To anybody wondering - this is the cargo variant of the A330, so it's just your usual crew members. 99% confident that nobody else was aboard. Great work from Hong Kong Departure, Approach, Director, Tower, and from Postman 547 (love that callsign, nostalgia personified haha)
New York still takes a lot of domestic traffic, but every flight in and out of Hong Kong is functionally an international flight (even to/from Mainland China).
@@ValNishino That's not the point. All pilots and controllers are supposed to use correct standard phraseology regardless of location/origin/destination. The correct phraseology was agreed upon internationally for a good reason, regardless of what muricans think.
US ATCs should learn from these guys... they speak English more clearly than Americans even... and dont ask the same questions over and over to inundate the pilots, just a good cadence of comms that are relevant / helpful
If you go frame by frame, there's a small black shadow (video quality isn't good enough to see what) directly in front of that engine) 1 frame before the exhaust suddenly darkens. I'd guess it could be a small bird (although a small one shouldn't have that much impact on the engine) but it's hard to identify with this video quality.
Do you guys think there’s a big cathartic release of emotion and gratitude to be alive from the pilots once they land in situations like this, or is it kinda just a casual “good job” and move on with your life type of deal? Somewhere in between perhaps?
The controller says they can't give vectors below 3,.000. Presumably the aircrew should have known that in their pre-flight planning. I would assume it is because Hong Kong has some famously bonkers terrain around the airport.
@@RonaldFulcrum You are correct, the terrain is very close to the departure path on the south side and Chinese airspace to the north is also very close to the airport, so would require coordination.
Is it just me, or were the ?'s about the engine from ATC totally unnecessary at the point they were asked of a busy crew? The crew is flying an emergency aircraft and running check list! Aviate, navigate, communicate. BTW, I am not a pilot.
That information is useful for the firefighting crew to approach the correct engine and have a speedy response to the problem. They also never formally declared an emergency, which would probably give a message of a more serious situation. Keep in mind that, just like many other videos of engines failures with ATC Comms, the pilots often say "Stand By" to those questions when accessing the problems, and this video in specifically is very short, much shorter than the actual flight and the silence between the communications. I would say that the information required by ATC is relevant, and it is part of the responsibility of the pilots that tell them if they can't give them that at that moment. We can also request to stay in the same frequency, or move to a more discrete one, if the workload of operating the radios is too much during an emergency. But again, they didn't formally declare anything, nor seemed overworked with the frequencies and information.
On the initial climb when the engine had just stalled, she could have asked fewer questions and given more answers. Once she finally mentioned she can’t give vectors until they’ve reached 3,000’ everything started to go smoothly.
Nothing wrong here. As much as we pilots need to follow our prodedures and do our checklists, there are also procedures to be followed by ATC. If the workload becomes too high, we‘ll just ask ATC to stand by and communicate once we have time for it.
This was waaaaay better than the repeated US "say souls on board and fuel remaining" questions. Pilot: 3 souls on board, 6 hrs of fuel. ATC: Roger 3 souls. Say fuel in pounds. Pilot: xxx pounds ATC: Oops, we forgot to ask. Any hazmat? Pilot: yeah, loads of Li-ion batteries and paint lacquer. ATC: Roger. contact approach on 119.1 Pilot: approach postman 123 ATC: are you declaring an EM? Pilot: affirm. ATC: Roger, say souls on board and fuel remaining in pounds. Pilot: did I not just tell the last guy 5 minutes ago? ATC: Any hazmat on board? Pilot 😒😒😒
Below 3000ft the plane will crash whaterever place he go,that why he was requested to go 3500ft before give him vector and asked if he was able to climb
As somebody just said, they do. However, if the DHL aircraft did that engine out procedure right near the mountain that's just off the airport, it'd be highly dangerous. Aircraft of all kinds have been known to collide into that terrain, and in most cases, it's pretty nasty.
It's not dangerous to fly the EOP, that's what it's for. It's designed to keep you clear of the terrain. In this particular instance it's also basically the same tracks as the standard instrument departure, which is basically over water.
When you are on survival mode and have to talk a lot, to atc, to the copilot, to company and sometimes with yourself... you could inadvertely breath while talking, and blow into the microphone, as those 10usd microphone cost to airlines 2000usd, the mere think of what could cost a 40usd noise canceling microphone can cost, make them cost prohibith for airliners
That's one of the nicest and calmest ATCs I've heard in a long time! Clear n crisp questions/instructions as well.
I like the way the ATCs speak very clear, that would be a perfect example also for native English speakers.
What?! Their pronunciation is terrible!
@@gregorythompson5826 Maybe, but they are better understandable than most of the ATCs I´ve heard on this and other channels.
@@gregorythompson5826but you understood them
Wow, it’s standard Hong Kong Acent
@@gregorythompson5826 Pronunciation is fine and very clear!
To anybody wondering - this is the cargo variant of the A330, so it's just your usual crew members. 99% confident that nobody else was aboard. Great work from Hong Kong Departure, Approach, Director, Tower, and from Postman 547 (love that callsign, nostalgia personified haha)
Brilliant video sir, good job finding the radio transmission for the incident.
"Hey... has anybody seen my engine cover quick fastener removal tool?"... On a more serious note, I am glad for the safe return.
Speedbird used to be my favourite callsign. I now have a new one 😄
What about RedNose?
I think Speedbird and Brickyard are two of my favorites
@@Sindraelynbeat me to it. Norwegian's "red nose" callsign is my favourite. I also like SAA "Springbok"
I always liked “Critter”
Postman Pat and his black and white cat!
Weldone postman
Chinese English is better from NY ATC
Hong Kong English is way better than Chinese lol
New York still takes a lot of domestic traffic, but every flight in and out of Hong Kong is functionally an international flight (even to/from Mainland China).
@@ValNishino That's not the point. All pilots and controllers are supposed to use correct standard phraseology regardless of location/origin/destination. The correct phraseology was agreed upon internationally for a good reason, regardless of what muricans think.
US ATCs should learn from these guys... they speak English more clearly than Americans even... and dont ask the same questions over and over to inundate the pilots, just a good cadence of comms that are relevant / helpful
Are those trent 700s? They sound amazing
Affirm
If you go frame by frame, there's a small black shadow (video quality isn't good enough to see what) directly in front of that engine) 1 frame before the exhaust suddenly darkens. I'd guess it could be a small bird (although a small one shouldn't have that much impact on the engine) but it's hard to identify with this video quality.
I hope none of the passengers were traumatized. :)
@@dukeofrodtown1705 I think that's the point.
@@ValNishinoWell, he thought there WERE passengers. I know that's the point of that variant
@@dukeofrodtown1705no, he didn’t. He was being sarcastic and joking, lol
@@818R6 Yeah I didn't catch on sorry haha
No windows, cheap fares, they had no idea what was going on.
Another expensive moment
Do you guys think there’s a big cathartic release of emotion and gratitude to be alive from the pilots once they land in situations like this, or is it kinda just a casual “good job” and move on with your life type of deal? Somewhere in between perhaps?
Bet those German Curses in this Cockpit where veeerry nasty😂😂
No FOD check on the departure runway?
Is that sloppy ATC or just me?
What makes you think they didn’t?
Postman should have reported mayday. ATC would hopefully have given him the vectors sooner...
The controller says they can't give vectors below 3,.000. Presumably the aircrew should have known that in their pre-flight planning. I would assume it is because Hong Kong has some famously bonkers terrain around the airport.
@@RonaldFulcrum Oh. That makes sense. Thank you for clarifying!
@@RonaldFulcrum You are correct, the terrain is very close to the departure path on the south side and Chinese airspace to the north is also very close to the airport, so would require coordination.
No emergency departure is quick at HKG because of the terrain and track miles.
Aside from the MVA, PAN was more likely appropriate than Mayday in this instance.
Bad gas? I had a similar experience once after dining at a Mexican restaurant.
Is it just me, or were the ?'s about the engine from ATC totally unnecessary at the point they were asked of a busy crew? The crew is flying an emergency aircraft and running check list! Aviate, navigate, communicate. BTW, I am not a pilot.
That information is useful for the firefighting crew to approach the correct engine and have a speedy response to the problem. They also never formally declared an emergency, which would probably give a message of a more serious situation.
Keep in mind that, just like many other videos of engines failures with ATC Comms, the pilots often say "Stand By" to those questions when accessing the problems, and this video in specifically is very short, much shorter than the actual flight and the silence between the communications. I would say that the information required by ATC is relevant, and it is part of the responsibility of the pilots that tell them if they can't give them that at that moment. We can also request to stay in the same frequency, or move to a more discrete one, if the workload of operating the radios is too much during an emergency. But again, they didn't formally declare anything, nor seemed overworked with the frequencies and information.
@@BravoLimaA220 They did declare a PAN, with the Director before the approach.
On the initial climb when the engine had just stalled, she could have asked fewer questions and given more answers. Once she finally mentioned she can’t give vectors until they’ve reached 3,000’ everything started to go smoothly.
Nothing wrong here. As much as we pilots need to follow our prodedures and do our checklists, there are also procedures to be followed by ATC. If the workload becomes too high, we‘ll just ask ATC to stand by and communicate once we have time for it.
This was waaaaay better than the repeated US "say souls on board and fuel remaining" questions.
Pilot: 3 souls on board, 6 hrs of fuel.
ATC: Roger 3 souls. Say fuel in pounds.
Pilot: xxx pounds
ATC: Oops, we forgot to ask. Any hazmat?
Pilot: yeah, loads of Li-ion batteries and paint lacquer.
ATC: Roger. contact approach on 119.1
Pilot: approach postman 123
ATC: are you declaring an EM?
Pilot: affirm.
ATC: Roger, say souls on board and fuel remaining in pounds.
Pilot: did I not just tell the last guy 5 minutes ago?
ATC: Any hazmat on board?
Pilot 😒😒😒
Another DHL! You've got to be kidding me...
"Sorry, I can't give you radar vectors. You will just have to crash the best you can on your own".
That's only one way out below 3500 ft with all the terrain surrounding
Below 3000ft the plane will crash whaterever place he go,that why he was requested to go 3500ft before give him vector and asked if he was able to climb
That's how it is. The terminus minimum radar vectoring altitude is called like that for a reason.
seems like they dont have an engineout departure procedure😅
They do but it’s around a big mountain, hence the track miles.
As somebody just said, they do. However, if the DHL aircraft did that engine out procedure right near the mountain that's just off the airport, it'd be highly dangerous. Aircraft of all kinds have been known to collide into that terrain, and in most cases, it's pretty nasty.
It's not dangerous to fly the EOP, that's what it's for. It's designed to keep you clear of the terrain. In this particular instance it's also basically the same tracks as the standard instrument departure, which is basically over water.
@@swepilot777 exactly.
@@swepilot777 True. If the weather changes things and more systems fail, that's what I meant.
Why do pilots insist on blowing into the headset mouthpiece which is obviously too close to the mouth.
They can't hear it themselves and it's mildly annoying at worst for others so it's not worth fixing
When you are on survival mode and have to talk a lot, to atc, to the copilot, to company and sometimes with yourself... you could inadvertely breath while talking, and blow into the microphone, as those 10usd microphone cost to airlines 2000usd, the mere think of what could cost a 40usd noise canceling microphone can cost, make them cost prohibith for airliners