Finnair Airbus A350 Overweight landing with gear retraction problem. REAL ATC
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- Опубликовано: 30 дек 2022
- 12 MAR 2022
A Finnair Airbus A350-900, registration OH-LWG, performing international flight FIN16 from New York John F. Kennedy International Airport (KJFK) to Helsinki-Vantaa Airport (EFHK). After departure reported gear retraction problem, decided to return back and informed that they were going to make an overweight landing. The tower controller rolled out the emergency equipment to standing by position.
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Nice to hear very clear communications from all involved.
The communication was clear but illegal....that was not a "normal " landing.
They could even ensure they were below landing weight before landing with a gear problem.
They had to be told that Emergency Services are On Standby.
Just cowboys who left their gear pins in....no before TO Checks outside or in the cockpit to see if the pins were there..
Appalling illegal conversation...
Fact not opinion.
@@daftvader4218 "Fact not opinion" What gear pins?? Where did you read that show me a source. Besides do you even know what their weight was at that landing? Sounds like your full of bull and no aviation understanding
Phraseology clear as a Finn could be.
Clear as crystal
Grrrreat Finglish. Hyvää 🇫🇮
Good job 👍
Thanks for sharing
Have a nice weekend 😊
Greetings from Helsinki ❄️ Finland
The compass rose on the graphic seems to be quite a bit off the correct orientation.
No, the graphic is correct. "Heading 180" means "180 degrees magnetic" and not exact direction to the South. Directions to the true South and direction to the magnetic south do not always coincide and at JFK differ 12.72° to the West. That's why when the aircraft was told to set heading 180 its true direction was set 167,28°
See magnetic declination
Should the first officer (I guess he's speaking) tell the ATC that they are overweight? Or was the ATC just ahead of them, acknowledging that this could be an overweight landing? Obviously they weren't in rush, just wondering. And is this pan-pan?
Did they found the possible reason for the gear retraction problem?
Yes, I’m sure they did.
The mechanism could be the problem, probably the sensor is not working idk
@@popeyes97 Why did you even comment? 😂
@@incandescentwithrage idk I was sleepy when I comment
Gear pins....
Cool guys!
Leaving their gear pins in ???
Overwheight landings are very stressful on the all components of an aircraft
Text book 👍👍👍😎
Overweight is not textbook...
It was not a "normal" landing...
Finnair + A350 = S2
QNH? RVR?
QNH (or altimeter, as the ATC controller says) is the current barometric air pressure at JFK. In America it’s given in inches of mercury to an accuracy of 1/100 inch (so here it’s 29.97 inHg, read out as 2997); in Europe and other places, it’s given in millibars/hectopascals rounded to the nearest whole number (so here it’s 1015 mBar). The important thing to remember is that in the US, it’s “altimeter” and in inHg, in Europe, it’s “QNH” and in mBar/hPa. This is to calibrate the barometric altimeter to read the airfield elevation above mean sea level (more info on Wikipedia).
RVR is the “runway visual range” and is measured in feet/meters and basically tells you how far down the runway you can see. This is important to be able to see all the runway surface markings from the aircraft while on the runway centreline. Here, the RVR is 6000 ft plus, so more than 1800 m, so the pilots can see runway surface markings more than 6000 ft away from the aircraft while on the runway centreline.
Sorry for the long-winded explanation, but hope this helps. Also, happy new year! 😊
@@sankarshanbhattacharyya4614 Why sorry, it was perfectly explained. Happy New Year to you too.
@@sankarshanbhattacharyya4614
In this incident, the use "altimeter" und "QNH" in parallel. So how did the know if it is inHg or mBar?
Or asked the other way around, when over the atlantic does the unit change?
@@legofreak4895, interestingly I was wondering the same - my guess is that Americans just refer to it as the "altimeter" setting, whereas Europeans just call it "QNH". Both parties know what units to use depending on where they're flying, so American pilots may stick to "altimeter" and Europeans could say "QNH", but they use mBar or inHg in the appropriate region. I suppose that's what they say in this ATC recording.
Apologies for the confusion, hope this helps.
@@sankarshanbhattacharyya4614 Correct. US Phraseology will state "Altimeter" and refer to InHg units while EASA dictates "QNH" because "Altimeter" could be ambigous - QNH or QFE - and we use Hectopascal. In reality it doesn't make a difference, just need to get used to it :-)
Seems a common occurrence on Airbus aircraft. Was on an A320 1-1/2yrs ago that had same issue.
Common? Think again 😊