Sorry for the delay on this one! *Congrats* to these pilots and controllers. This emergency was incredibly well handled by all parts and glad it all ended up safely. Good job!
Not really well handed if they let the passengers stay on bord over an hour after landing, in a cabin with smoke. Wich they did according to this page: avherald.com/h?article=4ca03c9d&opt=0 "Passengers reported there was smell of smoke in the cabin, they were told there was a fire in the first class cabin. There were kept on board for about an hour after landing in the still smokey cabin while waiting for emergency services to board the aircraft."
I was on this flight. 3 rows behind the fire. Passenger shouted “fire, fire” and we saw fames. Smoke filled the cabin. Flight attendants tried water and ice before locating the proper extinguisher. That worked but added to the smoke and acrid smell in the cabin. Pilots were busy so no information for 10 minutes. Flight attendants stayed with the fire situation so couldn’t communicate with passengers. Most remained calm which makes me glad we couldn’t hear this Mayday!
Ex crew here. Extinguishers on aircraft use halon gas. This is toxic when it comes in contact with heat and is really only effective in confined space such as ovens, toilets ect. Crew (Or at least myself and apparently this virgin crew) are taught to use water or whatever non flammable liquids they have to try and extinguish a fire in a non confined space such as a seat fire. This is to minimise risk to the passengers and to effectively fight the fire in the most effective way.
@@Sarah.Riedel it's the most effective way to put out a fire on an aircraft. Most aircraft fires are in confined spaces such as overhead lockers and lavatories so wouldn't pose a risk to people, all it does is displace oxygen to starve the fire and replaces it with the halon gas which is non flammable . This type of extinguisher is also permitted for use on all types of fire so saves weight and space inside the cabin by not having to carry multiple different extinguisher types.
Cthippo1 yep, he told ATC exactly what he needs and what he would do. He was clear and thorough. No messing around with fires. You never know if they may rekindle. Nice work by all the controllers, too. 👍
Absolutely right. Europeans are a lot better at this procedure. The Thompson mayday at Manchester was by the book. Not sticking to the international standard is mostly an American thing. You have to state your case and claim your life threatening situation. People don't seem to get trained for this, or they don't think it's important. Repeating Mayday on every call prevents confusion and loss of status. You also get absolute priority, so you tell ATC what you are going to do, even if you need their help doing it. People who aren't about to fall out of the sky can get the hell out of the way and deal with their hurt feelings later.
I don’t think pilots are afraid to call “mayday.” It’s just my observation, but it seems American pilots more often say “Emergency” and European pilots say “Mayday.” It means the same thing; I just don’t see a fear factor having anything to do with it.
@@gomphrena-beautifulflower-8043 Exactly. I'm American and the few emergencies I've declared were always stated as 'Emergency'. It doesn't matter what terminology you use, ATC will get the message........
The authority and control shown by the pilots is outstanding. He clearly wasn't happy with his left turn and asked for a right turn and got it without hesitation from ATC. There was also no question of 15R being available or not, he stated he wanted it and he got it. Exactly how an emergency should be handled by a pilot. (in my non-expert opinion)
I think, part of the reason was that despite the seriousness of the emergency it was one case where the pilots were not struggling to keep control of the aircraft or go through emergency check-lists... they had a higher workload, but the had the RESOURCES to communicate. Aviate Navigate Communicate, in a real emergency its rare a pilot has the opportunity to concentrate much on the third of these. that is not to say that the crew weren't awesome though...
@@firstname9954 Well in rare cases it could be unusable, for example if its beeing mantained or getting new asfalt/concrete or whatever the surface is made of.
Cuz pilot knows what best he can do to safe hundred people on board and Atc should put mayday plane on top of priority cuz don’t want something bad happen
And ATC - pilots and ATC working as a team to ensure a safe outcome. Professionals all round (and the other a/c on frequency who did a good job of keeping the channel clear)
Three places you’d never want to be when there is an onboard fire: an airplane, a sub, or a spacecraft. I have been in two commercial building fires, one in a three story building (no big deal, the cafeteria cleaning crew set the kitchen on fire, we evacuated down) and one in a 45 story office building, which was much worse. Never underestimate the freak out factor when there’s a fire. You can practice your fire drills perfectly, but when you see smoke , people can freak. Kudos to the crew fighting a fire with the contents of the drinks trolly!
I might add being close to your hootch when on fire to you list. New Year's eve in a dark night in Highlands of Vietnam, people going nuts and firing rounds in the sky and shooting off flares. Long day after flying missions and I was relaxing on my hammock in front of my hootch. Suddenly, I hear a bang as a flare bounced off a tin roof, then knocked me off my hammock and set my hootch on fire. Five other pilots nearby had a good head start for this emergency and were tanked with beer. They soon put it out with their personal fire extinguishers. I lit incense in front for a week to try to get rid of the urine smell.
When I was working as an Aviation Security Officer here in Australia, whenever someone complained about not being able to take items with lithium batteries or other dangerous goods on board a plane, I pointed out that, unlike a motor vehicle, a plane cannot simply pull over the side of the road and deal with a fire or other emergency. You could see the lights come on and no more complaining. People were then glad to comply with the rules. I have found that if people understand why the rules are in place, they are happy to comply.
i have one of those external ones, and I use it when traveling to recharge my phone. But I am making a mental note not to try and recharge the charger itself on an airplane.
those batteries ought to be banned on aircraft, and no chargers at all in use. A phone call or text is not worth it. sit back and enjoy the inflight movie, read a magazine, talk to your seatmate, like the good old days. I hate all this phone and computer crap on aircraft, people are generally no longer friendly.
That's why they need to ban ALL chargers (also laptop chargers in business class) and only provide IN-SEAT 5 V USB and 20 V USB-PD. But that is too expensive for the airliners.
This was an interesting recording. There was no doubt that the flight crew thought they were dealing with a serious problem. They made that very clear. They declared their mayday, stated where they were going, said they wanted the longest runway, and took it. Basically said, here we come, ready or not, clear the road and get everyone out of the way. ATC did just that, no questions asked. It was also interesting that even after the flight reported the fire had been contained, they made it very clear they were still going to get on the ground as fast as they could, and they were not changing their emergency status one bit. They were going to ground and they were not concerned about inconveniencing any one else. They were getting on the ground first and would sort out everything else later.
@@alanfairbrother890 - I hadn't considered that. I was tunnel visioned on if it was a passenger trying to smoke or mentally ill, hadn't even considered a run off technical issue in addition. Fire, even when extinguished is nothing to mess around with.
No, they acted as if it was a serious problem while having information that it most likely wasn't one. Which is the optimal way to deal with these kinds of situations.
@@jarisundell8859 do you think so? Perhaps it was like Swissair111, where the issue seemed to be minor and/or handled (in the case of shutting off the air conditioning), but in reality that just made it worse, even if, for a few minutes it seemed resolved? The seat fire may have been extinguished, but would they know for sure there was no wires or flammable items behind? What do you think? Or do you think they were just gunning for the ground no matter the "true" issue?
I can see why the Virgin pilots wanted a long runway, 40 tons of fuel and an aircraft that size needs every single inch of tarmac to stop. Fantastic help from our American cousins....🇬🇧🇺🇸✌✌
Piolt made sure everyone knew he was getting that plane on the ground.Landing a plane full of fuel is extremely dangerous. Kudos to the Captain for making it perfectly clear wtf was going on.
I was there the night this aircraft landed at Boston. Taxied in on a United 737-8 arriving from Denver to see a 777 with a ton of emergency vehicles surrounding it. I snapped a photo from the United gate, figured they’d lost an engine or someone had fallen ill and then heard about the seat fire soon after. Slightly alarming after a full day of flying, glad all was well.
Very professional by everyone involved. 200+ lives in the hands of pilots, cabin crew, ATC, ground crew, emergency crew - all working together. Well done
That was instructive. All those planes in the air doing a little dance and all lining up in a row at the end was incredible to see. Someone waving the magic wand, all choreographed like it was planned. Nice :)
Just watched the mayday show on Value Jet 592 crash into the everglades after oxygen generators caught fire in the cargo. The CVR indicated the pilots died from the smoke before the crash because all talking stopped and they could still hear the wind over the windscreen over sometime. I'm not sure why they didn't put their masks on while the entire cabin was on fire may have given someone a chance if they were able to belly land it in the everglades.
@@KautoHuopio How sure are you about that? Was that stated somewhere? Because I would keep the masks on, even if the fire is out. Fire out doesn't mean the smoke is all gone...
The pilots of ValuJet Flight 592 did put their masks on, but their chances of returning to MIA or performing an emergency landing in the Everglades was 100% impossible because the fire had burned through the flight control cables and the DC-9 had already entered a phugoid cycle before one last dive into the swamp.
Really appreciate their sensible speaking speed and clarity too. I've heard plenty of VAS vids from other American airports where even as a native English speaker, several of the ATCs were nigh unintelligible and frankly sounded like they were trying to mumble-rap!! 🤦🏻♀️ Major kudos to the international pilots who manage to pick up any of that...
An inflight fire of any type is an extremely serious matter, even if it has been extinguished. You need to get on the ground as soon as possible, no delays for any reason. As far as ATC goes, they would much rather you state your intentions, this way they can keep everyone out of your way. Otherwise, they have to guess as to what you want to do.
Quite. The procedures are honed from long experience when things go wrong. 1. The captain of the aircraft is the one in charge. 2. ATC need to anticipate the emergency aircraft's needs and work out how best to help, but they are not qualified to fly the aircraft, nor do they know the situation in detail. 3. Communications need to be concise, clear and to the point. The pilot is unlikely to be wanting a chat about the options or why they have made their choice. If they are, they will initiate it.
Once there is a fire or threat of fire get it on the ground. No questions asked. These pilots and ATC are the ones I'd like to have should I ever be on an aircraft with any sort of issues. Bravo.
Mikkoztail Muzik slim, not nul. They thought they were up shit creek, little did they know (cue hindsight) that they were up the creek with a sinking boat. Had they turned around immediately (not in ten minutes, not after breakfast, NOW) then they would have likely made it.
Sadly the gaming system wasn’t checked to see if it might draw too much current from the source they connected it to. If the fire hadn’t broken out in the cockpit they may have had a chance. They cut power but the overheated circuit remained on. Sad story. Changes were made for sure to prevent any other catastrophe
Being British myself , British airlines always make me laugh. Even in the face of adversity or death their ATC manner still has time to say please, thank you, and waffle way more than necessary.
It sounded like they (pilots) had the oxygen masks on at the start. They obviously were holding back the sheer terror of fire onboard a pressurized capsule full of humans
Excellent work from the crew, clearly stating the emergency and wasting no time diverting and landing, a testament to how pilots are trained and similarly for ATC, they worked extremely well to assist the aircraft and to bring this situation to a swift and safe end. Two red two white in my opinion from both sides!
i much prefer the British RT procedure. I find US Pilots ambiguity about emergencies cause initial confusion - but then i'm ex military and RT was very standardised
Is this standard for British pilots? This should be standard. I was jumping up when he made the fuck you, I'm taking 15R, call. I've never once heard a US pilot ask this question.
@@2011blueman very standard IME. If you want an object lesson in professional radio communication by pilots and ATC then watch/listen to the Thompson bird strike video.
Whatever these Two Professionals (Pilots/Atc) earn Its JUST not Enough! As a passenger on many flights it gives me Comfort knowing people like this are in charge.👍❤
As a former police dispatcher, the thing that gets me about these is how often the pilots are asked to switch frequencies. I'm not sure what else they could do, but if it were the cops they'd call it a huge officer safety issue. Anyway, keep up the good work; these videos are addictive.
The pilots have a active-standby frequency controller: you dial in the frequency on the standby side and press a button to swap frequencies. Also, normally, all the frequencies you need are on the approach plate, so you don't need to wait for ATC to read it out to you, just confirm what you already put in.
Former ATC here. There are a limited number of frequencies, and these frequencies are intentionally limited by range due to the scarcity of frequencies. So an aircraft moving Xkt will quickly move out of range of a particular controller. ATC facilities generally are locked in to a certain frequency for a particular sector/position/area. At my facilities, yes, we did have a tunable radio. but the range was limited.
Glad that everyone is okay. I could even hear the fear in Pilot's voice. Thankfully it didn't dampen his ability to fly and land safely. That's how you handle stressful situations. And of course ATC was great as usual. I was slightly worried that they and pilots had to repeat themselves so many times. Probably the radio equipment should be inspected.
Smoke hoods with oxygen don't really help clear communication, which has to be a bit forced as a result. You can hear it, and donning full masks would be an instant memory item for the flight crew on any fire, smoke, or fume alert - that is, something you have to do even before grabbing (or pulling up on the FMC) the relevant checklists. Depending on the SOP of the airline, the Mayday call is likely a later part of the memory list items, too. Later, because you can always cancel a mayday, but not poisoning by something carried with the smoke which may incapacitate. Flight crew first, of course - theirs is the greatest responsibility. Cabin crew for dealing with and extinguishing the fire, probably moving surrounding passengers to seats further from it's source, then preparing the cabin for the emergency overweight landing. And the controllers for responding appropriately and giving them exactly what they needed, despite it making a right mess of their normal operations, which must have taken quite a while to untangle. All concerned did a great job in dealing with this situation.
@@phillee2814 Yes, sorry, I forgot that they would have been wearing an oxygen masks. Although I thought that systems that recycle or at least move and/or pressurize air in the cabin and in the rest of an airplane are separate. And since the fire was in the back of an airplane it wouldn't affect the cabin. Pretty ridiculous of me, since even in the title it is said that the smoke was in the cabin. I somehow managed to forget that while watching the video! Just 2 questions: 1. Wouldn't they try (obviously they would need permission and also know the local MSA) for emergency descent, and try to depressurize? That's usually 10.000 feet. 2. I've seen it somewhere, that (at least on some planes, IDK if it is mandatory) those masks have their own communication systems, just because it is difficult to communicate with ATC. I might have again misunderstood that, since I've watched the video on topic a long time ago. Though perhaps it just had a port to make communication easier (or possible at all) with masks. Is that how it works? Sorry, really bad day and I'm so tired, I have serious problems with my mental faculties (also I think, I caught some kind of bug today).
@@mikaelhg Not necessarily the mask delivers oxygen under positive pressure (on demand system ) so when the pilot is talking and takes a breath during his conversion, you can hear the whoosh of the oxygen being delivered in the communications.
I fucking LOVE these pilots, the "standby for further intentions", the repeated mayday calls , and the 15R fuck you call, make it clear to everyone to get the fuck out of his way, he's in command. Makes me want to ONLY fly Virgin whenever possible!
Skill levels displayed by all, which far exceeds any textbook demonstration; another case of "I'd fly through hell with this crew, these controllers, and ARFF." +VASAviation, my favorite "ring the bell choice"!
Great work by all crew and controllers to get the plane down fast. Fire, even one seemingly under control, has risks of reappearing. Smoke has additional risks to everyone. This is the response I would like to have from my piloting crew.
Good prompt Mayday, stops all the cat and mouse game of ‘ are you declaring an emergency’ standby !!!! Yes declaring an emergency game... good ATC control. . BUT I’m not in anyway involved in aircrafts, how does a seat catch fire?
@@dirtyeric But rarely electrical adjustment controls "In the back", as described. Still plenty of wiring for the in-flight entertainment system though, but my guess would be jamming an electronic device like a cellphone in the mechanism and crushing it - Li-Ion cells of any sort currently in use don't take kindly to that treatment.
This video should be a mandatory training requirement for all commercial pilots. I've never once heard a pilot in the US ask if that's the longest runway, when it absolutely should be demanded. The "fuck you" give me 15R, call from the pilot made my year.
They pilots and cabin crew did a amazing job after what could have be really bad / not ever good if that is true that the passenger was kept on the plane for over 1 hour
I'm new to all this, but i like that the ATC keeps using Heavy in the callsign to let other pilots know about the weight class but he doesn't correct the pilot for not using it because he knows the guy has his own problem to deal with.
Quick question 5:17 : Why do the pilot want the longest runway ? as the emergency is not impacting any engines or brakes ? The issue is smoke in the cabin so they need to land as fast as possible but changing for an other runway at the last minute takes time ? so why are they setting up for the other longer runway ? Thanks !
Because they diverted and landed early, they hadn't used as much fuel as they calculated they would for the full trip. The extra fuel means they have extra weight. The heavier the aircraft, the harder it is to stop. The longer runway means they have more distance to stop so they don't have to use the brakes as much. If they use a lot of hard braking, they can cause the brakes to heat up so much that they can catch on fire. If you listen to the audio near the end, you can hear the aircrew ask the firefighters to check to see if his brakes are OK.
I think this is why they started advising pax not to move their seat if they lose an electronic device or battery between seats or within the seat frame.
At the start he sounds very stressed out but you notice he gets calmer the more the video goes on I’m British and want to say well done and I can’t wait to start my training to be a pilot
It's what we English are famed for. A stiff upper lip and if nothing else works, a total pig-headed unwillingness to look facts in the face will see us through. (to quote Lord Melchett).
I find that the British airlines tend to treat US ATC with a firm tone in emergencies. They are no nonsense, they state intentions, but are open to suggestions. They will not allow themselves to be treated like Avianca was.
It's a cultural thing, perhaps; over here when you do your flight training you are taught extremely clearly that you are in command of the aircraft and no-one (except perhaps a military intercept aircraft) can instruct you to do anything in such a way as you can't decline if you feel it is unsafe. ATC are there to help you, but even if they give you contrary instructions you do what is right for your aircraft and their job is to safely accommodate that, and ask questions later.
a little fun fact although not as detailed due to no verticle movement your common railroad speaks in the same way concerning job ID, direction and intention requiring immediate confirmation of instructions.
And just 30 years ago everyone on flights smoked cigarettes including the flight crew in the cockpit…there were ashtrays on each seat rest, and two ashtrays in the cockpit…not joking
Fascinating to know air travel is backed up by such professionalism. (By ATC, emerg services and pilots and airport staff.) It would be helpful (VASAviation) to know the aftermath of these events. The very short cursory 'tag line ends' do nothing to epilogue the matter(s) and put it in perspective. Certainly more detail is available publicly. Thank you for your efforts; but it could be more thorough.
I don't think that is stress as much as it is the effect of communicating through the oxygen masks/smoke hoods, use of which would be an instant memory list item as soon as any fire is detected.
Fire on a plane would absolutely scare the shit out of me. If it’s not quickly contained, there isn’t much time to get the plane down before everyone dies. Passengers don’t get oxygen, the oxygen generators would just feed the fire
@@deadbolt91765 On the flight deck, they'd be donning full, sealed face masks (and you can hear in the comms that they are using them), so oxygen is essential for them - where there is smoke, there are also likely to be gasses of various kinds (not least, carbon monoxide), which would at best interfere with their ability to fly the aircraft. So the flight crew have to be on an air supply which is guaranteed to be uncontaminated, and immediately. It's a memory item, performed before even starting on the checklists. You can't run through a checklist if you are unconscious! Later, if the checklist shows correct functioning of the various detectors and no contamination of air on the flight deck, you may remove them. You wouldn't have the drop-down oxygen masks deploy in the cabin though, and cabin crew would probably (depending on SOP of the airline) use smoke hoods while tackling the fire and moving passengers in the immediate vicinity to other seats. You can check this on just about any aviation forum, but I am a pilot, and do know what I'm talking about, as although I never went commercial (no demand at the time, and I was making an excellent living as an IT consultant) I do maintain an interest, and have friends who are active ATPL holders. My information came right from the fleet training captain of a major airline. Yours?
It was either a Q&A on either Captain Joe or Mentour Pilot’s channel , can’t remember which one, but he said that fire on a plane is still his number one fear. In this case they were probably able to use an extinguisher since the fire was out in the open, but there have been very bad crashes because of fires that started behind panels or cargo bays where they couldn’t be extinguished by crew.
I mean, After the first mayday (3X) the callsign gets the "mayday" prefix, but only once (1x) everytime there is a call to atc ex: "mayday Virgin 138M heavy, request vectors for landing"
I could be mistaken but ... on first report to ATC and 2 subsequent handovers the Mayday, which was clearly and unambiguously communicated, was not 'formally' acknowledged. Is this normal?
i don't know how i got on this side of youtube. only thing i know is that i'm flying international next week and i'm not sure if these videos make me less or more nervous. anyway i can't stop. help XD
1983simi well you've had your flight by now, but 2 channels that might make you more comfortable about flying would be Mentour Pilot and 74 Gear. they explain how so many redundancies are built into commercial flying for safety. . .
Is it common / normal / SOP to call mayday so much repeatedly? I think the pilots shouted 3 x Mayday to each new frequency they were contacting, maybe even more often (didn't check)... For sure it won't harm, but it's the first time I hear it here on VASAviation channel
No idea if its normal but interested to hear from aviation people? But makes sense. Sometimes info isnt transferred between frequencies. So its a clear way of saying “we need help. Clear the skies and runways!”
For the callsign Vir 138M (Is the M for the Mayday, or does it mean something else after the flight number for Virgin Atlantic flights) Thanks for the info if you know the answer.
Is there a particular reason that they wanted the longest possible runway? Were they concerned the fire had affected their use of flaps? Excellent handling by the pilots and ATC though. 👏👏
Could the seat fire be triggered by dare I say Hot Pockets.! I'm sorry , I couldn't resist. I'm glad that the crew and passengers were able to get down safely. Fast work by everyone involved flight crew, controllers and AR FF at Boston
It seems to me there was a lot of time wasted before the crew told ATC they wanted the longest runway. Had the fire still been burning those minutes could be life or death. Anyone else notice this?
Passengers deplaned and 22L/22R were still in use? What does the runway configuration look like such that it's possible to continue operation with passengers outside?
Numbers are compass heading, so Boston is a parallel pair of 4L/22R & 4R/22L With a 15R/33L long , 15L/33R & 14/32 short runways for general aviation and a 9/27 dissecting 4R/22L and 15R/33L. Being a overweight A330 they would of used pretty much all the runway so would have been about 4800ft/1.25KM from the active runways
![[REAL ATC] Delta is forced to return after a WINDOW BREAKS APART!](http://i.ytimg.com/vi/msf4iSkPq2Q/mqdefault.jpg)
![[REAL ATC] Delta is forced to return after a WINDOW BREAKS APART!](/img/tr.png)
![[REAL ATC] JFK airport has TWO SIMULTANEOUS EMERGENCIES!](http://i.ytimg.com/vi/FBQD12Ti-cE/mqdefault.jpg)
![[REAL ATC] Brickyard E170 BOTH ENGINES FAILED enroute | Diverts to Nashville!](/img/1.gif)
Sorry for the delay on this one!
*Congrats* to these pilots and controllers. This emergency was incredibly well handled by all parts and glad it all ended up safely. Good job!
Wouldn't the controller already know that it is an emergency aircraft? Is he calling "Mayday" just to remind them of the emergency?
@@CuriousMaker609 Theory says MAYDAY has to be said on the first communication every time you switch on a new frequency.
Not really well handed if they let the passengers stay on bord over an hour after landing, in a cabin with smoke. Wich they did according to this page:
avherald.com/h?article=4ca03c9d&opt=0
"Passengers reported there was smell of smoke in the cabin, they were told there was a fire in the first class cabin. There were kept on board for about an hour after landing in the still smokey cabin while waiting for emergency services to board the aircraft."
@@carnie2_917 On that same link, a commenter who was on the flight confirmed smoke was not present while the aircraft was on the ground.
@@carnie2_917 smoke was not present anymore. This Mayday was perfectly handled by everyone.
I was on this flight. 3 rows behind the fire. Passenger shouted “fire, fire” and we saw fames. Smoke filled the cabin. Flight attendants tried water and ice before locating the proper extinguisher. That worked but added to the smoke and acrid smell in the cabin. Pilots were busy so no information for 10 minutes. Flight attendants stayed with the fire situation so couldn’t communicate with passengers. Most remained calm which makes me glad we couldn’t hear this Mayday!
Wow. Must have been very scary. Any idea how the fire started?
You think it was an exploding Galaxy phone again? How incredibly terrifying.
Ex crew here. Extinguishers on aircraft use halon gas. This is toxic when it comes in contact with heat and is really only effective in confined space such as ovens, toilets ect. Crew (Or at least myself and apparently this virgin crew) are taught to use water or whatever non flammable liquids they have to try and extinguish a fire in a non confined space such as a seat fire. This is to minimise risk to the passengers and to effectively fight the fire in the most effective way.
@@Zongo117 "...fire extinguisher - is toxic when comes into contact with heat"
...Wow well that won't win any design awards will it?
@@Sarah.Riedel it's the most effective way to put out a fire on an aircraft. Most aircraft fires are in confined spaces such as overhead lockers and lavatories so wouldn't pose a risk to people, all it does is displace oxygen to starve the fire and replaces it with the halon gas which is non flammable . This type of extinguisher is also permitted for use on all types of fire so saves weight and space inside the cabin by not having to carry multiple different extinguisher types.
Finally pilot is not afraid to declare mayday
Also a pilot who knew exactly what he wanted / needed and communicated it.
Cthippo1 yep, he told ATC exactly what he needs and what he would do. He was clear and thorough. No messing around with fires. You never know if they may rekindle. Nice work by all the controllers, too. 👍
Absolutely right. Europeans are a lot better at this procedure. The Thompson mayday at Manchester was by the book. Not sticking to the international standard is mostly an American thing. You have to state your case and claim your life threatening situation. People don't seem to get trained for this, or they don't think it's important. Repeating Mayday on every call prevents confusion and loss of status. You also get absolute priority, so you tell ATC what you are going to do, even if you need their help doing it. People who aren't about to fall out of the sky can get the hell out of the way and deal with their hurt feelings later.
I don’t think pilots are afraid to call “mayday.” It’s just my observation, but it seems American pilots more often say “Emergency” and European pilots say “Mayday.” It means the same thing; I just don’t see a fear factor having anything to do with it.
@@gomphrena-beautifulflower-8043 Exactly.
I'm American and the few emergencies I've declared were always stated as 'Emergency'. It doesn't matter what terminology you use, ATC will get the message........
The authority and control shown by the pilots is outstanding. He clearly wasn't happy with his left turn and asked for a right turn and got it without hesitation from ATC. There was also no question of 15R being available or not, he stated he wanted it and he got it. Exactly how an emergency should be handled by a pilot. (in my non-expert opinion)
I think, part of the reason was that despite the seriousness of the emergency it was one case where the pilots were not struggling to keep control of the aircraft or go through emergency check-lists... they had a higher workload, but the had the RESOURCES to communicate.
Aviate Navigate Communicate, in a real emergency its rare a pilot has the opportunity to concentrate much on the third of these.
that is not to say that the crew weren't awesome though...
@@stanislavkostarnov2157 That's a very valid point.
@@firstname9954 Well in rare cases it could be unusable, for example if its beeing mantained or getting new asfalt/concrete or whatever the surface is made of.
Cuz pilot knows what best he can do to safe hundred people on board and Atc should put mayday plane on top of priority cuz don’t want something bad happen
And ATC - pilots and ATC working as a team to ensure a safe outcome. Professionals all round (and the other a/c on frequency who did a good job of keeping the channel clear)
Three places you’d never want to be when there is an onboard fire: an airplane, a sub, or a spacecraft. I have been in two commercial building fires, one in a three story building (no big deal, the cafeteria cleaning crew set the kitchen on fire, we evacuated down) and one in a 45 story office building, which was much worse. Never underestimate the freak out factor when there’s a fire. You can practice your fire drills perfectly, but when you see smoke , people can freak. Kudos to the crew fighting a fire with the contents of the drinks trolly!
I might add being close to your hootch when on fire to you list. New Year's eve in a dark night in Highlands of Vietnam, people going nuts and firing rounds in the sky and shooting off flares. Long day after flying missions and I was relaxing on my hammock in front of my hootch. Suddenly, I hear a bang as a flare bounced off a tin roof, then knocked me off my hammock and set my hootch on fire. Five other pilots nearby had a good head start for this emergency and were tanked with beer. They soon put it out with their personal fire extinguishers. I lit incense in front for a week to try to get rid of the urine smell.
When I was working as an Aviation Security Officer here in Australia, whenever someone complained about not being able to take items with lithium batteries or other dangerous goods on board a plane, I pointed out that, unlike a motor vehicle, a plane cannot simply pull over the side of the road and deal with a fire or other emergency. You could see the lights come on and no more complaining. People were then glad to comply with the rules. I have found that if people understand why the rules are in place, they are happy to comply.
Fire was caused by a cell phone battery charger (the external battery type). It was plugged in to charge and was found between the seat cushion.
You knew it would be something involving a phone the instant they said "seat fire".
@@nickdaniels4385 And i thought it was some bad curry
i have one of those external ones, and I use it when traveling to recharge my phone. But I am making a mental note not to try and recharge the charger itself on an airplane.
those batteries ought to be banned on aircraft, and no chargers at all in use.
A phone call or text is not worth it. sit back and enjoy the inflight movie, read a magazine, talk to your seatmate, like the good old days. I hate all this phone and computer crap on aircraft, people are generally no longer friendly.
That's why they need to ban ALL chargers (also laptop chargers in business class) and only provide IN-SEAT 5 V USB and 20 V USB-PD. But that is too expensive for the airliners.
This was an interesting recording. There was no doubt that the flight crew thought they were dealing with a serious problem. They made that very clear. They declared their mayday, stated where they were going, said they wanted the longest runway, and took it. Basically said, here we come, ready or not, clear the road and get everyone out of the way. ATC did just that, no questions asked. It was also interesting that even after the flight reported the fire had been contained, they made it very clear they were still going to get on the ground as fast as they could, and they were not changing their emergency status one bit. They were going to ground and they were not concerned about inconveniencing any one else. They were getting on the ground first and would sort out everything else later.
Everyone else, 180-230 knots, Virgin138? 300-360 knots until 4500 feet. He was hustling to get on the ground, understandably so.
Yep, he wouldnt know if there was going to be another technical issue, if the fire had damaged any cables beside the seat.
@@alanfairbrother890 - I hadn't considered that. I was tunnel visioned on if it was a passenger trying to smoke or mentally ill, hadn't even considered a run off technical issue in addition. Fire, even when extinguished is nothing to mess around with.
No, they acted as if it was a serious problem while having information that it most likely wasn't one. Which is the optimal way to deal with these kinds of situations.
@@jarisundell8859 do you think so? Perhaps it was like Swissair111, where the issue seemed to be minor and/or handled (in the case of shutting off the air conditioning), but in reality that just made it worse, even if, for a few minutes it seemed resolved? The seat fire may have been extinguished, but would they know for sure there was no wires or flammable items behind? What do you think? Or do you think they were just gunning for the ground no matter the "true" issue?
I can see why the Virgin pilots wanted a long runway, 40 tons of fuel and an aircraft that size needs every single inch of tarmac to stop. Fantastic help from our American cousins....🇬🇧🇺🇸✌✌
Piolt made sure everyone knew he was getting that plane on the ground.Landing a plane full of fuel is extremely dangerous. Kudos to the Captain for making it perfectly clear wtf was going on.
I haven't heard a Britt so happy to be in Boston since Apr 19, 1775. 😂😂😂
Good one!
That's Brit not ''Britt'' ☺
He may have been thinking of Britt Ekland.
@@mfuller1093 We won the war, it's our language now. We can spell however we damn well please.
Definitely not Jeffrey Epstein You ruined our language... we will stick to ours👍🏻
I was there the night this aircraft landed at Boston. Taxied in on a United 737-8 arriving from Denver to see a 777 with a ton of emergency vehicles surrounding it. I snapped a photo from the United gate, figured they’d lost an engine or someone had fallen ill and then heard about the seat fire soon after. Slightly alarming after a full day of flying, glad all was well.
Absolute textbook, just the way you want it in an emergency. Congrats to all involved.
I heard "Mayday Mayday Mayday" at last.. The pilots and ATC staff showed how professional they are!! Thank you~~
Very professional by everyone involved. 200+ lives in the hands of pilots, cabin crew, ATC, ground crew, emergency crew - all working together. Well done
That was instructive. All those planes in the air doing a little dance and all lining up in a row at the end was incredible to see. Someone waving the magic wand, all choreographed like it was planned. Nice :)
That magician is called controller. They're awesome!
Pilot is definitely on the oxygen mask
Obviously yes
Just watched the mayday show on Value Jet 592 crash into the everglades after oxygen generators caught fire in the cargo. The CVR indicated the pilots died from the smoke before the crash because all talking stopped and they could still hear the wind over the windscreen over sometime. I'm not sure why they didn't put their masks on while the entire cabin was on fire may have given someone a chance if they were able to belly land it in the everglades.
When the cabin reported fire was out, cockpit returned the masks. But no questions on removing emergency status..down to earth and quickly.
@@KautoHuopio How sure are you about that? Was that stated somewhere? Because I would keep the masks on, even if the fire is out. Fire out doesn't mean the smoke is all gone...
The pilots of ValuJet Flight 592 did put their masks on, but their chances of returning to MIA or performing an emergency landing in the Everglades was 100% impossible because the fire had burned through the flight control cables and the DC-9 had already entered a phugoid cycle before one last dive into the swamp.
Boston controllers always sound so calm and professional, no local jargon or slang.
Really appreciate their sensible speaking speed and clarity too. I've heard plenty of VAS vids from other American airports where even as a native English speaker, several of the ATCs were nigh unintelligible and frankly sounded like they were trying to mumble-rap!! 🤦🏻♀️ Major kudos to the international pilots who manage to pick up any of that...
An inflight fire of any type is an extremely serious matter, even if it has been extinguished. You need to get on the ground as soon as possible, no delays for any reason.
As far as ATC goes, they would much rather you state your intentions, this way they can keep everyone out of your way. Otherwise, they have to guess as to what you want to do.
Quite. The procedures are honed from long experience when things go wrong.
1. The captain of the aircraft is the one in charge.
2. ATC need to anticipate the emergency aircraft's needs and work out how best to help, but they are not qualified to fly the aircraft, nor do they know the situation in detail.
3. Communications need to be concise, clear and to the point. The pilot is unlikely to be wanting a chat about the options or why they have made their choice. If they are, they will initiate it.
Once there is a fire or threat of fire get it on the ground. No questions asked. These pilots and ATC are the ones I'd like to have should I ever be on an aircraft with any sort of issues. Bravo.
How those 7 aircrafts come down after VIR138M landet is mesmerizing!
Great Captain, fire is not a small thing even after they extinguished it,you never know the xtent of damage,good call captain
Excellent communication... Awesome. Cheers to the pilot and ATC and everyone involved in the time of need. .👍
Fire is no joke. Swissair flight 111
too sad the 111's chances of going back were null...
Mikkoztail Muzik slim, not nul. They thought they were up shit creek, little did they know (cue hindsight) that they were up the creek with a sinking boat. Had they turned around immediately (not in ten minutes, not after breakfast, NOW) then they would have likely made it.
Sadly the gaming system wasn’t checked to see if it might draw too much current from the source they connected it to. If the fire hadn’t broken out in the cockpit they may have had a chance. They cut power but the overheated circuit remained on. Sad story. Changes were made for sure to prevent any other catastrophe
I bet it was the entertainment system on the seat as well.
I was an avionics support engineer through those years, we were in "Kapton hell" for a while!
Being British myself , British airlines always make me laugh. Even in the face of adversity or death their ATC manner still has time to say please, thank you, and waffle way more than necessary.
Haha, reminds me of ‘iceberg right ahead!!’ And the officer replies ‘thank you’ before taking evasive action....love the Brits.
are you actually british or just one of those americans that tells everyone that they're british/irish/italian
Listen to the captain where Someone got sucked out the window. Lots of please and thank you there.
@@cliveramsbotty6077 Why would an American claim to be British???
@@strnglhld they haven't been to Britain to realise its an absolute shit tip you want no association with lmao
First ATC I hear saying "clear to land" properly (instead of "crolrdalun" or "cletalan")!
It sounded like they (pilots) had the oxygen masks on at the start. They obviously were holding back the sheer terror of fire onboard a pressurized capsule full of humans
Excellent work from the crew, clearly stating the emergency and wasting no time diverting and landing, a testament to how pilots are trained and similarly for ATC, they worked extremely well to assist the aircraft and to bring this situation to a swift and safe end. Two red two white in my opinion from both sides!
Fire in a sealed environment is the worst thing that can happen. Pilot absolutely did what was right. Fire is a race against time
He maintained his cool incredibly well, you could hear they had their masks on, and there's no fire department up there!!
i much prefer the British RT procedure. I find US Pilots ambiguity about emergencies cause initial confusion - but then i'm ex military and RT was very standardised
Agree. The British are trained they take control of the situation and state intentions clearly. No ambiguity
100 % agree
Is this standard for British pilots? This should be standard. I was jumping up when he made the fuck you, I'm taking 15R, call. I've never once heard a US pilot ask this question.
@@2011blueman very standard IME. If you want an object lesson in professional radio communication by pilots and ATC then watch/listen to the Thompson bird strike video.
@@iatsd Indeed, or from when BA 38 landed short at Heathrow
Whatever these Two Professionals (Pilots/Atc) earn Its JUST not Enough! As a passenger on many flights it gives me Comfort knowing people like this are in charge.👍❤
The professionalism in the communication.
As a former police dispatcher, the thing that gets me about these is how often the pilots are asked to switch frequencies. I'm not sure what else they could do, but if it were the cops they'd call it a huge officer safety issue. Anyway, keep up the good work; these videos are addictive.
The pilots have a active-standby frequency controller: you dial in the frequency on the standby side and press a button to swap frequencies.
Also, normally, all the frequencies you need are on the approach plate, so you don't need to wait for ATC to read it out to you, just confirm what you already put in.
Former ATC here. There are a limited number of frequencies, and these frequencies are intentionally limited by range due to the scarcity of frequencies. So an aircraft moving Xkt will quickly move out of range of a particular controller. ATC facilities generally are locked in to a certain frequency for a particular sector/position/area. At my facilities, yes, we did have a tunable radio. but the range was limited.
Cops deal in 10-20miles area
Pilots deal in 100s or 1000s of miles area
@@PInk77W1 Who knew.
Glad that everyone is okay. I could even hear the fear in Pilot's voice. Thankfully it didn't dampen his ability to fly and land safely. That's how you handle stressful situations. And of course ATC was great as usual. I was slightly worried that they and pilots had to repeat themselves so many times. Probably the radio equipment should be inspected.
They were on oxygen masks per SOP. Tends to muffle coms.
Smoke hoods with oxygen don't really help clear communication, which has to be a bit forced as a result.
You can hear it, and donning full masks would be an instant memory item for the flight crew on any fire, smoke, or fume alert - that is, something you have to do even before grabbing (or pulling up on the FMC) the relevant checklists.
Depending on the SOP of the airline, the Mayday call is likely a later part of the memory list items, too. Later, because you can always cancel a mayday, but not poisoning by something carried with the smoke which may incapacitate.
Flight crew first, of course - theirs is the greatest responsibility.
Cabin crew for dealing with and extinguishing the fire, probably moving surrounding passengers to seats further from it's source, then preparing the cabin for the emergency overweight landing.
And the controllers for responding appropriately and giving them exactly what they needed, despite it making a right mess of their normal operations, which must have taken quite a while to untangle.
All concerned did a great job in dealing with this situation.
@@phillee2814 Yes, sorry, I forgot that they would have been wearing an oxygen masks. Although I thought that systems that recycle or at least move and/or pressurize air in the cabin and in the rest of an airplane are separate. And since the fire was in the back of an airplane it wouldn't affect the cabin. Pretty ridiculous of me, since even in the title it is said that the smoke was in the cabin. I somehow managed to forget that while watching the video! Just 2 questions:
1. Wouldn't they try (obviously they would need permission and also know the local MSA) for emergency descent, and try to depressurize? That's usually 10.000 feet.
2. I've seen it somewhere, that (at least on some planes, IDK if it is mandatory) those masks have their own communication systems, just because it is difficult to communicate with ATC. I might have again misunderstood that, since I've watched the video on topic a long time ago. Though perhaps it just had a port to make communication easier (or possible at all) with masks. Is that how it works? Sorry, really bad day and I'm so tired, I have serious problems with my mental faculties (also I think, I caught some kind of bug today).
Fire on board is probably the worst scenario for any aircraft.
@@mikaelhg Not necessarily the mask delivers oxygen under positive pressure (on demand system ) so when the pilot is talking and takes a breath during his conversion, you can hear the whoosh of the oxygen being delivered in the communications.
That runway best be a long one.
Coming down with 40 tons of fuel. Yikes.
The other thing that jumps out here is their air speed. They were shifting!
I fucking LOVE these pilots, the "standby for further intentions", the repeated mayday calls , and the 15R fuck you call, make it clear to everyone to get the fuck out of his way, he's in command. Makes me want to ONLY fly Virgin whenever possible!
They worked awesome
Language
@@JohnCena-kn9tvyeah this guy needs to watch his fucking mouth
Skill levels displayed by all, which far exceeds any textbook demonstration; another case of "I'd fly through hell with this crew, these controllers, and ARFF." +VASAviation, my favorite "ring the bell choice"!
Great work by all crew and controllers to get the plane down fast.
Fire, even one seemingly under control, has risks of reappearing. Smoke has additional risks to everyone.
This is the response I would like to have from my piloting crew.
That pilot comm skills were spot on. Everyone in contact, so glad to hear skills in action! Well done!
Great flight crew & CRM. Absolutely great job all around 👏👏👏👏👏👏
The last ten seconds of lining up the airplanes are so soothing and satisfying!! It's a bless for my ocd
Good prompt Mayday, stops all the cat and mouse game of ‘ are you declaring an emergency’ standby !!!! Yes declaring an emergency game... good ATC control. .
BUT I’m not in anyway involved in aircrafts, how does a seat catch fire?
probably someone dropped a cell phone or other lithium battery-containing device into the seat mechanism and proceeded to crush it...
bd_ wow, I guess that’s quite possible.
The passenger seats are chock full of wiring and electronics for the audio and visual systems. Some seats also have electrical adjusters.
@@dirtyeric But rarely electrical adjustment controls "In the back", as described.
Still plenty of wiring for the in-flight entertainment system though, but my guess would be jamming an electronic device like a cellphone in the mechanism and crushing it - Li-Ion cells of any sort currently in use don't take kindly to that treatment.
*Aircraft
boston approach has outstanding diction and communication skills
Your videos are always top-notch. Thank you for going to all the work to provide these.
My pleasure!
vasaviation has the best ATC videos!
Thank you!
Thanks Phil!
This video should be a mandatory training requirement for all commercial pilots. I've never once heard a pilot in the US ask if that's the longest runway, when it absolutely should be demanded. The "fuck you" give me 15R, call from the pilot made my year.
Pilot wants it, pilot get is
Clear and Direct exactly what you need in an emergency to avoid any possible confusion . Well done by the pilots!
The fire guys always have the best mics
The fire guys are closest to whichever civvie recorded this
They pilots and cabin crew did a amazing job after what could have be really bad / not ever good if that is true that the passenger was kept on the plane for over 1 hour
I'm new to all this, but i like that the ATC keeps using Heavy in the callsign to let other pilots know about the weight class but he doesn't correct the pilot for not using it because he knows the guy has his own problem to deal with.
I don't think they use the "heavy" designation much in Europe
@@slappymcgillicuddy7532 Interesting. I have learned something today.
@@slappymcgillicuddy7532 no, it’s universal
Your contents are so great and educational videos.
Thank you~!
Thanks!
Thanks VAS! Love your videos, this one is great.
Quick question 5:17 :
Why do the pilot want the longest runway ? as the emergency is not impacting any engines or brakes ?
The issue is smoke in the cabin so they need to land as fast as possible but changing for an other runway at the last minute takes time ? so why are they setting up for the other longer runway ?
Thanks !
Because they diverted and landed early, they hadn't used as much fuel as they calculated they would for the full trip. The extra fuel means they have extra weight. The heavier the aircraft, the harder it is to stop. The longer runway means they have more distance to stop so they don't have to use the brakes as much. If they use a lot of hard braking, they can cause the brakes to heat up so much that they can catch on fire. If you listen to the audio near the end, you can hear the aircrew ask the firefighters to check to see if his brakes are OK.
@@ricbarker4829 Of course forgot about this fuel ! Thanks it was a very clear answer
They need an abs system on these planes. Better stopping less friction for heat and fire
I think this is why they started advising pax not to move their seat if they lose an electronic device or battery between seats or within the seat frame.
At the start he sounds very stressed out but you notice he gets calmer the more the video goes on I’m British and want to say well done and I can’t wait to start my training to be a pilot
Not the 4th of July fireworks you want! Glad everyone is okay.
At least the Brits aren't afraid to call Mayday repeatedly. Nice work everyone.
The crew did a fantastic job well done gentlemen my hat goes out to y'all
what are the changing numbers beside the call signs mean on the map?
It's what we English are famed for. A stiff upper lip and if nothing else works, a total pig-headed unwillingness to look facts in the face will see us through. (to quote Lord Melchett).
I find that the British airlines tend to treat US ATC with a firm tone in emergencies. They are no nonsense, they state intentions, but are open to suggestions. They will not allow themselves to be treated like Avianca was.
It's a cultural thing, perhaps; over here when you do your flight training you are taught extremely clearly that you are in command of the aircraft and no-one (except perhaps a military intercept aircraft) can instruct you to do anything in such a way as you can't decline if you feel it is unsafe. ATC are there to help you, but even if they give you contrary instructions you do what is right for your aircraft and their job is to safely accommodate that, and ask questions later.
Difference is, Avianca never declared a Mayday. They just said they were low on fuel
Impressed! Excellent job by all!
I would want this crew if I found myself in such a situation.
a little fun fact although not as detailed due to no verticle movement your common railroad speaks in the same way concerning job ID, direction and intention requiring immediate confirmation of instructions.
ATC saying fuel in pounds please? Pilot responding 40 tons lol
I do believe this plane flew right over my house!
Beutifully handled by the pilots! (and the rest, but the pilots was outstanding!)
Pilots*
@@callum7875 Yes of course. Auto correct and I missed it.
And just 30 years ago everyone on flights smoked cigarettes including the flight crew in the cockpit…there were ashtrays on each seat rest, and two ashtrays in the cockpit…not joking
Fascinating to know air travel is backed up by such professionalism. (By ATC, emerg services and pilots and airport staff.) It would be helpful (VASAviation) to know the aftermath of these events. The very short cursory 'tag line ends' do nothing to epilogue the matter(s) and put it in perspective. Certainly more detail is available publicly. Thank you for your efforts; but it could be more thorough.
I feel like subtitiles are wrong: instead of "instructions" it should read "intentions"
they are sooo pro .. they can make a maydayx3 like walk in the park !!! salute !
Could hear the stress in their voice initially, relaxed once they confirmed the fire was out. Aiming for a fast landing.
I don't think that is stress as much as it is the effect of communicating through the oxygen masks/smoke hoods, use of which would be an instant memory list item as soon as any fire is detected.
Fire on a plane would absolutely scare the shit out of me. If it’s not quickly contained, there isn’t much time to get the plane down before everyone dies. Passengers don’t get oxygen, the oxygen generators would just feed the fire
@@deadbolt91765 On the flight deck, they'd be donning full, sealed face masks (and you can hear in the comms that they are using them), so oxygen is essential for them - where there is smoke, there are also likely to be gasses of various kinds (not least, carbon monoxide), which would at best interfere with their ability to fly the aircraft. So the flight crew have to be on an air supply which is guaranteed to be uncontaminated, and immediately.
It's a memory item, performed before even starting on the checklists.
You can't run through a checklist if you are unconscious!
Later, if the checklist shows correct functioning of the various detectors and no contamination of air on the flight deck, you may remove them.
You wouldn't have the drop-down oxygen masks deploy in the cabin though, and cabin crew would probably (depending on SOP of the airline) use smoke hoods while tackling the fire and moving passengers in the immediate vicinity to other seats.
You can check this on just about any aviation forum, but I am a pilot, and do know what I'm talking about, as although I never went commercial (no demand at the time, and I was making an excellent living as an IT consultant) I do maintain an interest, and have friends who are active ATPL holders.
My information came right from the fleet training captain of a major airline. Yours?
It was either a Q&A on either Captain Joe or Mentour Pilot’s channel , can’t remember which one, but he said that fire on a plane is still his number one fear. In this case they were probably able to use an extinguisher since the fire was out in the open, but there have been very bad crashes because of fires that started behind panels or cargo bays where they couldn’t be extinguished by crew.
@@deadbolt91765 - I think he's clearly scared, and still does his job, and that's what makes a pro
Love your channel❤❤ Imma Aviation Enthusiast from India🇮🇳
I mean, After the first mayday (3X) the callsign gets the "mayday" prefix, but only once (1x) everytime there is a call to atc ex: "mayday Virgin 138M heavy, request vectors for landing"
"CMD, did you copy?"
"PHHHHHHHHHHHHH"
ah :D
I could be mistaken but ... on first report to ATC and 2 subsequent handovers the Mayday, which was clearly and unambiguously communicated, was not 'formally' acknowledged. Is this normal?
i don't know how i got on this side of youtube. only thing i know is that i'm flying international next week and i'm not sure if these videos make me less or more nervous. anyway i can't stop. help XD
1983simi well you've had your flight by now, but 2 channels that might make you more comfortable about flying would be Mentour Pilot and 74 Gear. they explain how so many redundancies are built into commercial flying for safety. . .
FAs earned their pay that day. Fire in the cabin is deadly and the scariest situation.
Is it common / normal / SOP to call mayday so much repeatedly? I think the pilots shouted 3 x Mayday to each new frequency they were contacting, maybe even more often (didn't check)... For sure it won't harm, but it's the first time I hear it here on VASAviation channel
No idea if its normal but interested to hear from aviation people? But makes sense. Sometimes info isnt transferred between frequencies. So its a clear way of saying “we need help. Clear the skies and runways!”
Well done by all parties
Daaam baby, you dont want the tail of your Atmosphericbus 330 on fire
Congrats to crew!
Virgin Mike had a busy night ‘rerouting’.
With a fire on the seat of his pants
Very nice job of both pilots !
For the callsign Vir 138M (Is the M for the Mayday, or does it mean something else after the flight number for Virgin Atlantic flights) Thanks for the info if you know the answer.
It is part of its original callsign
I'd fly under that pilot any day.
I assure you the guys flying international heavy flights are all this good. Its the top of the food chain in the pilot world
Beautiful work from everyone. I stand impressed.
Simply outstanding job by all. But we have to ask, What caused this fire? Seats don't normally self ignite.
external phone charger probably: www.theguardian.com/business/2019/jul/05/virgin-atlantic-flight-makes-emergency-landing-in-boston-after-fire-on-board
What was the weather? If VFR, I would get on a downwind ASAP and land. Why waste the additional minutes required by an ILS?
If Boston wasn’t using 22L, would there not have been an emergency with an active fire in the aircraft? Odd order of statements...
Did they find the passenger who was seated on that seat? Must have been a really bad burrito
Is there a particular reason that they wanted the longest possible runway? Were they concerned the fire had affected their use of flaps? Excellent handling by the pilots and ATC though. 👏👏
They were landing overweight and wanted to make sure they had adequate stopping distance to avoid burning up the brakes.
Ah yeah, I'd forgotten about the weight, thanks
Could the seat fire be triggered by dare I say Hot Pockets.! I'm sorry , I couldn't resist. I'm glad that the crew and passengers were able to get down safely. Fast work by everyone involved flight crew, controllers and AR FF at Boston
To my understanding the fire was caused by empty pockets... portable battery got crushed in the seat mechanism.
British crew and chances of survival increase about fivefold.
just like the titanic
Rob G , and the British crew saved many, if not mostly American lives. The very polite brits lost more souls than the rather
“ pushy” Americans.
handled very well 👍👍👍
How does a seat catch fire without an ignition source and accelerant? Or was it a Lion battery thing?
Schiphol Airport Amsterdam is (partly) closed due to problems with the supply of kerosine. The delays are horrible. Can you make a video of that? :)
It seems to me there was a lot of time wasted before the crew told ATC they wanted the longest runway. Had the fire still been burning those minutes could be life or death. Anyone else notice this?
Passengers deplaned and 22L/22R were still in use? What does the runway configuration look like such that it's possible to continue operation with passengers outside?
Numbers are compass heading, so Boston is a parallel pair of 4L/22R & 4R/22L With a 15R/33L long , 15L/33R & 14/32 short runways for general aviation and a 9/27 dissecting 4R/22L and 15R/33L.
Being a overweight A330 they would of used pretty much all the runway so would have been about 4800ft/1.25KM from the active runways
The British are coming! Six if by air?
Great job 👍