Hydraulic system failure. Republic Embraer 175 diverts to Kennedy Airport. Real ATC
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- Опубликовано: 28 авг 2024
- THIS VIDEO IS A RECONSTRUCTION OF THE FOLLOWING SITUATION IN FLIGHT:
10-JUL-2024. A Republic Airways Embraer E175LR (E75S), registration N206JQ, performing flight RPA5591 / YX5591 from Richmond International Airport, VA (USA) to New York LaGuardia Airport, NY (USA) being on final approach at LaGuardia Airport went around due to hydraulic issue. When the airplane reached 3000 feet the flight crew declared an emergency, reported no pressure and fluid in the number 2 hydraulic system, and requested delay vectors. Later the pilots decided to divert to New York John F. Kennedy International Airport and requested the longest runway. After landing they had no nose wheel steering and stopped on the runway.
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Timestamps:
00:17 Republic Airways Embraer E175LR is approaching to New York LaGuardia Airport
00:34 The airplane goes around due to hydraulic issue
01:34 The flight crew contacts New York Approach and declares an emergency. No pressure and fluid in hydraulic system number 2
08:50 The pilots are ready to start the approach to New York Kennedy Airport
10:25 The flight crew contacts Tower controller
11:00 Landing at Kennedy 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.openstreet...) 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.
You have to give her the prize for the coolest pilot comms ever! Instead of being stressed she actually sounded excited, clear, knowledgable and exactly who you need up front.
sounded stressed to me
Nah, she sounds stressed, she made a couple of mistakes that ATC caught and she was running her mouth in several of the comms.
@@JohnSmith-zi9or The mix up of 13l 13r was the correct readback of an error by ATC, no harm they both picked it quickly.
@@JohnSmith-zi9or don't take your divorce out on her man
@@brycehughes8840 🤣🤣🤣🤣
Lots of communication. All very professional and polite. Very reassuring to hear. It's professionalism like this that helps make modern aviation so safe.
Ladies and gentlemen, this concludes our scenic tour of New York.
Don’t forget to tip your tour guide
The Sully experience only available on select airlines.
Well done from the pilots and ATC here. Heading to Republic in a few weeks, excited to join a great airline!
Damn great comms from approach verifying missed replies.
Sounds like it was a busy cockpit
@@justinbecker4772 agreed, flying, running check list, notifying crew and passengers of diversion, etc
Cool as a cucumber. Well done pilots!
Super communication.
Legend has it that Brickyard 5591 is still "just finishing up the checklist" to this day.
well they don't really teach kids how to read anymore so checklists are a struggle, but in all seriousness, the lawyers and engineers need to simplify this
@@Hokieredneck
Lol.I always think who is going to fly those planes in the future when I see kids on their phones all the time which definitely affect eye sight,never mind that most of them smoke pot.
After seeing several videos of very poor communication between ATC and pilots, it is very nice to see a video of exemplary communication between the parties. Kudos to the controllers and the crew.
Very professionally handled.
No, not really.
Pilot: Straight in for 13R will work. ATC: RNAV Z take it or leave it :)
Brickyard has to be the coolest callsign in the us
It is named after the Indianapolis Speedway, nicknamed “The Brickyard.” Republic Airways HQ is in Indy.
Dragster is pretty good as well, Kalitta Charters out of Michigan.
Brickyard 5591suddenly got high-fidelity audio when they switched over to Tower on final! (I know, it's just the vagaries of radio signal strength and the equipment being used to record and stream, I just thought it was funny)
I'm a little concerned that they only gave the souls and fuel on board once. Isn't it SOP to have to give the info several times???
😂
No
Learn something new everyday. I thought 22R was way longer than 22L, but I guess 22R has a long displaced threshold. Go figure.
P.S. I just looked it up. Runway 22R is 12,079 with a displaced threshold of 3,425, leaving 8,654 for landing. That’s still longer than 8,400 22L. So unless my numbers are wrong, the controller was incorrect, although it’s only a difference of 254 feet.
Correct. And she missed it when she asked for 22R. Thankfully ATC corrected her but she sounded agitated about that.
@@JohnSmith-zi9orlooking the weird threshold up for the divert airport when your most important hydraulic rail fails and you lose gear raise/lower and nose steering would hugely suck so I can't fault the pilot on that one
@@matthewhall5571 It isn't weird. Many runways have displaced thresholds. If you're wanting the longest distance available, you should look at the landing distance available, not runway length, like she did.
22R has 8,655’ available beyond the 3,424’ displaced threshold, but only 7,795’ of that is available for landing. 22L’s landing distance available of 8,400’ is better.
Girls at work, handling the emergency like a pro.
Well done all around!
That crew handled her business. Sounded like the pilot talk was one step ahead of the emergency the whole way through. Excellent job.
Which runway? Lol!
Quite a bit if discussion and then they both said 13L near the end - glad ATC listened to the readback!
Interesting as tower told RPA5591 to switch to 125.25 (which is normally for class B TCA traffic) instead of the usual 121.65.
Unusually clear enunciation.
She sounds great to me! Very clear and professional.
22L is longer than 22R for *landing* aircraft.
Approach controller said runway 22L is longer than 22R?
22R has a displaced threshold so that makes it shorter for landing but not takeoffs
your graphics are all wrong... you had Brickyard 5591 set up on about a 040 heading for the approach and landing
Is this basically the Canarsie approach during an emergency?
If you’re thinking of the crazy approach with the sharp turn on short final, then no. The Canarsie approach takes you to 13L, not 13R.
Why do male NYC controllers always sound so annoyed?
@@GoofballFlyer Probably because it’s the busiest airspace in the U.S., and they’re understaffed.
Im seeing lots of coms and lots of red here. Although I say this was professionally handled I just think there was way too much radio traffic. As a pilot the last thing I need is ATC asking question after question and yanking me all over the sky. Please for Gods sake shut up and give those pilots time to handle their situation and checklists.
Hell, I thought the female pilot was also the female ATC base on how their voices sounded 😂
They sound nothing alike.
@@llaughridge it was a joke, so lighten up Francis.
And yes, I know your name is not Francis, since you'd probably point out that it isn't.
And yes, their voices do sound similar.
If you listen to tapes, many females sound alike- The FAA off facility radios notch out a portion of the spectrum to insert radio control messages on the same telephone circuit and it destroys some of the uniqueness of everyone's voice, but more so with female voices. Delta pilots used to be convinced FAA used better radios in terminal vs enroute environment, When Atlanta consolidated its TRACON into Peachtree City, the pilots said the new TRACON got center radios and kept the good ones for the tower.
On these crowd sourced recordings, you will hear the effect only on the ATCS voice (and only if it's a center or consolidated TRACON controller).
Is there a longer checklist than Hydraulic 2 failure? That checklist took a long time to complete.
Might have been checklists for the gear stuck down and/or verifying down
It’s because you not only have the checklist items for verifying that Hydraulic System 2 is indeed out of fluid, but you also have to compute all landing numbers by hand (normally you would get landing performance automatically via ACARS) since now you have only half the braking power. Then they have to notify dispatch that they’re diverting, notify the Flight Attendants of the issue and any brave instructions or possibility of evacuation, and then notifying the passengers. That’s why it took so long.
@Southwest737 that is correct.. system 2 fluid controls land gear nose wheel steering and engine #2 reverse . So qrh covers lots of landing and performance considerations
I'm impressed with how the pilot remains calm, but why do so many pilots in trouble refer vaguely to a "problem." It'd be just as easy to say "hydraulic problem." In this case the controllers did good asking her for specifics and making clear what runway was the longest.
Mostly because the first alert we get may not be the root problem, or we may not be aware of just how bad the problem is. There's a big difference between a sensor error and a loss of hydraulic fluid.
I bet she got lots of jokes about her inability to get important gear up.
"you can see ATC"...must be for deaf pilots
This one goes to ATC only because that cockpit sounded a bit uncoordinated. Play the CVR for that flight. I'd be interested in hearing that😊
didn't realize there was a competition involved?
idk what's leading you to believe uncoordinated cockpit. for all the tasks required such as go-around, the direct troubleshooting checklist, the modified landing checklist, a diversion, comms with atc company crew and pax, everything seemed confident and cohesive from my listen
edi: slightest nitpick for 'declare an emergency' instead of 'pan-pan', but otherwise seemed professional throughout
Pan pan gives you nothing. No protection, no priority handling. Declaring emergency is free and it only cost a bit of paperwork. I’ve had ATC declare an emergency for me because I wanted to troubleshoot possible issue with the gear.
Also as a note things they lost with sys 2 hydraulic fluid was: inboard elevator, inboard ailerons, eng 2 reverser, the left ground spoiler, a multi function spoiler on the right wing, the inboard brakes, and nose wheel steering. They effectively lost half of their controls as well as half of the stopping ability. This is absolutely an emergency situation
@@Soleniae She made several errors in request the longest runway. ATC suggested the longest runway, she wanted to quibble about it. She also had some rambling going on and how many times do you need to request speed our discretion or tell ATC we need to run a long checklist, which by the ways tells them nothing. Tell them what you need. Example, we need 10 more minutes. ATC can work with that.
@@chastindean Everything you said about PANs is wrong. PANs are an emergency. They have the same call requirements (fuel in minutes, souls onboard, intentions etc.etc) as maydays. Maydays are for aircraft in distress and PANs are for urgent situations. The AIM is your friend bro.
@Soleniae they flip flopped on the comms and at times sounded excited