Smoke and fumes in the cockpit. Pilots are on oxygen. Delta Airbus A321 returns to Atlanta. Real ATC
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- čas přidán 31. 05. 2024
- THIS VIDEO IS A RECONSTRUCTION OF THE FOLLOWING SITUATION IN FLIGHT:
14-MAY-2024. A Delta Air Lines Airbus A321 (A321), registration N379DN, performing flight DAL956 / DL956 from Atlanta Hartsfield-Jackson International Airport, GA (USA) to Denver International Airport, CO (USA) during climb out of Atlanta declared an emergency, requested return back to the airport of departure and reported smoke and fumes in the cockpit. The pilots also informed the controller that they were on oxygen. The aircraft landed safely on runway 27 right and continued taxi to the gate.
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#realatc #aviation #airtrafficcontrol
Image from thumbnail was provided by a passenger.
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Timestamps:
00:00 Description of situation
00:17 Delta 956 is climbing out of Atlanta Airport
00:54 Smoke and fumes in the cockpit. Pilots are on oxygen. The airplane is returning
03:45 The flight crew contacts Final Approach controller
05:05 The pilot contact Tower controller
05:55 The airplane land safely at Atlanta. Communications on the ground
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THE VALUE OF THIS VIDEO:
THE MAIN VALUE IS EDUCATION. This reconstruction will be useful for actual or future air traffic controllers and pilots, people who plan to connect life with aviation, who like aviation. With help of this video reconstruction you’ll learn how to use radiotelephony rules, Aviation English language and general English language (for people whose native language is not English) in situation in flight, which was shown. THE MAIN REASON I DO THIS IS TO HELP PEOPLE TO UNDERSTAND EVERY EMERGENCY SITUATION, EVERY WORD AND EVERY MOVE OF AIRCRAFT.
SOURCES OF MATERIAL, LICENSES AND PERMISSIONS:
Source of communications - www.liveatc.net/ (I have a permission (Letter) for commercial use of radio communications from LiveATC.net).
Map, aerial pictures (License (ODbL) ©OpenStreetMap -www.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.
![CHUTE HAPPENS: Delta 767's Return After Escape Slide Deploys In-Flight [ATC audio]](/img/n.gif)
That controller needs to learn how to listen to the answers to his questions, the first time he asks them. This is especially important when communicating with an emergency aircraft.
Yeah, he's like, throw away your checklists and answer my dumb questions over and over again.
You tell em.
In recent years, of DEI hires, controllers, ATC, etc. do not seem to "get" how hectic it is in the cockpit when suddenly the crew are confronted with emergencies. They repeated ask for pax. on board, fuel weight, over and over. Even as they are passed-off. The crew should only have to say it once.
Just goes to show how dangerous the DEI hires are. No experience, no wisdom, little to no work ethic, irresponsible, etc.
It is only a matter of "when". Ground and airborne near-misses are almost a daily even here in the US now.
@@rileysteve Show us your research.
@@TiptronicSS As we do with your comments?
Thanks for posting. Good example for new ATC controllers of the need to do a better job in handling emergency aircraft.
Listen up and write it down!
Thank you. Absolutely agree.
It's always good to have an adult in the discussion!
As a former busy ambulance dispatcher in a large Canadian city, when all hell breaks loose in an emergency, I still have 28 crews in my ear and new 911 calls are hitting my screen at the same time. Within all of that, crew radios walk over each other and I can't hear shit. I have to document nearly every radio call that comes into my ear as well as again, having 911 calls appearing on my screen beeping at me. I have less than a minute from the time that call hits my screen to determine the closest available unit to the call and give crews notice by either radio or Station Alarm. Depending on the severity of the call, I sometimes have to reroute crews on lower priority to the higher priority call all the while finding a close crew to do the call I just pulled the crew from. And all while this is happening, the crews are still going in my ear advising me they are mobile, at the call, departing to hospital, arriving at hospital and again when they have a clear and available stretcher.
I am also on the phone a lot with crews and supervisors on nearly all shifts. And the 911 calls keep coming in.
These radio recordings are clipped for our entertainment, but I can tell you that his ears never stop hearing crews all going about their duties which he still has to pay attention to, in addition to the flight in an emergency, the emergency crews, his supervisors, ground, the company etc., all about an emergency flight is coming in.
Cut him some slack. Had he heard them, he would have not had to ask again.
@@ThisIsDaddyBear I guess your reply got posted under Juan Browne’s posting because that was my last comment. I would like to thank you for your response, it’s always good to see how things operate on the other side of the radio. As a pilot I have visited Tower cabs from the East Coast to the Midwest to Arizona. I spent a fair amount of time at the Syracuse TRACON and Kansas City Center. I can tell you from my limited experience on the ATC side, it is not as hectic as your experience as a 911 dispatcher. Thank you for revealing the demands as a 911 dispatcher. Looking at it from the pilot’s perspective, an aircraft on fire (smoke in the cockpit) is one of, if not the most, frightening situations a pilot can experience. You are at several thousand feet and know you have a limited amount of time to get it on the ground. In the back of your mind is Swiss Air 111 which under similar circumstances (smoke in the cockpit) was not able to land soon enough and over 200 people died off Peggy’s Cove Nova Scotia. You are correct, I had an issue with the Departure Controller asking multiple times for the same information, but my biggest complaint was after all that, the Fire Captain was still given the wrong fuel load… 27,000 pounds to low. The Fire Captain would be expecting a small fire only to be surprised by a huge fire fed by the “extra” Jet A. In my opinion the ATC services in the USA have declined over the last ten years, especially in response to unexpected or emergency situations and we need to improve.
@@ThisIsDaddyBear If they were dealing with two emergencies at the same time, I'd agree with you. If they'd asked three times and got it right, I would agree with you. However, afaik, they only had one emergency and got the fuel wrong even after the third attempt. That's beyond acceptable to me.
In an emergency in particular the controller should not be asking for clearly communicated information to be repeated. Really shabby performance.
At last he didn't ask whether he should order pizza for them to be ready if they landed! So could have been worse!
Report souls on board, infants, goldfish, number of vegetarians, US passport holders, fuel in pounds, dangerous goods 🤡
We were on this flight going to our daughter’s wedding. It was scary and a lot of prayers were said. 🙏🏼
Yeah, I'm in a fire at 10000 feet, and calm as a cucumber ⭐
If I have smoke, fire and I’m on a mask, I’m not gonna take vectors all over fucking Atlanta to get back on the ground. That fucking crew should’ve been quicker to get on the ground. Lots of incompetence on both sides.
This is brutal to listen to. I had to shut it off. There are so many controllers out there that do a great job. We were all new at something once, but geez.
I find one of the biggest hazards is ATC itself!
Tower got the fuel weight wrong when talking to the fire chief. Off by about 27k lbs. No way you're getting from ATL to Denver on just 3k lb
Yeah... they missed a zero in there. It definitely helps if you can get the order of magnitude right.
If you're trying to fly from ATL to Denver on 3k lb of fuel, you better be in something a lot smaller than an A321...
Good grief. Ex controller here and it was painful to listen to this. Not listening to any of the info pilots are giving him ref the emergency, etc and the final vector guy is telling him ILS. These pilots are busy enough in the cockpit without ATC increasing their workload. Just embarrassing!!
OMG that controller is horrible!
Well, to be fair, most kids ARE hazmat, so there's that
I think that controller should ask for souls and fuel 3x more again.
Well, maybe if they did, they would have gotten the order of magnitude right! Tower reported it to ARFF off by a factor of ten...
Any hazmat or kids? 🤣🤣🤣
Are they one and the same?
@@pgbrandon Just change one diaper and yes they are the same LOL
Never heard a question about"infants" before... but HazMat I have, and I guarantee that the fire department folks would like that information.
Usually the pilots will automatically report infants. It helps to know because they are in the lap not in a seat restraint. I believe that lap babies are non-paying and not a passenger. Which is age discrimination. They won't let my wife sit on my lap and only pay one fare.
Infants frequently have hazmat material in their diapers.
@@don1965don souls on board are souls on board. Age shouldn’t matter. And lol at the last part
Yes the infants on board is a new one. Souls on board doesn't mean souls with an assigned seat 💺 as far as I was aware.... 🤷🏾♀️
They don't always ask for infants, but I do hear them ask about it sometimes. It's good information for ARFF to know if there are any. They won't be able to deplane themselves and, especially in the event of an actual crash (which this wasn't,) they might not end up in a seat if they weren't strapped in with a car seat. Up to 2 years old, they are allowed to fly in a parent's lap. Which is not an especially safe place for them to be in the event of a crash, but the FAA decided to allow it largely because not allow it was deemed like to result in more of the families driving instead, which is far more likely to result in the infant being injured than the extremely remote chance of being in an airplane crash.
There’s a huge difference between what pilots stated 38000LB and tower 3800LB fuel!
Geez...can't ATC ever write anything down?! They didn't convey the fuel load properly.
How much fuel was that?
So pilot says he wants to get on the ground ASAP, is on oxygen then ATC tells him to CLIMB to 11K feet??? Then he needs to get repeats on every single bit of emergency info?? Good grief...
I thought the same thing! They teach us You can have as little as 7 min of controllable flight when on fire. I would be ready to tell them I am bringing myself in, just get everybody out of my way.
@@barryfinney8032 Yep
Climbing out of a busy corridor (like Atlanta) they need to get other traffic out of the way. Also, terrain is a factor at that field.
@@cathiefieser7296they can make other airplanes move and let this one stop the climb. And terrain is not a factor at 10k in Atlanta. Look at a topo map
@@cathiefieser7296It’s ATCs job to get everyone out of the way. Delta could’ve refused all commands by ATC and dictated what they want and it would be ATCs job to make it work.
Departure ATC asking to repeat answers too many times!
this controller...
Possible controller deviation......needs listening skills.
If you really want to go down that path then let’s play. The standard for listening is the controller. If the pilot reads back the wrong thing then the pilot is clear. It’s always the controller that is going to eat the error even if it was the pilot’s 3rd incorrect readback that flight.
Crew gets an A , ATC gets an F. It’s getting dangerous out here
Crew gets a C at best...
Any Hazmat or infants? Maybe just ask "are there any dirty diapers on board?"
Yeah, the hazmat is what the heck ever has up on oxygen because of the fumes.
As a both FAA and EASA certified pilot i really do not understand why:
1) FAA ATC (and many ,not all, US pilots for that matter) does/do not use the internationally agreed terminology; It;s safer, always anywhere.
2) Support the flightcrew as much as possible - a potential fire in the cockpit is very stressful. No non essental questions
3) In a potential fire situation the plane needs to get on the ground asap, like asap. Of course there might be some conflicting traffic - but this plane has pririority over anyone else
4) one departure in front of you?? WTF? That runway should be free and ready to go - all yours
5) It could be me - but I sure get the impression ATC quality is way down from what I was used to in the States
6) Soon something will go terribly wrong on the ATC front in the US. Only a matter of time and at some point your out of luck. Of course same applies anywhere else.
7) Hope the pilots use the authority they have in these situations. They make the final descicion - not ATC - only when they really must do that of course...
8) A friend of me put his plane (a jet) down on the taxiway of a commercial airfield in Europe, even when ATC/Tower told him not to land and did not provide him with a clearance
9) Had a fuel leak and later it was determined that he was indeed flying on fumes - no action taken. ATC reprimanded and retrained because he told them he needed to land now. He was right.
Anyway, crew was doing a good job, ATC absolutely amateurs - too bad - its ATL !
Well said
Does anyone have a recording where ATC actually listens to the answers to their questions?
🪠🪠🪠🪠🪠🪠🪠🪠
Gotta look across the pond.
Old geezer EuroBrit controllers. Pip Pip.
Not in the USA. Elsewhere absolutely
@@Ndub1036 Are you a nasty EuroBrit or a traitor?
Every single time I listen to these, the ATC has the pilots repeat both souls/fuel multiple times. Either it's important enough to listen and note or just stop asking.
ATC still copied the fuel wrong lol
Actual fuel on board =30800 pounds, the Tower Controller broadcast to emergency vehicles 3800 pounds. If there is a fire the "extra" 27,000 pounds of fuel will make a lot of difference. A "sanity" check by the Controller would have flagged the problem. The aircraft would never be able to get to their original destination (Denver) on 3800 pounds of fuel.
This seems like an actually good use for AI -- A voice to text that can parse out these numbers and communicate them to emergency services, or at least be visually indicated to ATC as a backup verification.
Right? Most report time, he wanted pounds. Love the consistency.
Tower got it wrong.
@@bobteter4300 Well, it sounded like another Affirmative Action controller, so pretend you didn't notice!
Boeing no!
Mom I'm right here.
Sorry, force of habit. Airbus no!
WE ARE ON INSTRUMENTS!
No Scarebus for me
Controllers were awful. Pilots were professional and patient
You can tell that the Captain donned his mask.
👍👍👍
they go all Darth Vadery 😁
This a regular CQ scenario. we train more on this than v1 cuts.
with all the recent incidents of controllers creating dangerous situations, it's reassuring to hear a case of everyone coordinating an emergency situation while maintaining safe operating procedures.
Infants move you full emergency status
Not good!
Wow, these USA controllers need to learn to listen. They may not have the opportunity to say again in an emergency.
All questions asked by the ATC seems valid to me as an airline pilot. Fuel in time is almost standard for any emergency (Regardless of faa or icao) and hazmat/infant pax question is valid for fire fighting purpose. Notice they are relaying all information to the fire chief once the aircraft is on final. May have not been the most standard way of radio communication but hard to say that they are clogging the frequency with unnecessary questions.
As a pilot do you often encounter an ATC that KEEPS asking the same questions over and over? If you're dealing with an emergency I'm sure you're following the advice I always hear blancolirio say.... aviate.. navigate... communicate. He asked for vectors... ATC should have been all over that... If the pilots are on oxygen why would ATC say CLIMB to 11,000 feet after the pilot said they needed to get on the ground as soon as possible? Not to have the emergency aircraft climb for possible other traffic. Clear the other traffic out of the way and get that plane on the ground. And THEN to tell the pilot ATC will determine what they need, not we'll roll the equipment. If you're a pilot how would you grade this at the busiest airport in the world?
@@TheGospelQuartetParadise in a perfect world with perfect comm equipment and undivided attention, may not be the best to ask questions again. However you have to consider human factors in this. ATCs are human just like us pilots. They may not sound like startled but they are also going through some high stress with inevitable tunnel vision onset as they try to guide the plane in. We can all monday quarterback on their performance but at the end everyone was safe. I commend them for their professionalism.
@@TheGospelQuartetParadise And for the reason of climb, 11k is the standard altitude for ATL arrivals (I am based there). The pilot notified the ATC that they are trouble shooting, and the ATC suggested altitude working best for all parties. If the pilot thought that altitude was inadequate for the emergency they were in, they would have declined. More you know about the local area, more you understand why.
@@leeaf7 But, the ATC made no inquiry as to how long the crew had been on oxygen, and whether they had adequate oxygen to climb. I am with the planespotting crew that caught the wheel drop off that United flight at SFO. We hear ATC every day and when there is an emergency ATC always asks if the pilots need a holding area to troubleshoot, but they never say climb. They say would you LIKE to remain at your current altitude? And since SFO and LAX are on the water the question invariably is would you like to go offshore to troubleshoot or to dump fuel. But, I'm not pilot. Just know a few 777 and A380 pilots.
@@TheGospelQuartetParadise Pilots were fully aware of their capability to decline any clearance which would further hinder with the safety of flight. Controllers did their job (arguably not in the perfect way) to keep the aircraft safe while gathering all necessary information. Again, we can do this all day long making circles but at the end everyone walked off safely and the system worked well. When you fly international dealing with other countries' ATC, you will quickly realize that the US controllers, despite everyone complaining about their non-standard way of conducting business, are the best in the world in terms of their safety, efficiency and top-notch SA.
Delta Airbus A321
“Standby for other information” means “I can’t remember what I’m supposed to ask” ……ATC gets worse every day
The controller freakin sucked.
Boeings fault
🤣
Why are they having them climb to 11 when the pilots have masks on?
Maybe there's minimum levels even levels go the other way?
Oh look.............another not a Boeing :)
😁
They said AirBus in the title.
@@margaretbutler9528 I was being sarcastic, there's a cohort of posters here that go mad when a Boeing is involved in an incident. Cheers
I get it. Nothing happens today without exaggerated responses. Have a photo of my great and her team with the B-29 she helped build in WWII at Boeing in Seattle.
That is great aunt
smoke in the cockpit should elicit far more helpful and knowledgable interactions with atc than this crew received. these controllers need remedial training - for careers as far away from aviation as practical. appalling.
First they came for your cars , then they came for........
I know Hartsfield is the busies airport in the world but was this controller on the first day at work. The pilot was told to climb to 11000 ft AFTER he said they needed to get on the ground quickly. Then he was obsessed with fuel on board, souls on board, and infants. I always thought infants were included in the SOULS on board. And, when the pilot asked if emergency equipment would be ready, the controller said We'll determine what you need. The pilot has already said there's smoke and fumes in the cockpit. My daddy always said where there's smoke there's fire. So ATC didn't have ARFF standing by to meet and follow that airliner down the runway until it was determined that it was safe to either taxi to the gate or evacuate the craft because there was visible smoke coming from it? Tower we have a number for you to call.
ARFF was there, tower notified the Fire Chief. Yes, she got the fuel wrong.
@@DeweyCheatumNHoweLLC so when have you heard an ATC keep asking if there were infants aboard. And when the ATC said we will determine what you need, I would have said, meet me behind the maintenance hangar and I'll show you what I determined you need.
@@TheGospelQuartetParadise Yes, First Approach controller asked twice about passengers, and fuel, plus asked specifically about infants. Verification for ARFF possibly? The second was the tower controller. I don't get what she meant by that, ARFF was already out there. That was a very strange statement. Maybe the tower controller is the Delta pilots wife?
@@DeweyCheatumNHoweLLC Did you also hear the controller say "We'll determine what you need?" When the pilot asked if the emergency services would be there to meet the plane.
@@TheGospelQuartetParadise At 5:25, Tower makes that statement.
Join L!?! Which way should they turn to "join" L?
“Any infants or hazmat” why does infants matter
Special needs if smoke and fumes entered the cabin?? Just speculating.
Lap infants, a passenger that does not have a seat and is not belted in.
The result, if disaster occurs, is an out of seat body.
Generally the airport fire service need this info
Infants should just be classified under hazmat /kidding
What Jawharpist said -- lap infants. I wonder if they're not counted in passengers due to not having their own seat?
It's likely the adult will not be able to prevent the infant from flying out of their arms in a severe crash. In that case the firefighters will have to go in and find the infant since the child cannot get out by themselves.
Fumb duck controller. As usual.
Why does the fire department need to know people versus infants? Look for bodies guys cmon
Cockpit windows do open- why not just go down below 10,000 and crack a window?
Because having a 200 mph wind in the cockpit isn't going to help. It would, among other things, make communication between the pilots and with ATC essentially impossible.
I hope you are joking.
My ww1 plane can do without any of those newfangled windows we just have our heads in the air and goggles!
@@DriveOnGuard Whaat?.. The Alaska Airlines had a whole door fly off and they made it OK. Just open it a tiny bit!
@@md95065 ATC couldn't seem to understand them anyway. Just keep yelling 'Mayday!' ... everyone will get outta the way.
D. E. I. ("Once you get on the ground, we will determine what you need.")
🤡
U.R.ID10T
Is that how you got the burger flipping job?
The controllers weren't sharp either. That DEI too, or is it that some people from all backgrounds can be bad (and good).
@@jasondwyer5861 You don't understand. People from all backgrounds can be bad and good. But if you hire people BECAUSE they are minorities (ie discounting merit), then employees from minority groups will be disproportionately bad. This is hardly rocket science tbh