antenna basically.
One of the 2 windshield heating sensors. Maintenance can swap to the other sensor (5 minute job) but shield will require replacement soon.
Weirdly, at least this fire was one that sparked up in the pilots field of view. Which meant it was detected and reacted to immediately. But that's still got to be terrifying. Especially for the pilots.
Prolly a short in the windsheild heat.
Fantastic job ATC!! Fantastic job pilots!!
it was kinda hard to hear the initial call-in after 🛫
We went 7 minutes before getting the unique canadian 'check' phraseology. Must be a record! :)
Does "check" have an official ATC meaning, or is it the Canadian controller equivalent of "I gotcha"?
And how about the pilot double mic click to acknowledge last wind check by tower... Roger is my uncle ;)
I had this happen to me. The electrical components embbeded in the windshield will spark when the inner ply has a stress point. Shortly after the inner ply cracks under a given pressure diff. We had this happen in cruise. Certainly gets your attention quick.
Same here, it happened on approach, sparks start coming off the bottom edge of the Captains side windscreen, it looked to be between the layers? Flipped the windshield heat off and it stopped, landed, no drama :).
@@c1d2e We had it at cruise, QRH directs you to descend then run the pressurization manually. It wasn’t a big deal really because the screen has three layers, and since we were close to destination we just decided to continue.
Exactly what happened. Very jarring but got the windshield heat off quickly and all was well.
Gotta love Toronto ATC.
Amazing how the pilot had the guts to say... ..MAYDAY.. With others, ATC has to pull teeth to get a
reply.
When it blows up directly in front of your face, you tend to appreciate its seriousness pretty quickly....
@@brianspencer6397 and a fire in the flight deck is a more immediate threat to getting on the ground safely than a fire in one engine (for example).
He was a Euro illegal alien.
Textbook, all round. Bravo.
Professionals, all people involved.
Would be real useful if airplanes could put out an automated squawk code with real time data of fuel remaining and souls on board so that ATC wouldn't have to ask over and over again for this info from busy pilots of a troubled aircraft.
It's a bigger problem in the comments section than it is in the air.
U shud patent the idea and make it happen!!!!! Great idea!!!
I am a captain for this airline. The fuel state is supposed to be in time, not pounds or gallons, but I would’ve done the same thing though…just look at the number and report it. Let them figure out on the ground how long a 900 can fly with 9000 pounds. LOL.
I'd be interested in seeing - in general - any other aircraft that were vectored around in response. I know that in some of these the ATC ends up being somewhat frantic juggling other aircraft, but this seldom shows that aspect.
(I don't actually know if there were any other aircraft in this case.)
I'd guess that they either stopped departures or put them on a different frequency (the second ATC might very well have been director/final or approach before the situation)
In cases where the plane was with dep, it tends to be quieter, since it's a lower stress environment (due to less time pressure)
Didn’t know St Elmo’s fire occurs in Toronto
4:43 sounds like a fly
That was a cute name for a waypoint either way LOL
5:14 Can someone explain what this whining noise may be? It doesn't sound like the typical "bad reception noise", it more like interference from something else?
Likely somebody transmitting at the same time “stepping” on the first transmission.
@@briandeschene8424 Aha okay 👍
Man.. how professional! 🤩 Great job from the pilots and all controllers! A bit funny that he said Mayday Mayday Mayday and after that... Ah yeah.. and if you don't mind we'd like to declare an emergency.. 😅 well yeah.. a Mayday call iiiiis an emergency 🙈...
When you’re heart rate is double what it normally is, stress hits you quick. That’s why pilots rely on their training. No harm for being slightly redundant in an otherwise great handling of the situation!
I often see Canadians following exact procedure AND being polite about it. Glad this wasn't the exception.
I've heard US ATC ask afterwards if they are declaring an emergency.... I bet he wanted to make sure 😅
Combusting Regional Jet
A fire on the windshield? Like St. Elmo’s fire?
Windshield heaters
Why should the radar be out for fire trucks to approach?
Getting too close to the radar transmitter is dangerous for personnel. Sounds like the firefighters were planning to exit the truck and walk around the aircraft.
Assload of ionizing radiation that would make the testes tingle
@@coreyballard8359hazardous radiation, yes. Ionizing, no
@@coreyballard8359Microwaves aren't ionizing but they can cause burns in intensities emitted by a weather radar.
I didn't know it was possible for North American pilots to use standard phraseology in emergencies. All jokes aside, the situation was handled very well by both controllers and pilots.
Maybe Canadian pilots? It's only across a river but different culture completely.
@raygale4198 Endeavor Air is Delta Connection so probably American pilots
@@raygale4198Don't let Lake O. hear you talk about her like that.
There was an AA pilot using mayday recently. Maybe these guys also use mayday cause they're in Canada, not in the USA?
Afaik “hazardous material” is non-standard phraseology. But at least this time they didn’t say “hazmat”.
You need to turn up the audio.
not a problem coming from him, it's the ATC and radio itself that was quiet
@@BulanuRoz yes, but he can turn the volume up in the post production in the video.
Agreed, the sound needs to be amplified ... otherwise too quiet.
Crank up your ear trumpet old timer.
Textbook work by all. Especially calling Mayday.
Lot of flight sim pilots giving there 2 cents worth LOL
Excellent communication and procedure, but no Star Wars comments?
Luke, I am your father.....huffffff
Audio is very quiet in this video.
Only once asked for souls and remaining fuel. Clear indicator they haven't been over SFO or JFK...
An American pilot actually declaring a mayday and not using trucker comm.. mind blown.
He pronounced "Toronto" properly, too.
@@GWNorth-db8vn How else are you supposed to pronounce it!? 🤪
This is not the year for aviation…
ok please dont hate me (damn ok do.. ) but the reason because everybody is saying.. wow perfect handling of the situation, how professional they were.. it is because the fire extinguish itself and nobody died. In my opinion, they took to long and were to comfortable preparing the aircraft for land. If the fire spread, and you have smoke on the cockpit you have a few minutes before you lose control. Remember a MD11 over the east coast. They have a smoke in the entertainment system. they were very professional, calm and patient, setting up everything for landing. a few minutes from the airport, the smoke was in the cockpit, they couldnt see the instruments. everybody died.
Swissair Flight 111 crash
actually was the ATC the ones that suggested to vector them close to the airport .. great idea.
Thank God for masculine men