Southwest Boeing 737-800 suffered Jammed Stabilizer after takeoff. REAL ATC
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- Опубликовано: 22 авг 2022
- Southwest Airlines Boeing 737-800 registration N8631A, performing flight SWA906 from Baltimore/Washington International Airport (KBWI) to Montego Bay Sangster International Airport (MKJS).
After departure requested to stop climb at 4000, reported jammed stabilizer and decided to return to Baltimore. Later the crew requested emergency truck to be on standby.
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#REALATC #ATC #ATCCOMUNICATIONS #southwest #737 #emergencylanding #atcaudio 
Авто/Мото
Take a look at this video ⤵
ruclips.net/video/W4x-4_mkGeo/видео.html
Ana Ana
@REAL ATC Your videos are great thank you. I very much appreciate that you are editing out communications that are pretty much unnecessary to understanding the situation.
You might want to consider adding a timer or time stamps of the elapsed time starting from when you picked up on the "conversation". Have it as an on screen stopwatch or even easier as just a timestamp for each communication.
It would just give a better feel for how long the entire "conversation" actually lasted.
I don't make RUclips videos, so if I'm suggesting something that's too much work, just ignore my suggestion.
@@rexrobo2512 thank you for watching!
That may be the best controller I've heard. He had his game face on immediately.
"Do you want to declare an emergency?"
"No, not at this time"
"What's the issue?"
"We have a jammed stabilizer"
[OK, I'll declare the emergency for you]
"State souls on board if you want to, and how much fuel?"
Haha, I was thinking the same thing (former ATC here)
🤣🤣🤣
I am wondering why at first the pilots were so reluctant to give information. They hint at a problem but the controller has to keep querying them about how serious it is, if they need equipment, etc. He's trying to plan in advance and they are keeping information from him
@@dejordyball they aren’t keeping information from him, they said they need to run through their checklists and requested vectors to keep them near the airport because they will need to land eventually. Aviate, navigate, communicate. Telling ATC information while they are trying to fly the plane and diagnose the problem is at the bottom of the priority list. Based on the fuel they were about to do a long flight and one of the many things on that checklist is the maximum landing weight and recommended weight. They knew they had plenty of fuel to fly circles for hours if need be and they knew they still had control of the aircraft. So at that time the pilot did not think the situation warranted declaring an emergency.
@@ShiningDarknes "So at that time the pilot did not think the situation warranted declaring an emergency." you're overestimating them, declaring emergencies cost airlines, that's what they're reluctant for
I’m not really sure why, but I absolutely love to listen to these professional ATC and pilots maneuver through these difficult situations. It’s strangely calming to me as a relatively frequent flyer. Thank you for sharing these videos. I’ve learned SO much about aviation!😊
Me too! Their calm under pressure is amazing.
We train a lot just to fly small planes (: know you're in great hands when you fly airliners.
Same
That was superb on all parties involved, I was really pleased to see such coordination between ATC and the pilots.
Not really. ATC cleared him for the Visual approach, then started talking about the RNAV and Localizer, neither of which are used on a visual approach, and they already had the airport in sight, so it was a bunch of needless chatter.
Nah ATC wasn't listening pilot didn't declare an emergency initially (granted atc can on their behalf) then talked way to much let the pilots pilot.
Rarely hear a pilot telling ATC: you are doing a good job. The pilot’s confidence was really assuring for a safe landing.
@@ImpendingJoker not quite. Even on a visual most pilots will have the localiser/RNAV in place. They don’t need it but they do use it.
Na , the jackass pilot knew controls was needing souls and fuel but mr. important had to make them ask 3 times
A jammed stabilizer is ALWAYS an emergency.
I like how the pilot says I would just have a jam stabilizer like it's no problem
Agree, on a 73-800 it verry likely means high landing speed... no fun
It’s generally not as serious as it sounds. All jets I’ve flown (which doesn’t include 737s. But I’m guessing it has a similar system) have split controls. If a control surface jams, applying opposite controls on either yoke breaks out the controls. Whichever side that ends up being free can then control the airplane with the control surfaces on that side. Having only one elevator makes the airplane a bit funky to control but it’s not that terrible.
@@anderstrygg3188 You are refering to Elevator, not to Stabilizer !!!!
@@pascalcoole2725 Yes most likely it was the stab trim which jammed, meaning they can fly fine with the elevator with possibly higher control forces. Assuming the stab jammed in a normal-ish position. Nightmare scenario would be Alaska 261 where the trim mechanism (jackscrew) jammed then failed completely, but the 737 has never had anything like that happen that I recall. The 747 did once, but that was because the mechanism got hit by a large armored military vehicle which was not properly secured in the cargo bay.
Oh god, any time I read "jammed stabilizer," my heart stops because I think of AS 261, but this was so well handled by all involved.
An so did Alaska pilots. As a pilot you try to narrow the issue and follow procedure that asumme the jet is being properly mantained. If they knew the jackscrew was about to let go, sure they wouldnt even have tried to unjam it. Is Alaska the only and one blame. Ironically, they are still in business. Sure I was happy when Sky King destroyed one of their Dash-8s ....
@@38911bytefree tragic, yes if they had any idea what was lurking back there they would never have tried to unjam it with the suitcase handles, they would have gotten on the ground as fast as possible.
@@AaronHarberg Sure, but didnt know the extent of the damage on the jack screw. If the plane was properly mantained, the jack screw cant be destroyed by the actuators. Douglas, away from its accidents with the DC-10, we all know that produced realible as. Also, I think they tried this by procedure. Could be wrong. The only one to blame is ALASKA. No one told the pilots the jack screw was busted ... is so, of course the wouldnt atempted to unjam it. But, we never know if even in that condition, it would hold the aerodinamic load ncesary to get it landed. By the time it jamed, sure most of the thread were gone already. IMHO it was away of their posibilities already. You are now praying that the busted jack screw with the threads ripped and jamed will take all the load ...
It feels so good to hear those calm, professional exchanges. I wish people would think and talk more like this, instead of behaving like violent raving madmen.
Jackass pilot knew control was waiting on souls and fuel but he just couldn’t give it up .. mr. important had to make them wait
@@richardlacey4923 Mr. Important was just trying to land an aircraft keeping the passengers safe. How rude of him to not drop what he was doing and get ATC something that can be provided by SW airlines. The jackass isnt the pilot.
@@richardlacey4923 tell me you've never flown or watched an airline pilot fly a plane, without telling me you have never watched them. Sheesh. "Aviate, navigate, communicate". In. That. Order.
2 pilots, flight plan is 2 feet from their faces . takes 5 seconds to give the count..smh
@@richardlacey4923 Are you a Pilot? No, we all know you are not, else you would have rubbed it into our faces already. In other words, go find some other comment to troll on, or even better, find yourself a nice bridge to live under...
Instructed out of MTN last year and Potomac App are all absolute studs. This controller has always been one of the best they have up there. Always accommodated our VFR shenanigans over the inner harbor.
The controllers did an excellent job. No stepping on each other, etc. Pilots were very clear in their comms!
Man, love the competent ATC there! Kudos!
They were still pulled off portion to take drug/alcohol tests, no doubt a tape talk then some retraining cause the controller didn't ask for PIREPS. So fun working for the man.
Baltimore sure has good ATC.
Hats off to whomever runs that operation.
Flying through the Baltimore and DC areas, I find that most of the ATC in the area is amazingly sharp and good at their job. Only had one incident ever where they forgot to have us switch over and inadvertently sent us at the DC FRZ. They were very quick to switch us over and the next controller did phenomenal at helping us avoid. Didn't want to be the T182T that broke that exclusion...
I fly out of BWI fairly often -- have to drive a bit more but better selection of flights. As a passenger, it seems like a reliable high-traffic setup -- from parking to boarding things just work pretty smoothly. It ain't pretty but it does the job -- not surprised their ATC handles things well.
@@RodneyBrowning Not only does Langley have F-22 to say hello to you, but several DC locations also have SAMs if the Raptors are busy or you manage to find a gap.
@@slartybarfastb3648 As someone who lives in the DC area and has for 36 years, I'm aware of this. The F22 part, at least. Those mysterious SAM sites you always hear rumored sure didn't stop AA Flight 77. In fact, Patriot systems and MANPADs deployed for months afterwards until things were "clear".
Now there IS a fancy laser system that'll say hello to you and a flight of F16s based at JAB Andrews from the DC Reserves that very much does this sort of thing on a daily.
But I also can't help when ATC decides that a T182T doesn't need a handover and leaves me flying at 182 knts towards the area.
@@RodneyBrowning The SAMs weren't there for 9/11. They were added as a result of 9/11.
I'm not sure anyone would have pulled the trigger against an airliner even had they been there though. The controller watching the flight inbound thought it was a military jet due to it's high speed. By the time the Andrews F-16s were up I think it was already too late. They were looking for the Shanksville flight but it didn't make it.
White House has NASAM on the roof using radar Sparrows or AMRAAM. Can't remember which.
Departure was an absolute pro. It sounded a lot like the FO was Batman.
This was a very nicely handled situation. ATC was extremely helpful and accommodating. Pilots stayed call, focused on flying their plane, running checklists, and internally coming up with a safe plan to get the plane on the ground.
Some people are doing a lot of ridiculous second guessing on this one. Like the pilots’ delay declaring the emergency. Declaring the emergency the emergency may or may not be time critical.
If you need priority handling, meaning ATC gets other aircraft out of your way (that they wouldn’t normally do) or routing (like getting to fly directly to the airport instead of normal routing), then declaring becomes time critical.
If you will be unable to comply with ATC assigned clearances, such as not being able to hold your altitude or your heading, then declaring becomes time critical.
If you are going to be landing very quickly and feel like there is a need for fire trucks to be standing by (this can be for a variety of reasons: fire on the aircraft, structural damage to the aircraft, leaks, landing gear issues, any chance that landing is going to end other than normal, any chance you might end up with hot brakes, or other reasons determined by the pilots), then declaring becomes time critical.
If there is any chance you might fully lose control of your aircraft, then declaring becomes time critical.
In many instances, declaring an emergency is believe it or not, not time critical. If ATC can give you the clearances you need, you can control the aircraft sufficiently to normally comply with those ATC clearances, and you are not immediately landing with the need for fire trucks, there is no harm in delaying declaring an emergency until you’ve come up with a plan for how you are going to safely get the aircraft on the ground.
Declaring that you are an emergency aircraft isn’t magic. It doesn’t magically make everyone safer or teleport the plane safely to the ground. It DOES get ATC on the same page as the distressed aircraft and in the right mindset. It DOES provide priority handling. It DOES start the ball rolling for fire trucks once the point of landing has been determined.
There is nothing wrong with immediately declaring an emergency at the first indication of abnormality by either the pilots or ATC, but it is not always time critical or even necessary in every instance. It’s not magic.
When you declare an emergency, ATC is going to ask for two things: how many souls are on board, and how much fuel is on board.
A troll in the comments was implying that the pilots were being self important by delaying giving the answer to those questions. That couldn’t be further from the truth.
The question how many souls are on board seems easy and it is, to a degree, but it is NOT time critical for a commercial airliner. On all commercial airline flights, that information is on file and readily accessible to people who are less busy than two pilots coming up with a plan. For the pilots, the souls on board count is often displayed as 175 passengers plus 3 lap children plus 4 flight attendants plus 1 cabin jump seater plus the 2 pilots plus 1 cockpit jump seater. So the pilot can add that up for 186 souls on board. While flying an abnormally flying plane, while running checklists, while talking to company dispatch, while planning with the flight attendant, while talking to the passengers, while configuring for landing, etc. The information is already accessible through the company on the ground, and should only be necessary if the worst happened and they were trying to account for everybody. The pilots can’t afford to make a mistake and give the wrong information, because that could cause a lot of unnecessary heartache. So if they want to delay giving that non-time critical piece of information so the can make sure they got it right AND fly the airplane first that is ok.
The second question is how much fuel is onboard. This can be ABSOLUTELY time critical! But it isn’t always. It’s great that ATC asks this question, because it can be the question that saves the day. It is unlikely to be a time critical question for a commercial airliner that just took off, which almost never take off with less than 2 hours of fuel. This particular aircraft had about 5 hours of fuel onboard. Not time critical, and in this case ATC was smart enough to know it. When ATC asks this question, they want the answer in time (like 5 hours on board), but the pilot see it in pounds (like 26,000 lbs) that are the total of in some instances 3 tanks (like 8,620 lbs, 8,570 lbs and 8,810 lbs). The pilots take the quantities of fuel that are in the tanks and convert that to a time to give to ATC, because ATC doesn’t know how fast your particular plane is burning the gas. In this instance, ATC was nice and let the guys get away with just reporting the quantity in pounds. He knew they weren’t in any danger of getting even low on gas before they touched down so he left it alone.
So if your declaration of emergency isn’t time critical, could there be any advantage to delaying? One comes to mind, but the pilots have to weigh it. If you declare early while orbiting over a city like Baltimore while you run checklist with the intent to land at that city, there is a high probability in today’s day and age the media will start to cover it if it seems sensational enough. If it’s a slow news day they might try to make it SEEM sensational enough. Passengers could unfortunately be exposed to inaccurate information about their own flight through the WiFi. That’s one reason it’s important for the pilots to give their passengers accurate information about ongoing problems, but the pilots have to prioritize HANDLING the problem before explaining the problem to the passengers. But it goes a LONG way if you can let your passengers and flight attendants know what’s going on in a timely manner, but you may be competing with information or misinformation they’ve picked up on their own flight through the WiFi.
Would you delay declaring an emergency to the point of risking the fire truck presence just to ensure News Crews aren’t misrepresenting your situation?! ABSOLUTELY NOT! But delaying the declaration until you are closer to being ready to land is not unsafe in any variety of situations.
The pilots and ATC did an outstanding job from the audio. ATC declaring the emergency was just fine. He understood that with a jammed stab, they might have trouble with altitude control (they didn’t, but it was a serious consideration). He let them make wider, more gentle turns in case there was a controllability issue. He offered them the long runway normally reserved for takeoffs (exactly as the pilots would want). He got the information about souls on board and fuel on board, while being patient with the pilots for wanting more time to pass that information.
So the pilots didn’t declare the emergency first? So what?! ATC was giving them all the clearances they needed and the fire trucks were standing by in what was an abundance of caution. The situation was VERY well handled by all parties. Monday morning quarterbacking, or frothing at the mouth about your own techniques on when to declare, or assuming somebody doesn’t want to declare in some sort of fear of paperwork is ridiculous.
I was very pleased to see the way this one was handled
Great service by the controller and good job to declare the emergency on behalf of the flightcrew who were bizarrely reticent to declare an emergency / mayday themselves.
Pilots hate declaring the Mayday...
Partly a matter of pride.
Partly trying to not do the paperwork.
Any way you look at it declaring the emergency means a lot of reports.
I'd rather do reports than fill 7 ft long black bags.
Absolutely true. A flight control malfunction is right at the top of reasons to declare an emergency. Costs absolutely nothing. You're going to fill out paperwork regardless.
Absolutely an emergency situation that should have been declared right away
My thoughts exactly.
@@fhuber7507 Not true. No paperwork. Declaring emergency is the best thing to do. And if they had an accident on the runway without fire rescue standing by and people were hurt, then there’s a lot of paperwork
This controller knows what he's doing
You don't even know your real name!
Good luck. We're all counting on you.
Thank you for sharing.
From my living room armchair, this is likely a “ Stabilizer Trim Inoperative” situation.
Everyone is always amazed at how professional the controllers are, but damn… this guy went above and beyond. Not only did he have great situational awareness and a perfectly calm demeanor, but he was constantly aware of how his questions and radio calls may be distracting - some controllers just don’t seem to give AF and blindly follow SOP lol. Hopefully NATCA and others use this as an example for training and/or some type of recognition.
Totally professional on all counts. Jammed stab is not fun.
uhu !!!
Superbly managed emergency.
I avoided East coast flying like the plague when I was a senior FO. The first time I landed in Baltimore was after becoming a captain and I have to say, my bad attitude was completely unwarranted. They were some of the most friendly and helpful controllers I've worked with.
"A H"?
Since when did real pilots cower behind an anonymous name?
@@MichaelKingsfordGray
Oh snap! You busted me. I was hoping to impress a bunch of nerdy guys watching youtube videos.
If I used my real name and was open about what I do and who I work for, I couldn't call you an idiot.
@@MichaelKingsfordGray not much more anonymous than 'Kingsford Gray'...
@@BigTulsa It appears on my birth certificate.
“I hate to keep bugging you guys….”
I love that! Lol
And an excellent abbreved response: "Hold out, 906"
Yes good feelings about how that all played out
Excellent coordination between the crew and ATC.
I would offer that if you need to run a checklist for a flight control anomaly, declare an emergency.
There are plenty of other flights that crashed due to "Just a jammed stabilizer". Alaska Airlines Flight 261 is one that comes to mind.
Seems to be a trend more and more of pilots not wanting to declare an emergency, I don't know what kind of nightmare the airlines make it on the pilots if they do... but it should stop immediately. Just a few weeks ago there was the plane that lost an engine that didn't think it was an appropriate time to declare an emergency.
planes rarely crash due to a jammed stabilizer. AS 261 was a very unique situation.
@@Antarius Retired Delta guy here. Lost an engine in a 75 heading into ATL one windy afternoon. It failed after we pulled the power to leave FL350 (35K') for FL240. Decided to hold off on the declaration; we didn't need any help yet and wanted to get the house in order. We had time to run the checklist, brief the FAs, advise the dispatcher, and make a PA to the cabin. We finished up as we were about to level at FL240 and then declared the emergency. We were then ready to answer the usual questions without distraction. After landing a chief pilot met us in the jetway. His only concern was if we were too "amped up" to fly the next leg, he had a reserve crew. We said we were fine and finished our trip. Zero paperwork other than the logbook write-up.
@@gerardmoran9560 I would guess from a flight crew's perspective, there's no good place to lose an engine, but as long as the thing doesn't blow up, puncture the fuselage, or fuel tanks, and kill people, I would think at altitude is the preferable place to lose an engine. Sounds like you guys did a great job.
@@hewhohasnoidentity4377 it is a rare one, but Boeing does seem to crop up a lot. Alaska 261 was a MD product, and a relatively simple maintenance issue, but AFAIK, (3) other 737's have had jammed rudder incidents, two of which ended in fatal crashes, and one, some crackerjack flying skills to get it down, and finally figure out what was happening.
Cool! Felt like I was om the cockpit or the tower!
Great job done by pilots and ATC! Especially the controller´s emphatetic work was amazing to me.
Sometimes you don't know when ATC declares an emergency on your behalf, sometimes (1:25) you say "no" and they ask for souls and fuel immediately...
@@benbencom Thia time I was laughing because the pilot says "no emergency". But the controller goes straight into souls on board.
"You know, when you have the time. Um, and fuel remaining, if you don't mind."
Everyone involved was so calm and professional.
Good job
Jammed stabilizer. Now we know why he maintained 4,000. All pro pilot.
As someone who's never flown more than a kite I have to say: Declare. The. Damn. Emergency.
Doesn't matter, ATC declared the emergency.
They must not have thought they were in any immediate peril. I would have declared though.
@@Mattribute second guessing the pilots who are actually living the incident helps no one and actually shows ignorance to how the interactions between pilot and ATC work. The ATC can absolutely declare an emergency based on the information he or she has available without having any input from the pilot, since the local ATC controls how the local facility will respond (emergency staff on hand, etc).
@@BigTulsa hahahaha
@@BigTulsa You’re clearly not in the industry. It has nothing to do with whether you were there dealing with the emergency or not. There are two trains of thought. One, is that declaring an emergency requires more paperwork, gets you on the FAA radar, and puts you in jeopardy of scrutinization. The other is, declare an emergency in all of these situations. Because it gains you priority handling, absolves you of FAR’s (for the most part) and really doesn’t change anything as far as paperwork. A, rather be safe than sorry type of situation. As a major airline pilot who flies 737’s, the fact that at no point did he declare an emergency, kind of bothers me. Ultimately, it is the captain’s call. But logistically, there’s absolutely ZERO reason not to, and a multitude of reasons you should!
No emergency and no equipment yet you’re going to blast around at 4000 feet making ATC do all kinds of extra work separating aircraft. Just declare the emergency. You don’t get your pay docked. You’re writing a huge yellow spaghetti line all over the terminal area. Just declare the emergency and roll the trucks. Then it’s done and you move on to the checklists.
The niners and tres by the tower. 👍
No one did anything wrong. However, this audio is very instructive for all parties. The checklists are frequently long and involved.
The controller was FANTASTIC
I would be VERY concerned about being on a plane with a jammed stabilizer. Would take an engine failure over that one any day.
It's my biggest fear next to an onboard fire. I can only recall that alaska MD that nosedive after the jackscrew went to hell.
Yup. Also UA585 & US427.
@@bradowen761 funny you bring it up, ua585...I was looking into how to recover from a rudder hard over yesterday and had some time to try on sim...Basically unless you can solve the issue, the outcome is death. Sure you can sideslip, but what abt landing? That and 737 speeds aren't glider speeds, you'll literally get ripped apart
Did you catch which stabilizer? I assume rudder ...
@@biggusbestus551 the ua and us flights were rudder hardovers and this LUV flight is the pitch stabilizer, but really they're both crucial. Wish we could inspect jackscrews as part of every preflight ! Just 4 peace of mind.
Aviate
Navigate
Communicate
All done well for the scary situation they were in.
Expectorate, Perseverate and Master......
So why did SW 906 never declare an emergency for this? The ATC treated it like an emergency which was nice, but the pilot never asked for it which was odd to me.
It sounds like the controller has the ability to declare an emergency on behalf of the aircraft, and may have done so here
I think atc and pilots both did a good job all things considered
We wish to have soon the personal report of the pilot and the way he had chosen to come back safely on the ground. We don't know in which position the elevator jammed...
There are two. Most likely only one jammed. The pilots probably "split" the elevator leaving the controls with one or the other pilot only. The elevator jam position is of little consequence since the airplane was flying at slow speed and in trim.
A stabilizer jammed is those things that are SCARY STUFFFFFF, engine fail? emerg desc? that's "fine"
Not being able to recall one's real adult name is even scarier!
Sounds like Stab Trim not responding... which is a lot better than runaway.
Hand trim hopefully working... Lot of load on the pilot flying if they can't trim it.
Sounds like pilot on radio is under physical stress, helping hold the yoke.
If it’s not working I doubt the hand trim is working either.
If the stab is jammed neither will work!
Should have given him a turn to join the localizer, When he cleared him for the Visual approach telling him the localizer was out was appropriate but asking him if he had the Rnav pulled up was not.
is it just me or does the pilot sound increasingly tired/whispered?
Yeah, its what happens when pilots become "task saturated"
Great video. I am surprised the pilots did not declare an emergency. I know it seemed like they had it under control, but at the same time, a control surface issue is something the FAA/NTSB deems a reportable issue. I would have declared an emergency. It seems like there is a general avoidance in declaring an emergency among most pilots, for reasons I am unsure.
"It seems like there is a general avoidance in declaring an emergency among most pilots, for reasons I am unsure." Answer: paperwork, investigation, scrutiny, etc. Once other eyes start poring over pilots' actions anything can turn up. Not to mention second-guessing.
@@Dvy383 yeah, I get that, and I'm guessing there is a lot of external pressures not too. But that apprehension to declare an emergency can lead to disaster and/or death, particulay in general aviation.
@@Dvy383 it's not true. It just doesn't happen. The only eyes going over it are there because the plane didn't reach the destination, not because an emergency was declared. If ATC asked "would you like priority handling" I'm sure most would say "yes I've wanted that my whole life, did you know I'm a pilot?" If you have so much going on that ATC needs to wait minutes for basic information...declare an emergency. That way ATC is working to accomodate you instead of the other way around.
So this jammed stabilizer, from reading about the purpose of the stabilizer, all it would seem to do is make it so the elevators are not neutral. I mean you would have to fight the control column like if a car had a blown tire it would pull one way or the other, but this case it is backward and forward. Is this the case?
I think so. I asked a the same question about a similar incident a few weeks ago, and was told by some knowledgable folks that this was really a jammed stabilizer *trim* control, not the main stabilizer control. So not such a big deal ;-)
Most transport category jets (airliners) and many other jets don't have elevator trim tabs. The stabilizer trim adjusts the angle of incidence of the horizontal stabilizer. If it jams on takeoff, you'll have neutral control feel at the trimmed speed set during the checklist- V2 + 10 to V2 + 20. That works out to 160kts to 190kts in most cases. Accelerating to 250 or higher would require very large control forces and would be exhausting. Returning to base is the best course if possible.
Imagine the workload in the cockpit though, fielding ATC queries and working the emergency checklist!
Max: hold my beer
I’m assuming a lot of the vectoring was for fuel burn-off, and obviously trouble-shooting the issue..instead of dumping. Either way, great comms..
Does ATC want the fuel in terms of pounds onboard or time aloft available? I can see reasons for both but have yet to hear a definitive answer.
They are looking for pounds...the information is more for the CFR crews than anything else.
@@jasonwhite1069 thank you. So they want to know how much of a conflagration this could end up being.
@@JuanAdam12 You are most welcome, and yes, that's pretty much it!
Was that strawberry or blueberry jamming their stabilizer?
Can someone explain why when there is an emergency or mechanical failure the planes don’t just make a b-line to the airport but instead fly around doing check lists?
There is a chance that running through the checklist will solve the problem. There are several checklists, for inoperative equipment, flight controls, emergency etc. so before declaring an emergency they have to go through proper procedures first. Declaring an emergency is very involved and could cause a runway to be closed, emergency responders, delayed air traffic that was enroute or departing. So before declaring an emergency, the pilots are going to try and do everything they can to solve the issue. In addition, they were still fully in control of the aircraft, so they knew they could come back and land.
Great job ATC but why did they not declare an emergency for a jammed stab? That makes no sense. The declaration of mayday protects those on the ground as well as those in the air. You need priority and you need eyes on you. Not declaring and emergency supercedes the otherwise great airmanship and that should be addressed.
Pilot obviously knew they had control of the aircraft and were able to prove so leading up to landing. If you declare everything an emergency it weakens the meaning of an emergency. In hindsight this was handled perfectly by all involved
@@jmanjr Yeah, but pilots had to pushed into revealing that situation was more urgent than they first said. They aren't the only bird in the sky or the only one landing.
Controller.. would you like to declare an emergency?
Pilots...not at this time
Controller then asks for fuel remaining and souls on board...he declared the emergency for them 😃
I thought the same thing. But I've seen several of these ATC videos (eg VASAvation) where this same thing happened. Good that ATC protocol seems to be "better safe than sorry".
@@BillHustonPodcast for sure!
My two theories are...
(1) crew is task saturated so thinking about the logistics of whether they declare emergency isnt on their mind yet
(2) the airline likely has required paperwork for emergency declarations (and who wouldnt prefer to avoid that when possible) 🤔
Good job, plumbers!👍
If a jammed stabilizer doesn't constitute an emergency I don't know wtf does.
Who was that.. ice cube in the tower?
Boeings Fav.
I wonder if you can find anything about a Boeing E6 SAC plane circling low over RDU. Had at least 8-9 passes at extreme low altitude. Friday 8-26 @ 19:45 local. Call sign BUTTE52
Pardon my ignorance, but what's a stabilizer?
Horizontal stabilizer controls up and down movement whereas the rudder controls left and right.
@@marybethhile167 Thank you
Nyet, Comrades. A jammed control surface should ALWAYS be an emergency. Sounds overly simplified but as a pilot you are either flying a perfectly working and safe airplane or you need to land. You have souls on board to consider. Argue with the airline over procedure later.
Just declare the emergency. It takes all the pressure off the controler
No. It was jussssst fine. Do you wear 3 watches?
For all the people bitchin' in the back about their flight delays, " MF'er you're still alive b'cuz of me!" Well done professionals! Respect!
Great performance all around! I agree with all the positive comments below.
As an aside I am always perplexed, though, by the term 'souls on board'. This phrase immediately raises the spectre of 'dead' or 'doomed' passengers! I wonder what is the origin of this terminology, and if there are plans to change it anytime soon?
?? Why? Somehow the word hurts feelings and needs to be changed? It’s universally understood it means all living people on board. It’s perfectly suited.
@@jmanjr right, now if the term used was “ghosts” that would be another matter!
Pilots need coffee.
The trucks don't come out of your pay and are literally sitting in a garage nearby anyway. Just take the trucks if you don't know.
Why did he report it if they're okay? Wasn't he at least supposed to make a pan call?? I have bad feelings about this guy in command.
đại nghĩa diễn hay quá
Join the localizer… oh wait. It’s broken, lol
"Just got a jammed stab"
"Sounds good"
Okay
Pilot sounds sleepy.
Whatever you do DO NOT TROUBLESHOOT. You’ll almost certainly make it worse, not better.
They were following the checklist that’s approved by the manufacturer and airline? I agree most pilots are idiots when you get into stuff outside of the checklist but what they were doing is reasonable.
@@mwi7046 The Alaska 261 crew followed a checklist to fixed their stabiliser. But the NTSB criticised the crew's decision to troubleshoot nonetheless, because it turned a manageable control problem into an unmanageable one. If the problem does not immediately endanger the plane, don't worry about fixing it. Just land.
LMFAO! Wonderful!! :-)
Must be a media supported by airbus I am sure there are plenty of similar occurrences with airplanes just like cars however every time it is a Boeing plane the media Jumps on it
One of my son was a copilot flying Airbuses 220 now he is a pilot/captain for the Boeing 737 Max and he told me that he had more problems with the 220 than the 737 Max
The two crashes of the 737 Max could have been avoided with good trained pilots the faulty valve has an override switch which the pilots did not actuate on both flights ie they failed to fly the planes nanually
The media of coarse does not report this but blamed Boeing
The pilots involved were trained in the West but did only have 1/10 of flying experience of what is required by Western airlines
The crashes may have been avoided....that doesn't mean Boeing did nothing wrong and still create a poorly designed system that had no redundancy incase of failure
The controller repeatedly interrupted the flight crew. Controllers need to understand they are prioritizing their tasks. If the controller was so worried about the response time of the emergency vehicles he should have just rolled them without asking. And all the info about altitudes and “don’t worry about staying there at four”…if it’s an issue the pilot is going to do WHATEVER he needs to.
The pilot still has to tell ATC what they are going to do so the controller can take steps to help them. Controller cannot read the pilots mind and predict what will happen
And soooo many vectors
‘Cleared to land, there will be a departure or two prior to your arrival’? On a completely separate runway or an intersecting runway? Does anyone know how this works in The States?
This is normal phraseology here in the states. We can give landing clearances while other aircraft are still utilizing, or plan to be utilizing, the same runway.
@@commoncobbler1458 aah ok thanks for that
same for every airport, if the arriving plane is so far away you have time for one or two more departures using the same runway to save time. But controller didnt need to tell this to the pilots. Not relevant by the time they would be touching down anyway.
@@Kelvin-ed6ce Unless a plane landing on the same runway before they get there has an excursion and puts the runway out of commission.
I’m becoming somewhat perplexed at the number of serious mechanical / maintenance issues popping up within the past month or two. This, the few 757 problems lately, etc. Kinda strange. 🤷🏻♂️
Due to channels like this... we hear about almost every single one of the malfunctions.
Before these channels... you wouldn't know unless something burned or someone died.
@@sl5311 You we’re not on a Southwest Flight 20 years with an inflight movie system. You would not be on a Southwest flight present day with an inflight movie system. Southwest does not have an inflight movie or, in the proper vernacular, a Inflight Entertainment System (IFE).
@@sl5311 You we’re not on a Southwest Flight 20 years with an inflight movie system. You would not be on a Southwest flight present day with an inflight movie system. Southwest does not have an inflight movie or, in the proper vernacular, a Inflight Entertainment System (IFE).
@@fhuber7507 trust me, I follow the AvHerald and have many commercial pilot friends - I know what’s going on out there. In fact there was a 767 hyd issue yesterday I believe, delta maybe? - another emergency declaration. The fleets are just getting old, which is fine - but the maintenance doesn’t seem to correlate with the aging process lately is what I’m saying I guess. The age shouldn’t even really matter given the extensive checks and protocols in place, but stats don’t lie - something is up. If they hadn’t retired as many 757/767s as they did during covid, I guarantee you it would be exponentially worse.
@@EstorilEm What are the stats? Are the number of reported mechanical failures per flight hour up? If so by how much and over what time period?
737-800 is it just me?
What makes the pilot so hesitant to call an emergency? Paperwork?
Nobody cares and it made no difference.
@@RLTtizME Oh hey, there you are again. Making stupid comments here, too, eh?
@@RLTtizME nobody cares what YOU think.
@@bermuge1 nah nah nah nah nah. 🤡👈
That planes already fixed and back to flying lol.
Bad on crew. Declare. The controller did it for you from minute one. Good on crew overall.
I thought the pilots very a little dickish. They didn’t need to be so cryptic with everything. However i also understand they were prolly under a lot of stress and in the middle of checklist etc… the ATC was amazing
While I enjoy this channel very much, I feel like this is a repeat video but uploaded today…
Do away with the topography background. it's horrible.
Me: I want my Mommy !
declare an emergency...it costs you nothing and allows you to tell ATC what you need. ATC is treating them like an emergency anyway. We may have hot brakes.... hot brakes can turn into a wheel fire real quick...declare the emergency and roll the trucks...thats the first thing that will be asked, did u declare an emergency.? Jammed stab is a pretty big deal...
Idk jammed stabilizer would have me landing asap if the airport is right there, thinking Alaska 261.
What's stopping US pilots from declaring an emergency as a precaution? Maybe it costs the airline in a way (lawsuits from passengers) or they'll get more scrutiny from both airline and regulators.
I was wondering why they didn't myself!
Whilst it’s (mostly) within their control it’s not an emergency. The emergency phase begins when they don’t have all bases covered. That and possibly a leaning towards being positive about the situation.
They spend too much time on air,it's immediately land
PEOPLE, not souls. No one knows how many souls are on board!
Souls on board = number of passengers + number of crew - occupied caskets in cargo hold (if any) + ghosts (if any)
@@captaindunsel2806 ok. Thank you for that information. I didn’t know that. However, perhaps ‘souls’ in not appropriate since our loved ones often visit us during travel, and dead bodies seldom have visitors. At least the term now makes sense to me. Thanks again.
Say what?
God that ATC guy liked the sound of his own voice.
The time frame was sped up a bunch it wasn't as much or often as it sounded
What the hell checklists were they running for so long? If that jammed stabiliser had got worse that would have been curtains.
Get the plane onto the ground like yesterday.
They were waiting for your expert advice......
Boy...there are a lot of people that are thanking the lord above that you are not a pilot. Cheers and may you not have a heatless winter.... Neville.
the checklists are there for a reason. Depending on what position it was stuck at it could be a real challenge to get it back down on the runway.
There is no risk of it breaking off the aircraft.
@@hewhohasnoidentity4377
You're a star. 😊👍
@@saito125 BAM!🤣🤣🤣
Why on earth would they not call Mayday right away? A jammed control surface is the very definition! This suggests a major training problem with US pilots.
Another piece of crap 737 issue. Maybe southwest will one day see the light and go with the a220 series.
Yawwnn
It is so damn idiotic how some pilots refuse to declare an emergency when they should
I wonder if southwest takes time to maintain tgeir jets properly if it not landing gears its stabilizers if not its a blown ingine southwest is doomsday airline
you have your facts wrong
Guys we know you have a jammed stabilizer but can fly you around on the scenic route. Meanwhile pilots are like how can we fly around and mess this up even more. Get on the ground now forget the checklist and use some piloting skills.
You really should focus more on your job at Dollar Genera.
I'm not a pilot, and even I can tell that's a dumbass statement on your part. You're the kind that would have ragged on Sully for telling Skiles to check the QRH.
@@RLTtizME oh so what should have been done oh great hangar pilot? By the way aircraft mechanic for 18 years. You getting your flight hours in on Microsoft flight simulator?
@@murdamechanik Oh now that stings. When you are done changing that tire….call your Mom ….
@@RLTtizME no I will call yours since you’re in her basement commenting on RUclips, stay out of grown men business. Wannabe pilot