I was on board this flight with my mom going to Colombia for the holidays. I was in panic when they announced the issue. They stopped attempting to bring the gear up in case it could get stuck on its way down for landing. Also, the plane could not get much more altitude. The cabin was really loud because of the gear down. I remember texting my family on ground with very low reception. Something that startled me from this recording is that the Avianca Pilots did not request any emergency assistance. I kept thinking what if the landing gear is partially retracted or twisted making the plane veer off the runway during landing? The pilots did not call for brace either. I remembered going onto brace position myself while trying to peek outside the window and saw the emergency crew. I bursted in tears once the planed stopped. Now that I know the air traffic controllers had the emergency crew in place. I am infinetely thankful. I cannot believe Avianca pilots did not learn from its last disaster over JFK by not declaring an emergency or being specific about the problematic issue (remember Avianca 52). I was so scared and shocked the following days that it ruined my holidays. Thanks for posting this. I got the chills listenning to what was really happening in the cockpit while my heart was almost coming out inside the cabin.
I was the AMT on shift when this happened. I was on the frequency with the crew trying to figure out the problem with the aircraft. Since it wasn’t an emergency I ask him not to dump fuel and just burn it. Gear was down and locked.
What happens to the passengers and the crew in a case like this? Do they have to wait if the issue is resolved in a short period of time to depart again in the same aircraft? If so, due to a long flight, do they have to change the crew? Does the airline has another aircraft at JFK to simply replace the flight or they relocate the passengers in other flights or offer them to spend the night? Can you tell us more about the issue with the landing gear? i.e. what was the problem and how it was resolved at maintenance. Sorry for so many questions, I´m just curious xD
chebas85 normally if an issue can be solved the crew have a certain amount of time before their duty expires. Sometimes issues can fixed and the aircraft goes back out. In this case the flight was cancelled. Crew went back to the hotel. Passengers were placed on other flights. Shortening length mechanism on the left gear was the issue on this flight.
Captain Maggie was on the phone with the Avianca heavy pilot and quickly briefed him on landing with landing gear issues. That’s why there was a such a great outcome.
It was close enough to have them highlighted and "CA" to show up, but they were both under ATC control and the lower plane crossed first by a bit so no wake turbulence issues.
So is that basically like a holding zone where there won't be any traffic and he can just go on circles? I didn't realize airspace was so complicated. I'm learning so much from this channel
There are 2 maybe 3 issues there with the most important being this is Class B Airspace - which is generally airspace from the surface to 10,000 feet MSL Which also has a Transponder Only area out to 30 NM Whether that applies *under* the «layer cake» which looks inverted in diagrams I am not informed but have to be really keen on where you are or do not fly under those; Can occur that craft is or could be vectored there so all this occurs due to an incident in Los Angeles then similarly my monitoring shows many commercial air carrier a/k/a Part 121 Air Carrier spend ½ the radio traffic looking for smooth air What we will see if I run the trace is controller - whom sits in room at TRACON - sees those dots on the screen when system is functioning; Much time and training to keep them separated so will issue voice instructions to the PIC which may be some standard hold; Here it is very very likely the controller just keeps them separated ~ they are good at this [ruclips.net/video/mw4AUdXCWmc/видео.html]
AT 3 Minutes we see the controller issuing Climb to 060 which puts that over the pattern then the left turn to 310 - clumsy doing this so well okay vector west & north which keeps the target tracking generally where it wont go out of range which will likely then get a vector to 195 or 200° - or that direction generally - then will get another vector back into the standard pattern as at that time a gap in traffic will have been made by Approach Controllers so that the emergency can do what it needs to maneuver without crowding other traffic
At 7 Minutes on the tape here we see controller putting him in a standard holding pattern at Class: L-VORW/DME which is published in FLIPS & IFR Low standard charts; Controller issues *east* which will be detailed in the charts - whether right or left the standard - unless otherwise charted - is right pattern → with 2 Pilots and possible Nav Commander one of them can simply _fly the airplane_ while the *others* review the Standard Terminal Arrival Route (STARs) Those contain pre-planned IFR / ATC what to do; We do not have time to do those studies while this is going on; Hence start IFR Commercial studies now if you intend to continue interest as there is much to learn aside just flying the vehicle
“You are not requesting assistance” “negative” surely that should be affirmative seeing as they are indeed not requesting assistance? Not a pilot here so I’m just interested. Great video :)
I might be able to answer you if i read your question correctly, the ''assistance'' is in regards to ''emergency response crews'' for instance if they have A high temp brake indication or any other alarms sounding or warning the in the cockpit to indicate a problem they would ask for assistance. In this case they had a 3 green (landing gear down and locked) and burned off enough fuel to land within limits, the A330 does not have fuel dumping equipment like Boeing aircraft's, so the pilot did not require any ''assistance''
UJC24 from Miami to Tampa had an engine failure and had to make an emergency landing. They were carrying an NHL team. I did some digging but cant seem to find the recording of the emergency declaration. Found everything else. It's definitely a noteworthy event.
@@oggaming2988 I have the impression It was the same controller that talked to me in this flight >>>>ruclips.net/video/1O7Gxbt62lg/видео.html at min 1:30 ; what do you say?
I think it must've been cannot retract one more landing gears. If it were can't extend then they would've declared emergency and probably attempted belly landing or something. Surely would've asked for assistance upon landing. The breaks also seemed to be working fine! But who knows
N. R. - While it would be great for us to know what went on, we’re not the primary consideration for the pilots or controllers! There’s no actual requirement or benefit in going into further detail wi ATC.
Ash MacKenzie.: Wouldn‘t tower and ground crew benefit if they knew that for example one of the landing gears got half stuck during retraction? We have heard in other videos the communication during other emergencies and the pilots were much more specific...
N. R. The pilot’s number one priority is to fly the plane. They said they didn’t require emergency services which indicates they knew what was wrong. Had the problem involved uncertainty IRT the landing gear not engaging in the correct position for example, it may have been relevant. ATC/ground crew etc weren’t required for assistance in this case and going into detail about irrelevant things clogs up communication needlessly. There’s nothing unusual abt the communication (or lack thereof) in this instance.
So what happened around 6:21 of the video? I'm not sure what the terminology is, but did they come too close together or was there some violation of separation right there? Or was that just a precautionary, "you're getting borderline too close" kind of thing?
Don't know if it is easy to do, but maybe a simple (… minutes later) between the conversations? it looks like the ATC give a lot of course corrections in a small time, but it will be like 15 minutes....
Thank you for the video! Okay, just one thing I don't understand here: As a pilot in this situation and with the awareness that the A330 does not have a fuel dump system, I seriously wouldn't hold with 250 knots in a holding with clean flaps/slats configuration. I would deal with it as follows: Calculate VAPP+margin for the holding altitude e.g. ~ 150 knots and then fly the beast with that 150 knots in FULL FLAPS, Gear Down and maybe 10 degrees pitch... This would burn enormous amount of fuel and would get the plane down some 10-15 minutes earlier... So, what is wrong about my idea? Thanks in advance.
@223 Remington Thanks for your reply! But be advised: I wrote e.g. ! Of course a power setting corresponds to a certain pitch setting for a specific configuration. So my thoughts were with a safe but maximised pitch to hold the altitude in full flaps, gear down configuration.
Landing issue, apparently not too bad and not affecting any aspect of the aircraft performace. Why hustle? Don't you think those 45 minutes in the hold are wasted. Company to be advised, have company coordinate your gate back in JFK, have your crew advised, inform your passengers properly via PA (Pax Address) and more importantly, checklists to go through and redo all numbers with the expected new landing weight according to runways available, runway surface conditions, landing distance, approach briefing, missed approach briefing, emergency briefing (in case something more serious happens upon landing - hot brakes, blown tires, gear fire, evacuation...) and MANY MORE things to go through during all that time ;)
@@MrRobertobagg10 Actually I try to be serious here, seems just like you can't at this point. Just to give you an idea: The V1/VR/V2 figures for an A330-300 at sea level departure (JAKARTA 25L), TOW 216,5 tons, 1013hpa, AC/AI OFF, DRY RUNWAY, WIND CALM, 15°C, REVERSERS fully operatable, no derate with CONFIG 2 are 156/57/61... So let's assume the A330 lifts of at 10° pitch here. If you select flaps full at this point, the 150 kts don't seem that far away, right? Actually as stated before my figures were just randomly guessed but far from "experimental"... So why did I choose 216,5 tons here? This is another (high) assumption for the TOW in this particular case since the MLW for a newer A330-variant is set at 187 tons... I don't expect the subject A/C to have burnt ~20 tons of fuel within 1 hour, but also this calculation is on the "safe" side. I hope you got an insight into the performance of this aircraft, it's not as bad as you think. ;)
@@VASAviation Wrong. All AVA 332 are able to dump fuel. In this case they were overweight by a copuple thousend kilos(5:30 hour flight is considered short sector for a 332) so they decided to burn the fuel rather than dump it as there was not an emergency in progress and they had time.
The A330 haven't fuel dumping system,right??? And where is "Say fuel remaining and SOB" anyways great work sir! Congrats gracias excelente trabajo míster!!!
There's a comment by one of the technicians here on this video that said they were talking to the pilot. They said to just burn the fuel instead of dumping it since it wasn't an emergency (gear down and locked). Better for the environment that way.
Not REALLY an emergency, is it? The controller just needs to place him in a hold and then give him vectors for landing once he's light enough to return back....?
It's enough to be careful about, but not urgent ... so long as the gear is down and locked in place, landing shouldn't be a problem, but it's nothing to take a chance about.
@ Andres Morales - if you scroll up to the 2nd comment on this thread by a guy called Andres Morales he mentioned he was AMT (sorry; I don’t actually know what that stands for) and he spoke wi crew during that flight, discussing that very question. He advised the crew to burn instead of dump bc it wasn’t an emergency. He might be happy to go into more detail if you’d like to ask him.
@@ashmackenzie.2763 Thanks for the hint! He indeed makes a pretty clear point about the subject. Regrading AMT, it stands for Aircraft Maintenance Technician.
Souls on board information is passed on to the emergency crews on the ground so they can be sure to have sufficient resources on hand should the worst occur. Fuel is given so that ATC has a rough idea of how long they can stay in the air given the nature of the emergency.
Fire crews want to know how many people they might have to rescue and how big a fire they might need to put out. I would assume in this case that ATC was worried that the "gear issue" might turn into a "gear failure".
@@VASAviation Saturday 30.03.19 Company: Air Mauritius Airbus: A340 Flight: MK042 Departing from Mauritius to London at around 23:00 local time. Returned back to Mauritius and landed at 01:20 local time. Reason: Problem retracting the landing gear up. Thanks in anticipation.
Can you post a video of what unedited ATC communication is like, I always wonder how many weird sounds go through on the comms and how many different people ATC talks to at once
I dont. Know i m correct or wrong but if airplane manufacturers can add a way to manually retract landing by going down in compartment it can solve ell out of problems
Why would that be a good idea? If it won't go up, it's possible it won't go down. Leave it down! Edit: Extra points for possibly the worst suggestion I have ever read on this channel
![[REAL ATC] Brickyard E170 has ENGINE FAILURE after takeoff | Returns to JFK](http://i.ytimg.com/vi/PiuLuu2K28g/mqdefault.jpg)
![[REAL ATC] Brickyard E170 has ENGINE FAILURE after takeoff | Returns to JFK](/img/tr.png)
Not easy to handle an emergency in busy New York Tracon!
*KUDOS to everybody!!*
I was actually the AMT on shift when this happened. Plane landed safely, issue was was fixed and flew out 3 days later.
I was on board this flight with my mom going to Colombia for the holidays. I was in panic when they announced the issue. They stopped attempting to bring the gear up in case it could get stuck on its way down for landing. Also, the plane could not get much more altitude. The cabin was really loud because of the gear down. I remember texting my family on ground with very low reception. Something that startled me from this recording is that the Avianca Pilots did not request any emergency assistance. I kept thinking what if the landing gear is partially retracted or twisted making the plane veer off the runway during landing? The pilots did not call for brace either. I remembered going onto brace position myself while trying to peek outside the window and saw the emergency crew. I bursted in tears once the planed stopped. Now that I know the air traffic controllers had the emergency crew in place. I am infinetely thankful. I cannot believe Avianca pilots did not learn from its last disaster over JFK by not declaring an emergency or being specific about the problematic issue (remember Avianca 52). I was so scared and shocked the following days that it ruined my holidays. Thanks for posting this. I got the chills listenning to what was really happening in the cockpit while my heart was almost coming out inside the cabin.
3:30 "You're doing great, man!" - Makes you smile to hear that in between all the super-professional handling.
I was the AMT on shift when this happened. I was on the frequency with the crew trying to figure out the problem with the aircraft. Since it wasn’t an emergency I ask him not to dump fuel and just burn it. Gear was down and locked.
What happens to the passengers and the crew in a case like this? Do they have to wait if the issue is resolved in a short period of time to depart again in the same aircraft? If so, due to a long flight, do they have to change the crew? Does the airline has another aircraft at JFK to simply replace the flight or they relocate the passengers in other flights or offer them to spend the night?
Can you tell us more about the issue with the landing gear? i.e. what was the problem and how it was resolved at maintenance.
Sorry for so many questions, I´m just curious xD
chebas85 normally if an issue can be solved the crew have a certain amount of time before their duty expires. Sometimes issues can fixed and the aircraft goes back out. In this case the flight was cancelled. Crew went back to the hotel. Passengers were placed on other flights. Shortening length mechanism on the left gear was the issue on this flight.
@@Snazy30 Thanks for the follow up, it completes the picture when you hear what the problem was
@@Snazy30 small world. Thanks for the info!
The Avianca A330 does not have a fuel dumping system like the Boeing planes, you should know that.
The AV pilot was sharp as a tack, ATC did its usual good job. @VASAviation's videos are getting better all the time.
Great job by the controllers and a very professional Avianca crew member on the radio!
*A330 approaching for a hard landing*
*Landing gear- We don't do that here.* 😂
i agree with Jetblue 616...
Captain Maggie was on the phone with the Avianca heavy pilot and quickly briefed him on landing with landing gear issues.
That’s why there was a such a great outcome.
Such a great job by those pilots!
At least Avianca didn't run out of fuel this time ...
Oof
X2. Damn I felt that haha
9:50 souls REMAINING?
oh dear
Just a quick note; This A330 does not have A fuel jettison system.
Souls remaining?! ;)
I snorted hot coffee when he said that 😂🤣
A few of them perished consuming the fuel.
Also realized that when typing transcript :D
BRUH I WAS LIKE.....WHUT
Some of them jumped off when they heard there were landing gear issues and that Captain Maggie was not on the flight deck.
6:23 That was close between JBU2717 and AVA245, wasn‘t it?
1,000 feet separation :)
VASAviation: Is that a normal distance? I am not a pilot, so I don’t know what is still an acceptable distance...
The normal separation at lower altitudes is 2000 feet but under radar vectors 1000 is good enough
Minimum vertical separation is 1000 feet so it's all good :)
It was close enough to have them highlighted and "CA" to show up, but they were both under ATC control and the lower plane crossed first by a bit so no wake turbulence issues.
*Ryanair: **_We’re gonna make a smooth landing_*
*_April Fool’s!_* 😂😂😂
Nice one... 😆
Ryanair would just fly to it's destination with the wheels down.
It's a € 50 charge for wheels down landing.
So is that basically like a holding zone where there won't be any traffic and he can just go on circles? I didn't realize airspace was so complicated. I'm learning so much from this channel
There are 2 maybe 3 issues there with the most important being this is Class B Airspace - which is generally airspace from the surface to 10,000 feet MSL
Which also has a Transponder Only area out to 30 NM
Whether that applies *under* the «layer cake» which looks inverted in diagrams I am not informed but have to be really keen on where you are or do not fly under those;
Can occur that craft is or could be vectored there so all this occurs due to an incident in Los Angeles then similarly my monitoring shows many commercial air carrier a/k/a Part 121 Air Carrier spend ½ the radio traffic looking for smooth air
What we will see if I run the trace is controller - whom sits in room at TRACON - sees those dots on the screen when system is functioning;
Much time and training to keep them separated so will issue voice instructions to the PIC which may be some standard hold;
Here it is very very likely the controller just keeps them separated ~ they are good at this
[ruclips.net/video/mw4AUdXCWmc/видео.html]
AT 3 Minutes we see the controller issuing Climb to 060 which puts that over the pattern then the left turn to 310 - clumsy doing this so well okay vector west & north which keeps the target tracking generally where it wont go out of range which will likely then get a vector to 195 or 200° - or that direction generally - then will get another vector back into the standard pattern as at that time a gap in traffic will have been made by Approach Controllers so that the emergency can do what it needs to maneuver without crowding other traffic
At 7 Minutes on the tape here we see controller putting him in a standard holding pattern at Class: L-VORW/DME which is published in FLIPS & IFR Low standard charts;
Controller issues *east* which will be detailed in the charts - whether right or left the standard - unless otherwise charted - is right pattern → with 2 Pilots and possible Nav Commander one of them can simply _fly the airplane_ while the *others* review the Standard Terminal Arrival Route (STARs)
Those contain pre-planned IFR / ATC what to do;
We do not have time to do those studies while this is going on;
Hence start IFR Commercial studies now if you intend to continue interest as there is much to learn aside just flying the vehicle
“You are not requesting assistance” “negative” surely that should be affirmative seeing as they are indeed not requesting assistance? Not a pilot here so I’m just interested. Great video :)
I might be able to answer you if i read your question correctly, the ''assistance'' is in regards to ''emergency response crews'' for instance if they have A high temp brake indication or any other alarms sounding or warning the in the cockpit to indicate a problem they would ask for assistance. In this case they had a 3 green (landing gear down and locked) and burned off enough fuel to land within limits, the A330 does not have fuel dumping equipment like Boeing aircraft's, so the pilot did not require any ''assistance''
UJC24 from Miami to Tampa had an engine failure and had to make an emergency landing. They were carrying an NHL team. I did some digging but cant seem to find the recording of the emergency declaration. Found everything else. It's definitely a noteworthy event.
I like the accent of the departure/cmrn controller ; anybody knows his name?
acastellini a classic New York accent
@@oggaming2988 I have the impression It was the same controller that talked to me in this flight >>>>ruclips.net/video/1O7Gxbt62lg/видео.html at min 1:30 ; what do you say?
acastellini it’s possible. Quite a few people in that area have a similar accent.
OG Gaming 2 -They all do!- Ozone Park, Queens, NY!
If it had landing gear issues..how did it land? I obviously dont fly
Hearing that a charter plane carrying the NHL Team Tampa Bay Lightning lost an engine after takeoff
UJC24 from Miami
Isn‘t „we have problems with our landing gear“ a bit unspecific? What is it? Cannot retract, cannot break, cannot extend...etc.?
I think it must've been cannot retract one more landing gears. If it were can't extend then they would've declared emergency and probably attempted belly landing or something. Surely would've asked for assistance upon landing. The breaks also seemed to be working fine! But who knows
They also talk to their company technicians which you don't hear over ATC.
N. R. - While it would be great for us to know what went on, we’re not the primary consideration for the pilots or controllers! There’s no actual requirement or benefit in going into further detail wi ATC.
Ash MacKenzie.: Wouldn‘t tower and ground crew benefit if they knew that for example one of the landing gears got half stuck during retraction? We have heard in other videos the communication during other emergencies and the pilots were much more specific...
N. R. The pilot’s number one priority is to fly the plane. They said they didn’t require emergency services which indicates they knew what was wrong. Had the problem involved uncertainty IRT the landing gear not engaging in the correct position for example, it may have been relevant. ATC/ground crew etc weren’t required for assistance in this case and going into detail about irrelevant things clogs up communication needlessly. There’s nothing unusual abt the communication (or lack thereof) in this instance.
So what happened around 6:21 of the video? I'm not sure what the terminology is, but did they come too close together or was there some violation of separation right there? Or was that just a precautionary, "you're getting borderline too close" kind of thing?
They were 1000' in height away
1000 feet is separation is OK
This is a good information and I thank you for uploading it. How did you get it?
I'm a newbie. Can you explain : N90JFKCAMRN, N90ISLIP, N90JFKROBER. Thank you.
Hi Ian,
Those are different sectors within the N90 Tracon Airspace.
@@VASAviation Thanks for the reply.
Don't know if it is easy to do, but maybe a simple (… minutes later) between the conversations? it looks like the ATC give a lot of course corrections in a small time, but it will be like 15 minutes....
Just look at the clock above!!
"I need souls remaining on board"..... 😅
Thank you for the video!
Okay, just one thing I don't understand here: As a pilot in this situation and with the awareness that the A330 does not have a fuel dump system, I seriously wouldn't hold with 250 knots in a holding with clean flaps/slats configuration.
I would deal with it as follows: Calculate VAPP+margin for the holding altitude e.g. ~ 150 knots
and then fly the beast with that 150 knots in FULL FLAPS, Gear Down and maybe 10 degrees pitch... This would burn enormous amount of fuel and would get the plane down some 10-15 minutes earlier...
So, what is wrong about my idea?
Thanks in advance.
@223 Remington Thanks for your reply! But be advised: I wrote e.g. ! Of course a power setting corresponds to a certain pitch setting for a specific configuration. So my thoughts were with a safe but maximised pitch to hold the altitude in full flaps, gear down configuration.
Too heavy for that speed (150 knots) , which is the min landing speed when aircraft is a lot lighter , you can't be serious
Landing issue, apparently not too bad and not affecting any aspect of the aircraft performace. Why hustle?
Don't you think those 45 minutes in the hold are wasted. Company to be advised, have company coordinate your gate back in JFK, have your crew advised, inform your passengers properly via PA (Pax Address) and more importantly, checklists to go through and redo all numbers with the expected new landing weight according to runways available, runway surface conditions, landing distance, approach briefing, missed approach briefing, emergency briefing (in case something more serious happens upon landing - hot brakes, blown tires, gear fire, evacuation...) and MANY MORE things to go through during all that time ;)
@@VASAviation oh wow, that sounds like an idea, especially the gate situation in JFK is adverse. Thanks for your reply. :)
@@MrRobertobagg10 Actually I try to be serious here, seems just like you can't at this point. Just to give you an idea: The V1/VR/V2 figures for an A330-300 at sea level departure (JAKARTA 25L), TOW 216,5 tons, 1013hpa, AC/AI OFF, DRY RUNWAY, WIND CALM, 15°C, REVERSERS fully operatable, no derate with CONFIG 2 are 156/57/61... So let's assume the A330 lifts of at 10° pitch here. If you select flaps full at this point, the 150 kts don't seem that far away, right? Actually as stated before my figures were just randomly guessed but far from "experimental"... So why did I choose 216,5 tons here? This is another (high) assumption for the TOW in this particular case since the MLW for a newer A330-variant is set at 187 tons... I don't expect the subject A/C to have burnt ~20 tons of fuel within 1 hour, but also this calculation is on the "safe" side. I hope you got an insight into the performance of this aircraft, it's not as bad as you think. ;)
hey whats the rule on dumping fuel?
-long island sound was a mere mile away ...couldve dumped? but chose to burn it instead?
00Billy not all planes can dump fuel
The A330-200 can iirc
Sebastian Contreras not all of them. It’s an option at order
This exact aircraft is unable to dump so they had to burn instead.
@@VASAviation Wrong. All AVA 332 are able to dump fuel. In this case they were overweight by a copuple thousend kilos(5:30 hour flight is considered short sector for a 332) so they decided to burn the fuel rather than dump it as there was not an emergency in progress and they had time.
"souls remaining onboard" WTF did some peeps fall out
consume does not mean dump or release by any means right?
Negative. He means "burn fuel".
Yeah and pilots more often use burn fuel thats why he was bit confused.
That how we say it in Spanish... ''consumir combustible''....😅 Languages are a funny thing..
Yeah, consume is "to use up" fuel where as dump is to "dump" lol. Yepp
I dont think he could have dumped fuel, the reason is his low altitude, people will get showered below him.
The A330 haven't fuel dumping system,right??? And where is "Say fuel remaining and SOB" anyways great work sir! Congrats gracias excelente trabajo míster!!!
I think Ive read somewhere that some A332s do and some dont, but all A333s do not come with a fuel jettison system
Look about the 10:00 mark
@@drmayeda1930 yeah i just see ir my fault sorry
There's a comment by one of the technicians here on this video that said they were talking to the pilot. They said to just burn the fuel instead of dumping it since it wasn't an emergency (gear down and locked). Better for the environment that way.
From what I understand, fuel dumping capabilities on the A330s are offered as optional by Airbus.
Me: *watches [REAL ATC]*
Me: *watches [REAL ATC]*
Me: *watches [REAL ATC]*
Also me: You know, I might as well subscribe..
"Fuel remaining in POUNDS"... america lol
Not REALLY an emergency, is it? The controller just needs to place him in a hold and then give him vectors for landing once he's light enough to return back....?
Pretty much the case.. Since no lives were at risk, no need to declare may day
It's enough to be careful about, but not urgent ... so long as the gear is down and locked in place, landing shouldn't be a problem, but it's nothing to take a chance about.
Oustanding job on the controller's part.
I wonder why they decided to spend 45 minutes burning the excess instead of just dumping it.
Unable to dump.
@@VASAviation Makes sense.
@ Andres Morales - if you scroll up to the 2nd comment on this thread by a guy called Andres Morales he mentioned he was AMT (sorry; I don’t actually know what that stands for) and he spoke wi crew during that flight, discussing that very question. He advised the crew to burn instead of dump bc it wasn’t an emergency. He might be happy to go into more detail if you’d like to ask him.
@@ashmackenzie.2763 Thanks for the hint! He indeed makes a pretty clear point about the subject.
Regrading AMT, it stands for Aircraft Maintenance Technician.
The A330 does not have fuel jettison equipment like the Boeing aircraft's
I wonder what the actual issue was? And why he refused assistance?
Maybe the landing gear doors were not shutting properly, could be a number of things that don't require any assistance.
Souls remaining on board?
The jetblue 616 one...
It seems very difficult to deal for the controller
Huh? Both ATC and the Avianca crew handled everything extremely well!
why do u need to know number of souls and fuel on board? like it's gonna help.
it is for the rescue service's use/ knowledge in case things go bad
Souls on board information is passed on to the emergency crews on the ground so they can be sure to have sufficient resources on hand should the worst occur. Fuel is given so that ATC has a rough idea of how long they can stay in the air given the nature of the emergency.
@@Genthar
Or how bad a fire will be if there is a crash. Especially with that aloha flight that got turned into a convertible.
Fire crews want to know how many people they might have to rescue and how big a fire they might need to put out. I would assume in this case that ATC was worried that the "gear issue" might turn into a "gear failure".
There is another landing gear problem about an Air Mauritius, can you do a video on that please?
Date, place and time?
@@VASAviation Saturday 30.03.19
Company: Air Mauritius
Airbus: A340
Flight: MK042
Departing from Mauritius to London at around 23:00 local time.
Returned back to Mauritius and landed at 01:20 local time.
Reason: Problem retracting the landing gear up.
Thanks in anticipation.
While everyone is forcing on 737 and 787-10 grounding...
2:24 a simple typo "goinna"😅😅
5:40 also "sonsume"
VASAviation wouldn't be VASAviation if videos were 100% ···> prefect
@@VASAviation no worries then 😂😂😂
@@VASAviation they were typing with the accent in mind. Jk no offence :P
Karan Parekh - he does the typing! He somehow manages to do it all!
Can you post a video of what unedited ATC communication is like, I always wonder how many weird sounds go through on the comms and how many different people ATC talks to at once
Untrimmed version will be released in a few hours.
Faisal Sohail - you can also listen in on communications between ATC and pilots from many airports around the world 24/7 on www.liveatc.net
I dont. Know i m correct or wrong but if airplane manufacturers can add a way to manually retract landing by going down in compartment it can solve ell out of problems
If it won't retract and can still be locked down then landing as soon as possible is the best way.
Why would that be a good idea? If it won't go up, it's possible it won't go down. Leave it down!
Edit: Extra points for possibly the worst suggestion I have ever read on this channel
Peace be upon all those affected.
Not a big deal
Why do only those affected deserve peace? In the words of Shannon Noll, "what about me?"
@@g00rb4u peace be upon Shannon noll also.
@@wkdravenna Lol. Cheers!
@@g00rb4u cheers be upon you Greg !
hi
Wow Avianca in NY with a problem actually has fuel this time!
43rd!
Zeroth :P
Third
First!
2nd!
fourth