Right engine failure shortly after takeoff. Delta Airbus A320 goes back to Atlanta Airport. Real ATC
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- čas přidán 8. 07. 2024
- THIS VIDEO IS A RECONSTRUCTION OF THE FOLLOWING SITUATION IN FLIGHT:
08-JUL-2024. A Delta Air Lines Airbus A320 (A320), registration N373NW, performing DAL2097 / DL2097 from Atlanta Hartsfield-Jackson International Airport, GA (USA) to Frederick Douglass/Greater Rochester International Airport, NY (USA) shortly after departure declared an emergency, reported right engine failure and requested return to Atlanta. The airplane positioned for approach and landed safely on runway 8 left. After landing the aircraft stopped on the runway for inspection by the emergency personnel.
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Timestamps:
00:17 Delta Airbus A320 declares an emergency shortly after take-off from Atlanta Airport. Engine failure
01:05 The flight crew contacts Departure controller. They are trying to climb the aircraft
03:38 The airplane was transferred to the frequency of Atlanta Approach controller
05:17 The pilots contact Tower controller
05:39 Landing at Atlanta Airport. Communications on the ground with the emergency personnel, ARFF team.
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THE VALUE OF THIS VIDEO:
THE MAIN VALUE IS EDUCATION. This reconstruction will be useful for actual or future air traffic controllers and pilots, people who plan to connect life with aviation, who like aviation. With help of this video reconstruction you’ll learn how to use radiotelephony rules, Aviation English language and general English language (for people whose native language is not English) in situation in flight, which was shown. THE MAIN REASON I DO THIS IS TO HELP PEOPLE TO UNDERSTAND EVERY EMERGENCY SITUATION, EVERY WORD AND EVERY MOVE OF AIRCRAFT.
SOURCES OF MATERIAL, LICENSES AND PERMISSIONS:
Source of communications - www.liveatc.net/ (I have a permission (Letter) for commercial use of radio communications from LiveATC.net).
Map, aerial pictures (License (ODbL) ©OpenStreetMap -www.openstreetmap.org/copyrig...) Permission for commercial use, royalty-free use.
Radar screen (In new versions of videos) - Made by author.
Text version of communication - Made by Author.
Video editing - Made by author.
HOW I DO VIDEOS:
1) I monitor media, airspace, looking for any non-standard, emergency and interesting situation.
2) I find communications of ATC unit for the period of time I need.
3) I take only phrases between air traffic controller and selected flight.
4) I find a flight path of selected aircraft.
5) I make an animation (early couple of videos don’t have animation) of flight path and aircraft, where the aircraft goes on his route.
6) When I edit video I put phrases of communications to specific points in video (in tandem with animation).
7) Together with my comments (voice and text) I edit and make a reconstruction of emergency, non-standard and interesting situation in flight.
I was on this flight! Crazy, right after takeoff felt like the right side of the plane’s underbelly got slapped with a wrecking ball. Hydraulics on the A320 were “barking” to no end. Heard the left engine spool up and the rest was smooth sailing (albeit tense) until landing. Kudos to unreal crew and sharp atc.
I just love how well the flight crews and ATC communicate with each other during emergencies
Once again, fantastic CRM and flight crew.
Speed restrictions for an emergency aircraft on one engine? Maybe the controller could put those on the other traffic instead.
Because below 10,000 ft, aircraft are generally restricted to 250 KIAS. Asking them to slow is the safest for other aircraft and actually benefits the emergency aircraft as they will be less maneuverable and may be focused on head-down tasks running through their emergency procedures to secure the aircraft for a final approach. They are low and may not have the performance heavy with fuel on a hot day with only one engine. This helps to ensure that they don’t start encroaching on someone ahead of them and have to go around, fly a 360 or further delay their return. Additionally, they may not want to have to be in a situation of needing full power and potentially have a problem develop on their remaining engine. The weather here is also VFR and pilots will normally be expected to see-and-avoid other traffic - only with guidance from atc. Low and slow get the right of way as does an EA. You can also hear that despite visibility being good, it took a bit for the flight crew to call field in sight. This may be due to task saturation. Finally: a pilot can also always instate P. art 91.3 command authority and refuse any instruction that may compromise safety of flight.
Imagine all the news stories if these recent A320 engine failures (which are of no fault of Airbus) happened to be Boeing jets? I mean, a 25-year-old 757 lost its wheel on takeoff today, and people (some, not all) are screaming about Boeing quality issues. It's beyond clueless.
i applaud these comms!
Approach sounds off-mike -- like it's the microphone at the position next to him picking him up.
Any reason they chose the shorter runway?
Isn't N373NW the A320 that had a fire a week or two ago in the right engine and emergency landing?
That plane did have an engine fire on the 20th of June, but according to a site that lists air safety incidents by registration number, it was the left engine. I can't link it because youtube blocks links in comments, but the site is "aeroinside".
I've really heard the very distinctive PAN-PAN-PAN, haven't I?
Generally pilots in the USA don't use "PAN", it's more for outside the USA. Same for "Mayday". We just declare an emergency, or, more often, ATC declares an emergency for us. There's no rule against using those terms inside the USA it's just not common practice.
@@darrylr.4983 Maybe you’ve just explained to me why USA pilots use MAYDAY even when it’s just an emergency. They are just not used to pronouncing PAN-PAN-PAN :)
As a non-native speaker, I’m surprised by the distinctive pronunciation of some pilots when it comes to the USA. Alas, this is not a common practice.
I’ve thought that any emergency situation deserves a clear radioexchange. Not to hide the most important word somewhere within usual stuff.
@@alexartukov When USA Pilots are flying outside the USA they will use "Pan" or "Mayday" because that is the ICAO standard procedure. I'm retired with 15,000 hours of flying time and have never used either phrase. In civilian flying I never had a serious emergency, only one situation where my flaps were stuck in the fully retracted position. Since we had a 13,500 foot runway that wasn't a big issue. In military flying I had a lot more stuff happen and have declared an emergency a few times but never used "Mayday".
After declaring an engine failure, you’re asked to climb 2k feet? 🤔
Yes could be for either terrain clearance or traffic clearance above uncontrolled VFR traffic. An Airbus missing a single engine will have absolutely no problem climbing 2k. The two most useless things to a pilot is runway behind and altitude above. As a pilot I want to make sure I have suffient altitude to be safe and I will absolutly climb to that safe altitude
@@Astro-ok9mzthat’s exactly why!
ATL is at 1026 feet above sea level so when they were assigned 4000 that was only 3000 above the ground. That's a fairly normal altitude for vectoring back to the airport.
Why stop on the runway and not just let the plane roll onto one of the taxiways? If the thing can keep flying for 10 more minutes it sure can handle an extra 100 feet of rolling down tarmac? By blocking the runway they could potentially create more issues for the airport.
Honestly
My guess is the engine that failed also failed the hydraulic system that does the nose steering
Apart from hydraulic issues, they are also worried about a fire. It's best not to drive an airplane full of fuel near other airplanes full of fuel, if you aren't certain your airplane isn't on fire or if you might be shooting sparks from the dead engine. If there is a fire, you need to evacuate everyone, it's also best to not do that around other airplanes taxiing.
My aircraft doesn't allow SE taxing.
There is more space for ground to work on runways as opposed to taxi ways. (I think)
A320 engines again. Embarrassing.
Relative newbie here. Engine manufacturing? Engine design? Engine maintenance?
Yes
@@pgbrandoncould be all sorts of things. Could have been a bird ingestion.
@@pgbrandon Age. The plane is from 2001. Originally flew with Northwest Airlines, which is why it has a NW suffix on its registration. CFM-56 engines, which are extremely reliable. They probably just have too much time on wing.