By themselves the flaps failure checklist and the airspeed unreliable checklist are large multi-page checklists. For them to accomplish everything in the time they did was impressive.
Take note GA pilots. these professional guys do not hesitate to declare an emergency if something goes wrong. I've watched too many post-accident analysis videos on TH-cam and one of the most common contributors to many GA accidents is the unwillingness of the pilot to first admit that they are in serious trouble and second to declare an emergency and get help. especially common is.... VFR flight into IMC conditions.... resulting in spatial disorientation... and then the inevitable death spiral. and often times it's pilots who have their IFR rating and overestimate their abilities..... know your equipment know your limitations and know when to stay on the ground and know when to declare an emergency and do not hesitate to declare mayday mayday mayday.... and fly the airplane trust the instruments not your instincts...... get help get vectors get on the ground safely.... do what these professional guys did!
I once had my right wing go into an aerodynamic stall while passing over the continental divide. I was flying an old Draymond D273 (aka the Dutch Dobber). I believe the imbalance in gravitational pull caused by the waxing gibbous interacting with the opposing watersheds caused a pressure sheer which imbalanced my aircraft. Kind of like when it is raining in your backyard but sunny in the front yard. Anyway the right wing dipped and recognizing this wasn’t a typical death spiral and instantly attributing it to the aforementioned cosmological, ecological, and meteorological anomalies I poured on full throttle. This was a second gen Dobber so she was equipped with the old iron/aluminum impregnated radial 42. The attitude of the engine, low air pressure and centrifugal force caused her to rev above 12,000 RPM which was known as the death zone on those old girls. But this is what I counted on. I then went full left rudder and snapped her back straight. We were flying again!!! However, I had cracked two pistons and caused a crack in the fuel supply tube which was causing fuel aeration. She was sputtering and smoking. The rudder bent and stuck in the full left position. My co-pilot suggested we call in a mayday and head straight for the Little Hawkeye Airfield. I told him. “Momma didn’t raise no quitter!” I completed our flight plan and got my passengers to their destination on time. Along with our precious cargo of gluten free puppy chow. There was a little fellow eating grass for days because the only feed store in town had forgotten to order his supply of special food.
One thing I was curious here - I would more consider this (strictly as an aircraft capability) a "pan pan" instead of a mayday. To me, a pan-pan is "whoa, we've got a problem, but we're not going down" Mayday is "I am losing or have lost a major system of the aircraft preventing me from maintaining flight capability". They were asking for delay vectors to run checklists, which is great! But that also tells me it's not a "critical emergency". It's better to err on the side of caution for sure. A mayday automatically gives you as the pilot complete over-ride of anything else going on at the airfield as well. I wonder if AA has a policy of mayday calls, or if a mayday was used due due to the "unknown" of the multiple failures causing further problems. Just seems odd to me to issue a mayday, but then want to delay for "procedures". Not trying to say they were wrong or anything, just commenting for education!
@@DethWshBkr you declare for two reasons…1. You got a problem and need assistance and deviate from far regs…2. Declare to prevent a situation from getting worse. I have lost count how many times I have declared in general aviation and airline work. I also instructed two airlines. I am not a proponent for pan pan pan. It is binary for me. Your are in normal ops or in emergency. When things deviate towards not normal to emergency, just get it declared. It really does not have a bunch of bearing on where or when you go somewhere, but your are mustering all available resources to get a safe conclusion to the flight. With all the voluntary reporting systems in aviation, the filling of paperwork is now a moot point, but the data we gather from those reports is priceless. I feel the same way on fuel. I did not use or teach the min fuel call to atc. I had my legal fuel or I didn’t. If I did not, I declared the fuel emergency as soon as I knew I would be short. I know I can be an outlier on not using the min fuel call. If atc has a saturated sector, the min fuel call may not get you what you need, but declaring a fuel emergency will.
American voices always sound fast on the radio. I guess it’s so they can add all the fluffy bits to their transmissions. If words cost dollars, aviation in the USA would go broke.
@@brad-_- Not necessarily. Americans also tend to slur their words a lot, and not enunciating very clearly. Combine that with talking really fast, it can sometimes be difficult to understand everything at once, especially for non-Americans.
Was on this flight. At takeoff quickly knew something wrong. Weak climb, could feel the pilot kicking a lot of rudder, shallow turns. My thought was we lost an engine. Lots of emergency lights to welcome out landing…good times.
Lmao I’m sure you were “on this flight” 😂😂 funny, no passengers named “Neal” were listed on the manifest. Awkward… Btw - airline pilots dont “kick the rudder”; that behavior was weeded out after AA587.
@@worlds_okayest_pilot Not everyone uses their real name on TH-cam. If I said I was on the flight, would you search the manifest for someone called Eight?!
@@EightPawsProductionsHD …. Would you use the name “Neal” in your name if your first of last name wasn’t Neal…?? Logic tells me “Neal” is a name. “Eight” is a number, ergo I wouldn’t search for an “eight” on a manifest. Cool story, bruh 😎
I’ve watched thousands of aviation videos, among them some really bad crashes. This vid made my heart rate go up for some reason. Landing with flaps stuck and a faulty air speed indicator, that was a job well done. Good video, thanks for sharing.
@@RiDankulousthere are most certainly people that can give you a much better answer than I can. But I’m thinking since flaps extended/down gives you more lift, that would’ve be preferred when landing? (Somebody please correct me if I’m talking outta my behind…) Anyway, we don’t know so… the important thing is they landed safely 🙏🏼💪🏼
Glad everyone made it safe, high levels of performance and professionalism by all. The management at AA will be spinning with how to address that one for a bit. I hope they gave the pilots some kudos for getting their machine back in one piece.
Thar would have to be overwhelming. A lot of failures all at once and some major. Slats/flap failure, and one speed sensor. Luckily they had redundancies and we’re still flying under protected envelope. BUT we’re also close to the ground
Seriously ppl questioning the traffic comments, believe me they are moving them, the airspace above DFW is incredibly busy and it takes time to clear a path. You have to consider DFW is the second busiest airport in the world, then you have Love Field, and Alliance airport, not to mention at least 20 other smaller airports all in the same airspace, they are moving those planes out of the way as quick as they can. It would be interesting to hear the other ATCs clearing the airspace for emergency craft.
Apparently Airbus automatically retracts the flaps once the plane reaches a certain airspeed. With no airspeed, no auto flap retraction? I'd assume there's a manual flap position mode.
Auto retraction is only a back up safety feature, they don’t rely on it for flying (you get a big red master warning overspeed message which we frankly try to avoid)
Yes. The flaps retract at 210knots so all they would do is just set the lever from 1 to 0 and both slats and flaps would retract at the same time like they would if below 210
That feature is more for heavy departures and only on A321s. I expect that the unreliable airspeed indicated a low speed and therefore prevented the flaps being retracted.
"Stuck flaps"? Could be the wing tip brake set. (Can only be reset on the ground....for obvious reasons) Airspeed indicator failure? Switch to captain or first officer "on 3". Can they continue the flight when switched to the #3 adiru? I don't know. How are these faults related???? If they overspeeded the flaps maybe they would lock. They might have overspeeded the flaps because of the malfunctioning airspeed indication. Interesting.
"I can maintain altitude, gimme delay vectors" "So, the 5 closest aircraft to you are..." "Whatever. Need to work checklist" "The aircraft moved. The once behind you are..." "Roger :-/ " "Wanna base?" "Duh. Stand by" "Speaking of stand bye, I got a new frequency for ya"
Bingo. ATC believes they have to have a continuous conversation with us. We are as busy as we can be talking to each other, setting up for the emergency return approach, running the checklist, informing the F/As and the passengers. We are also required to contact dispatch (often on another radio or via text messages). The pilots, are talking to FIVE groups besides themselves. And to make it worse, our rules are we have to READ OUT LOUD every word in the checklists (or ECAM). Which means the guy running the EP is literally reading a boring book. ATC, please, shut up.
Must’ve had only one faulty airspeed indicator, or at least one was working. Strange that they didn’t catch it on takeoff. I’ve seen a similar video where a plane took off with caps covering the pitot tubes and the pilots still took off, even after noticing that they were only indicating a ground speed, not an airspeed lol
I was thinking the same thing about not catching it on takeoff. Then again, how would they have known their V1 and rotation speeds? My only conclusion is it malfunctioned after takeoff somehow I don’t know.
There are dozens of airspeed and altitude indicators on every commercial aircraft, not like in the olden days when I got my private pilot’s certificate
can't the airline manufactuers develop an automated checklist that quickly advises the pilots audibly to take certain steps once the pilots audibly tell the program what the issues are? It would save much needed time.
Automated systems would likely be unable to read out the steps quickly enough, nor know which checklist to run without a master run list of commands. I can also think of many scenarios where it would be impractical, aside from errors\malfunctioning of the system itself.
ATC is giving necessary but unnecessary calls to 1336. Vector the other traffic away, leave the crew to run handle the emergency. There is such a thing as being too helpful.
That controller may not be the controller for the other aircraft. Nothing like making it even more complicated for the other traffic and controllers. The ATC did just fine. Remember, these videos are trimmed and do not represent real-time communications, so the compressed time frame seems like a lot of communication, but it's not.
So the pilots are overloaded with work to keep their airplane in the air and run checklists and ATC decides to organise some airshow with all kinds of small planes to watch out for and avoid. Why doesn't he just get the traffic out of the way and let the pilots do their work in peace?
That is for the benefit of the emergency equipment so they have a clue as to what they will be dealing with such as souls on board and the amount of fuel on board! It’s standard emergency operating procedure!
@@Hanover-ek4jyAll of that information is on the Flight Plan. I don’t understand why they ATC has to ask for the very same info that is right there at their finger tips. As a pilot, if I’m overloaded I would just tell them, ‘Look at the flight plan. It’s accurate’.
The area he flew over has 3 other airports excluding DFW airport itself, it is a VERY busy airspace, have a retired friend who worked for control there for 32 years
@@mikelp72 The golden rule is “Aviate, Navigate, Communicate” in order of importance. Also, the fuel is so they can assist if they need to. If your engines are running and you have five hours of fuel on board, you’re going to A. have to dump or burn some so you’re at the landing weight, and B. If there’s a more suitable airport they’ll vector you to it. These are just two of the reasons.
I feel with all the technology pilots right before takeoff clearance should be able to send fuel in lbs/time and souls, then maybe at cruise send fuel again. Maybe during an emergency the controller repeats it back at some point
Well the fuel aboard is to let the tower know how much time they have left in the air when emergency is declared. Kind of defeats the purpose to just tell the tower how much fuel they're taking off with.
Seems to me, and I'm not an expert, but the technology in and with ATC is not keeping up with the technology of the aircraft. Not a knock on ATC, they seem to be very professional. Just need to be upgrades to the ATC system. IMHO.
Can anyone explain the why ATC's request remaining fuel? I've never been able to determine if they are interested in remaining air time or if they want to know the physical amount of fuel that could come into play in a crash fire. I've heard pilots respond with both time and quantity numbers so I'm unsure.
Multiple reasons from what I have been told. One of course in a crash, jet fuel is explosive. The other as you alluded too is how much time they can be in the air, a fuel leak they may need them on the ground fast. The other is weight, a plane flying an excessive distance may have full fuel tanks and need to dump fuel before landing
Both reason are important. In 1978 United Flight 173 ran out of fuel while working a landing gear issue. FAA started implementing this in their emergency procedures. Also, it's important for ARFF to know how much fire fighting equipment may be needed and if they may need to request off airport assistance depending on the airport. They still have other potential coverage requirements even while attending emergency aircraft. DFW has a lot of coverage, but not all airports have the level of coverage as a major airport. That's why they need to know in case they need to ask for local off airport assistance. They ask because it's their SOP.
@@markjhermanson jet fuel doesn't explode (it's an oil-like kerosene derived product) but it does burn. If you look up how well various fuels burn when a match is dropped on them you can find some interesting TH-cam results: kerosene or jet fuel can be used to EXTINGUISH a burning match! But if you mix it with air and heat (happens, of course, in some crashes) it's very dangerous.
That is why they like "souls". The pilot said 197 passengers on board. So crew could be 3, 4, 9. anything really. So if a crash accounting of bodies could be off.
Why is AA being maneuvered around other traffic after declaring a ‘MAYDAY’? WTF. It’s supposed to work the other way around. I recall a lifeguard helo being told to hold outside Class D for an inbound airline arrival. It was nice to hear the helo pilot remind the controller what ‘lifeguard’ means and the controller then cancelling the airliners approach clearance afterward.
He wasn't being maneuvered around traffic. He was being told where traffic was because it was close enough that it needed to be acquired visually. It's extremely congested airspace. What part of the human brain is it that causes people to turn in to armchair experts on TH-cam? If you're going to attempt to correct actual professionals in the field, you should probably better understand what you're actually listening to. They were clearly informational calls, not attempts to send control commands to the pilot.
Pilot says "mayday mayday mayday declaring an emergency." This means a life threatening situation. Sounds to me like "pan pan pan" would have been more appropriate?
This is at pilots discretion, if he or she feels that the plane is not safe to fly and want to get back on the ground as soon as possible, a mayday is sent. No one is going to question anything else.
Unreliable airspeed or a slats/flaps locked scenario is a reasonably long winded procedure to get through in one of these. Having them simultaneously would dramatically increase the flight-crews workload and could potentially be a very dangerous situation. First you have to confirm the position the slats/flaps are actually in (could be an intermediate position) so you know what speeds to fly. However, if also you don’t have a reliable airspeed indication then you’re in an unfamiliar configuration and flying an unknown airspeed. Definitely an emergency situation. It’s a Mayday all day long.
American 1336, I know you’re busy but can you tell me how many beef sandwiches you have left? American 1336, when you’re able uh can you count how many peanut packs you have left?
Way too much unnecessary chatting with pilots and the poor pilot try to answer them all while the bloody master warning bell can be heard on background. They should just ignore Atc and focus on memory items for unreliable airspeed. Very serious situation handled pretty good.
Fuel on board and souls on board. Why don't the controllers call the airline. They have the information. So stupid asking the pilots increasing their work load.
@@henryford2736 or just ask pilots and get an immediate answer. It doesn’t increase workload that much. Remember there are 2. It doesn’t take both to look at the displays. If you cannot give the fuel at that time tell ATC unable and you’ll get back to them when you have time. Also in 99% of cases the pilots won’t be landing immediately, they’ll only land when they have the plane fully under control so there will always be time to get souls and fuel
Horrendous work from ATC. Aircraft had declared an emergency, running countless checklists, trying to fly an aircraft with multiple failures - MOVE THE TRAFFIC AROUND THEM. Stop overloading an already overworked crew with nonsense about traffic!
The AA flight didn't have to "dodge" anything. They did not have to change bearing, speed or altitude. And unless you can suspend the laws of physics, you can't magically press a button and have every other plane in insanely busy airspace just disappear within seconds.
Very poor ATC IMHO, he should have vectored the other a/c away from 1336 rather than get him to constantly be looking for other traffic taking him away from dealing with the issues he had
@@johnhall6796 But thats the entire point of a mayday call. The mayday aircraft over-rides EVERYTHING else. All inbound or outbound aircraft should have been either vectored away, OR vectored to a holding pattern.
I was kind of wondering the same thing. Mayday call makes that aircraft the king and ruler over that airfield. Why would they continue inbound flights (especially crossing near an aircraft that declared an emergency). That being said - I wonder if the controller recognized a mayday was "overkill", and considered it more of a pan-pan. Which then makes me wonder, was a mayday appropriate? It's better to err on the side of caution, but I'm curious to why a mayday was declared, but then they are asking to delay!?
why is it necessary for atc to always ask "fuel and souls on board" ? surely this would be one of the things the pilot does when declaring either a pan pan or a mayday.
@@garett2892 yes, i get that. what i mean is wouldn't it just be something that the pilots are simply required to do once they catch their breath instead of atc having to ask every time. i also find the whole "shall we roll the trucks" request to be superfluous as well. yes, for goodness sake, roll the bloody trucks in every instance. better to land safely and not need an emergency vehicle and have it than all of a sudden need it and not have it. plus its one less thing the pilot has to worry about is thinking what trucks and wether he might need them. and it keeps the emergency services on their toes and gives them training at the same time. just saying.
@@waldopepper4069 more than likely the controller has a supervisor breathing down his neck for that information haha. So that’s probably why it comes off like the controller is Constantly asking for it
@@garett2892 yes, but you are missing the point. the controller wouldn't be required to breath down the atc guys neck if he knows the atc guy is not required to ask because it will be supplied first chance the pilot gets after stopping the plane.....i dont know......flying into a mountain. perhaps if americans focused less on identifying themselves which, lets be honest, is so they know who to sue later in court, and more time solving....i don't know, perhaps the immediate problem, things might be a wee bit different.
@@waldopepper4069 no I understand and agree. I wouldn’t want to keep asking a pilot when they are busy. Just how it is unfortunately. Some pilots are good about it and supply it as they are declaring the emergency.
Lots of fake drama in the comments here with very little detailed information to justify it. The crew did their jobs. The flight landed safely. The cause will be investigated. What else do you want?
actually not that hard ... PULL speed to NOT accel ! Second action is your decision where to go .. This case .. very very very easy since you have ALOT of RWY back to land..! Meanwhile... airdata switching to get back your Indications .. Go through ECAM .. clear STS .. Ready for APPROACH .. I HAVE done it on the A330 with heavy TO weight :)
@@drangpojken I never said it was a nightmare, I just said because in another video a mechanic who worked on this aircraft said about blocked pitot tubeS and removing an ADM
@@816928 as a retired UK atco I never heard it from US based crews. And I've seen quite a lot of TH-cam stuff from respected producers and none of the crews have used it. So maybe it's just fallen in to non use.
@@ianm408 you are correct, ICAO standards are seen in the US more like suggestions ;) I have seen/heard US Pilots conform to international standards but often they don't. The pilot in this case using Mayday is a rarity as well since they most of the time just "declare an emergency". As long as it works I guess 🤷♂️
@Ian M my apologies on behalf of my brethren. We sometimes fall short of ICAO standards. For too many years we have declared incorrectly and it seems to be a hard habit to break. Thank you for your years of service handling us safely.
@@tedstriker6743 72 people died in a crash in Nepal literally this week, AA has a fantastic safety record compared to foreign airlines. Also close calls like that are not uncommon, look up the one with Delta 1328.
@@EoRdE6 so you’re comparing flying into one of the most dangerous airports in the world as the same risk as the US? AA has had an increasing number of maintenance and pilot error related issues that makes it the most dangerous airline to fly in the US. Is that more specific for you?
What’s the deal with American ATC chucking loads of info about other traffic at pilots who already have a lot to deal with? They need to be heads down in the cockpit sorting out their problems, not looking out for traffic. Just move the traffic out of the bloody way....
They run the memory checklist first, which by its nature is quick to run, then they call mayday or pan-pan depending. Running the printed checklists comes a lot later in the process. You will never hear them running the memory checklist on the radio.
Really? I don't recall the A320 NEO family being grounded for almost 2 years due to a fatal design flaw that caused 2 fatal crashes. If I have a choice to fly on a NEO over a 737 MAX, I'm choosing the NEO.
Shall I refer you to the Jetstar 787 that momentarily lost airspeed due to icing and then had no autopilot and latched in secondary mode for the rest of the flight?
@@KPMACHINE1if you fly then you would know that aircraft can display groundspeed from some form of IRS or have built in GPS instead of relying on your phone. A321 has 3x IRU’s, 2x GPS receivers and being a NEO belonging to a major airline I would expect the pilots have the BUSS available which would be a better option than using groundspeed
Boeing isn't calling anyone else names anymore. Hell, they've admitted they're basically pulling back from being a market leader for the next two decades. Nothing on the drawing board. Can barely get their new stuff certified. Horrendous quality control leaving the factories and that's when they're not writing software that actively tries to kill you and not telling the pilots about it because some developer weenie with a keyboard figured there would never be component failures. Boeing should have run every one of those McDonnell Douglas execs out of the company instead of letting them effectively take it over and ruin the culture (and corporate performance) of the world's leader in passenger aircraft design and build.
May I suggest some Boeing videos for you to watch then. Also blocked pitot tubes can happen to any plane and I can definitely find some videos of 737 landing with stuck flaps
It troubles me that ATC's only priority is to find how many passengers are on board and how much fuel is on board. These numbers are available shortly before take off. The pilot of FLIGHT 1336 sounds as if he really needed to focus on the aircraft. Aviate, Navagate and Communicate. This is what every pilot is taught on their first day of training! In this case, ATC did little to this aircraft in distress. Didn't sound as if the controler attempted to divert any traffic away the Emergengy aircraft. Maybe the NTSB needs to look into this prior to them having to investigate this AFTER THE ACCIDENT!
@Richard Smith Thank you sir. As in anything provided by the government, maybe it's time to be updated, modified or elimated from time to time. Couldn't that information be provided to ATC through the airlines through the airline itself(in this case AMR) At the moment the crew declares an EMERGENCY/MAYDAY/PAN-PAN, "It's a real emergency". Depending what the issue, the workload of the pilot(s) becomes more difficult to deal with the situation.
One pilot was most likely flying and communicating while the other pilot was taking care of non-normals (ecam msgs). I agree that the other traffic should have been cleared away from the AA flight.
One pilot was most likely flying and communicating while the other pilot was taking care of non-normals (ecam msgs). I agree that the other traffic should have been cleared away from the AA flight.
Flying Eurotrash. They should ground the whole fleet. Oh wait, competent and well trained aviators at the controls so there is no need to ground the aircraft type because there was no accident. Good job AA!
So where shall we begin with the numerous problems Boeing had had? Shall we start with something small like flap failures and gear malfunctions. Or shall we go straight to the fact that Boeings newest plane had to be grounded for nearly 2 years and killed 346 people due to a poorly designed system forcing the nose down when a sensor with 0 redundancy failed
By themselves the flaps failure checklist and the airspeed unreliable checklist are large multi-page checklists. For them to accomplish everything in the time they did was impressive.
What's impressive is all the ATC you don't hear as they are conducting the symphony of plane movements around the mayday plane.
Take note GA pilots. these professional guys do not hesitate to declare an emergency if something goes wrong. I've watched too many post-accident analysis videos on TH-cam and one of the most common contributors to many GA accidents is the unwillingness of the pilot to first admit that they are in serious trouble and second to declare an emergency and get help. especially common is.... VFR flight into IMC conditions.... resulting in spatial disorientation... and then the inevitable death spiral. and often times it's pilots who have their IFR rating and overestimate their abilities..... know your equipment know your limitations and know when to stay on the ground and know when to declare an emergency and do not hesitate to declare mayday mayday mayday.... and fly the airplane trust the instruments not your instincts...... get help get vectors get on the ground safely.... do what these professional guys did!
I once had my right wing go into an aerodynamic stall while passing over the continental divide. I was flying an old Draymond D273 (aka the Dutch Dobber). I believe the imbalance in gravitational pull caused by the waxing gibbous interacting with the opposing watersheds caused a pressure sheer which imbalanced my aircraft. Kind of like when it is raining in your backyard but sunny in the front yard.
Anyway the right wing dipped and recognizing this wasn’t a typical death spiral and instantly attributing it to the aforementioned cosmological, ecological, and meteorological anomalies I poured on full throttle. This was a second gen Dobber so she was equipped with the old iron/aluminum impregnated radial 42. The attitude of the engine, low air pressure and centrifugal force caused her to rev above 12,000 RPM which was known as the death zone on those old girls. But this is what I counted on. I then went full left rudder and snapped her back straight.
We were flying again!!!
However, I had cracked two pistons and caused a crack in the fuel supply tube which was causing fuel aeration. She was sputtering and smoking. The rudder bent and stuck in the full left position. My co-pilot suggested we call in a mayday and head straight for the Little Hawkeye Airfield. I told him. “Momma didn’t raise no quitter!”
I completed our flight plan and got my passengers to their destination on time. Along with our precious cargo of gluten free puppy chow. There was a little fellow eating grass for days because the only feed store in town had forgotten to order his supply of special food.
This is Not Kobe Bryant helicopter crash. This is commercial airlines. They don't care about spatial disorientation
One thing I was curious here - I would more consider this (strictly as an aircraft capability) a "pan pan" instead of a mayday. To me, a pan-pan is "whoa, we've got a problem, but we're not going down" Mayday is "I am losing or have lost a major system of the aircraft preventing me from maintaining flight capability".
They were asking for delay vectors to run checklists, which is great! But that also tells me it's not a "critical emergency". It's better to err on the side of caution for sure. A mayday automatically gives you as the pilot complete over-ride of anything else going on at the airfield as well. I wonder if AA has a policy of mayday calls, or if a mayday was used due due to the "unknown" of the multiple failures causing further problems. Just seems odd to me to issue a mayday, but then want to delay for "procedures".
Not trying to say they were wrong or anything, just commenting for education!
Multiple failures including loss of airspeed indicator definitely qualifies as a mayday situation.
@@DethWshBkr you declare for two reasons…1. You got a problem and need assistance and deviate from far regs…2. Declare to prevent a situation from getting worse. I have lost count how many times I have declared in general aviation and airline work. I also instructed two airlines. I am not a proponent for pan pan pan. It is binary for me. Your are in normal ops or in emergency. When things deviate towards not normal to emergency, just get it declared. It really does not have a bunch of bearing on where or when you go somewhere, but your are mustering all available resources to get a safe conclusion to the flight. With all the voluntary reporting systems in aviation, the filling of paperwork is now a moot point, but the data we gather from those reports is priceless. I feel the same way on fuel. I did not use or teach the min fuel call to atc. I had my legal fuel or I didn’t. If I did not, I declared the fuel emergency as soon as I knew I would be short. I know I can be an outlier on not using the min fuel call. If atc has a saturated sector, the min fuel call may not get you what you need, but declaring a fuel emergency will.
Retired AA, when I heard the crews voice start to get fast, my heart did as well.
American voices always sound fast on the radio. I guess it’s so they can add all the fluffy bits to their transmissions. If words cost dollars, aviation in the USA would go broke.
@@larrylewislarrythe quicker, the better
@@brad-_- Not necessarily. Americans also tend to slur their words a lot, and not enunciating very clearly. Combine that with talking really fast, it can sometimes be difficult to understand everything at once, especially for non-Americans.
@@Aeronaut1975 i believe you! i can only imagine, especially with the diversity in accents
AA? Alcoholics Anonymous? 🤔
Was on this flight. At takeoff quickly knew something wrong. Weak climb, could feel the pilot kicking a lot of rudder, shallow turns. My thought was we lost an engine. Lots of emergency lights to welcome out landing…good times.
Lmao I’m sure you were “on this flight” 😂😂 funny, no passengers named “Neal” were listed on the manifest. Awkward…
Btw - airline pilots dont “kick the rudder”; that behavior was weeded out after AA587.
How do you know who was on the manifest ?
@@worlds_okayest_pilot Not everyone uses their real name on TH-cam. If I said I was on the flight, would you search the manifest for someone called Eight?!
@@EightPawsProductionsHD …. Would you use the name “Neal” in your name if your first of last name wasn’t Neal…?? Logic tells me “Neal” is a name. “Eight” is a number, ergo I wouldn’t search for an “eight” on a manifest. Cool story, bruh 😎
@@My_Fair_Lady Oh FFS...sure, I have nothing better to do...
Thank you to the Pilots and ATC for doing a great job bringing the plane back safely. I hope they all are doing well. God bless
American 1136, I know it's a lot, when you're able, soft drinks remaining in aisle carts please.
🤣🤣
They need to know fuel remaining for fire risk etc and people on board so they know how many ambulances might be needed
@@molybdomancer195 You're so knowledge!!!
American 1336, was that 22 cans of Diet Coke?
@@molybdomancer195 "Assume I'm fully loaded with fuel and passengers - send that many ambulances and fire trucks."
"But... that would be inefficient!"
I’ve watched thousands of aviation videos, among them some really bad crashes. This vid made my heart rate go up for some reason.
Landing with flaps stuck and a faulty air speed indicator, that was a job well done. Good video, thanks for sharing.
Airframe built on a Monday morning by hung-over workers?!?
I've watched millions of vids., for some reason this one made my Pecker go up!!!
Watch Air India, JFK . Heart stopping.
@@gavinsingh4450yes!
@@RiDankulousthere are most certainly people that can give you a much better answer than I can. But I’m thinking since flaps extended/down gives you more lift, that would’ve be preferred when landing?
(Somebody please correct me if I’m talking outta my behind…)
Anyway, we don’t know so… the important thing is they landed safely 🙏🏼💪🏼
Glad everyone made it safe, high levels of performance and professionalism by all. The management at AA will be spinning with how to address that one for a bit. I hope they gave the pilots some kudos for getting their machine back in one piece.
ATC did a great job with the communication.
Thar would have to be overwhelming. A lot of failures all at once and some major. Slats/flap failure, and one speed sensor. Luckily they had redundancies and we’re still flying under protected envelope. BUT we’re also close to the ground
Seriously ppl questioning the traffic comments, believe me they are moving them, the airspace above DFW is incredibly busy and it takes time to clear a path. You have to consider DFW is the second busiest airport in the world, then you have Love Field, and Alliance airport, not to mention at least 20 other smaller airports all in the same airspace, they are moving those planes out of the way as quick as they can. It would be interesting to hear the other ATCs clearing the airspace for emergency craft.
I would like to see the post flight report of that A321
And they want to get rid of having two pilots in the cockpit saying that technology can be the copilot
Bollocks
Yea, right. That's management's thinking for you.
@@WaterlooExpat management at Boeing killed over 340 people
If someone has an emergency there MUST be a backup human
I sure wouldn't fly with only 1 pilot onboard.
Aviate, navigate, communicate, in that order. Well done AA crew.
Im happy everyone made it safely. Bravo Zulu to the pilot.
Aircraft safely back on the ground. Good job all involved. I wonder what happened.
NEOs are relatively young, aren't they? How can they have multiple failures?
Made in France,,, French cars have multiple failures on the showroom.
I love the pilot’s tone of voice like he’s reporting they ran out of pretzels
Apparently Airbus automatically retracts the flaps once the plane reaches a certain airspeed. With no airspeed, no auto flap retraction? I'd assume there's a manual flap position mode.
Auto retraction is only a back up safety feature, they don’t rely on it for flying (you get a big red master warning overspeed message which we frankly try to avoid)
Yes. The flaps retract at 210knots so all they would do is just set the lever from 1 to 0 and both slats and flaps would retract at the same time like they would if below 210
Perhaps it went alpha lock and couldn’t get out of it…..
That feature is more for heavy departures and only on A321s. I expect that the unreliable airspeed indicated a low speed and therefore prevented the flaps being retracted.
@@rachelcarre9468 A320 has it as well although it would have to be close to MTOW
Can you get atc recording from the United flight that guy was trying to take down plane lax to Boston I think
"Stuck flaps"? Could be the wing tip brake set. (Can only be reset on the ground....for obvious reasons)
Airspeed indicator failure? Switch to captain or first officer "on 3". Can they continue the flight when switched to the #3 adiru? I don't know. How are these faults related???? If they overspeeded the flaps maybe they would lock. They might have overspeeded the flaps because of the malfunctioning airspeed indication. Interesting.
"I can maintain altitude, gimme delay vectors"
"So, the 5 closest aircraft to you are..."
"Whatever. Need to work checklist"
"The aircraft moved. The once behind you are..."
"Roger :-/ "
"Wanna base?"
"Duh. Stand by"
"Speaking of stand bye, I got a new frequency for ya"
Bingo. ATC believes they have to have a continuous conversation with us. We are as busy as we can be talking to each other, setting up for the emergency return approach, running the checklist, informing the F/As and the passengers. We are also required to contact dispatch (often on another radio or via text messages). The pilots, are talking to FIVE groups besides themselves. And to make it worse, our rules are we have to READ OUT LOUD every word in the checklists (or ECAM). Which means the guy running the EP is literally reading a boring book. ATC, please, shut up.
Laws of aviation:
Aviate
Navigate
Communicate
@@TGraysChannels ATC is trained to do this.
Blame the wankers that designed the course notes.
Must’ve had only one faulty airspeed indicator, or at least one was working. Strange that they didn’t catch it on takeoff. I’ve seen a similar video where a plane took off with caps covering the pitot tubes and the pilots still took off, even after noticing that they were only indicating a ground speed, not an airspeed lol
I was thinking the same thing about not catching it on takeoff. Then again, how would they have known their V1 and rotation speeds? My only conclusion is it malfunctioned after takeoff somehow I don’t know.
Exactly why airspeed crosschecks are extremely important.
Birgenair flight 301, Aeroperu flight 603.
One faulty air speed indicator wouldn't lock the laps boy
There are dozens of airspeed and altitude indicators on every commercial aircraft, not like in the olden days when I got my private pilot’s certificate
American 1336, what are your intentions?
To land this beast and save our asses.
can't the airline manufactuers develop an automated checklist that quickly advises the pilots audibly to take certain steps once the pilots audibly tell the program what the issues are? It would save much needed time.
Automated systems would likely be unable to read out the steps quickly enough, nor know which checklist to run without a master run list of commands. I can also think of many scenarios where it would be impractical, aside from errors\malfunctioning of the system itself.
An airspeed indicator or all airspeed indicators? If all i wonder if insects got in and I hope they have the BUSS fitted.
so any investigation???????
This is the moment when a pilot becomes a commander.
Who's that talking? The pilot or the co-pilot?
Lots of people don't agree, but US ATC have to learn how to keep yapping to a minimum. Those pilots are sweating. SHUT UP. Vector traffic around them.
Cant vector planes that your not talking to ever think of that.
There should be hell to pay for somebody for this case. Stuck flaps and faulty air speed indicator.
ATC is giving necessary but unnecessary calls to 1336. Vector the other traffic away, leave the crew to run handle the emergency. There is such a thing as being too helpful.
That controller may not be the controller for the other aircraft. Nothing like making it even more complicated for the other traffic and controllers. The ATC did just fine. Remember, these videos are trimmed and do not represent real-time communications, so the compressed time frame seems like a lot of communication, but it's not.
Those were calls for traffic in the vicinity that he isn’t controlling. It’s a congested area
The questions he asks are required
Lol
They earned their pay
So the pilots are overloaded with work to keep their airplane in the air and run checklists and ATC decides to organise some airshow with all kinds of small planes to watch out for and avoid. Why doesn't he just get the traffic out of the way and let the pilots do their work in peace?
I was thinking exactly the same...
That is for the benefit of the emergency equipment so they have a clue as to what they will be dealing with such as souls on board and the amount of fuel on board! It’s standard emergency operating procedure!
@@Hanover-ek4jyAll of that information is on the Flight Plan. I don’t understand why they ATC has to ask for the very same info that is right there at their finger tips. As a pilot, if I’m overloaded I would just tell them, ‘Look at the flight plan. It’s accurate’.
The area he flew over has 3 other airports excluding DFW airport itself, it is a VERY busy airspace, have a retired friend who worked for control there for 32 years
@@mikelp72 The golden rule is “Aviate, Navigate, Communicate” in order of importance. Also, the fuel is so they can assist if they need to. If your engines are running and you have five hours of fuel on board, you’re going to A. have to dump or burn some so you’re at the landing weight, and B. If there’s a more suitable airport they’ll vector you to it. These are just two of the reasons.
You can hear the master alarm blaring in the background.
I feel with all the technology pilots right before takeoff clearance should be able to send fuel in lbs/time and souls, then maybe at cruise send fuel again. Maybe during an emergency the controller repeats it back at some point
Well the fuel aboard is to let the tower know how much time they have left in the air when emergency is declared. Kind of defeats the purpose to just tell the tower how much fuel they're taking off with.
Yeah....considering he just recently ordered the fuel signed the loadsheet only a few minutes ago.
Anal Retentive he ain't.
Seems to me, and I'm not an expert, but the technology in and with ATC is not keeping up with the technology of the aircraft. Not a knock on ATC, they seem to be very professional. Just need to be upgrades to the ATC system. IMHO.
It’s a MAYDAY aircraft. They are buzy. Don’t bother them with traffic info. Just get everything else out of the way.
Tough day for the crew
Can anyone explain the why ATC's request remaining fuel? I've never been able to determine if they are interested in remaining air time or if they want to know the physical amount of fuel that could come into play in a crash fire. I've heard pilots respond with both time and quantity numbers so I'm unsure.
Multiple reasons from what I have been told. One of course in a crash, jet fuel is explosive. The other as you alluded too is how much time they can be in the air, a fuel leak they may need them on the ground fast.
The other is weight, a plane flying an excessive distance may have full fuel tanks and need to dump fuel before landing
Both reason are important. In 1978 United Flight 173 ran out of fuel while working a landing gear issue. FAA started implementing this in their emergency procedures. Also, it's important for ARFF to know how much fire fighting equipment may be needed and if they may need to request off airport assistance depending on the airport. They still have other potential coverage requirements even while attending emergency aircraft. DFW has a lot of coverage, but not all airports have the level of coverage as a major airport. That's why they need to know in case they need to ask for local off airport assistance. They ask because it's their SOP.
ATC is interested in the time, ARFF is interested in the quantity.
Both reasons. Remaining fly time AND how much fuel in case of crash and fire.
@@markjhermanson jet fuel doesn't explode (it's an oil-like kerosene derived product) but it does burn.
If you look up how well various fuels burn when a match is dropped on them you can find some interesting TH-cam results: kerosene or jet fuel can be used to EXTINGUISH a burning match! But if you mix it with air and heat (happens, of course, in some crashes) it's very dangerous.
What a strange combination of failures, one system has nothing to do with the other. I wonder what went wrong
That is why they like "souls". The pilot said 197 passengers on board. So crew could be 3, 4, 9. anything really. So if a crash accounting of bodies could be off.
They also like souls because we often are carrying cadavers on board and fire rescue needs to know how ,any living people on board
Or to put it a different way, if there's dead people in the cargo hold they don't end up counting them as people that died in the crash?
If I was the pilots I’d say “unable traffic point outs at this time. Too busy running checklists leave us alone.”
Thats why u’re not
@@gabri770 been one for 13 years. Prioritize emergency checklists over looking out for traffic. That’s why ATC exists.
Great controller!
Why is AA being maneuvered around other traffic after declaring a ‘MAYDAY’? WTF. It’s supposed to work the other way around. I recall a lifeguard helo being told to hold outside Class D for an inbound airline arrival. It was nice to hear the helo pilot remind the controller what ‘lifeguard’ means and the controller then cancelling the airliners approach clearance afterward.
It wasn't been maneuvered around traffic. At what point did this plane turn to avoid traffic? It didn't happen.
It’s an insanely congested area and atc was advising them of traffic he wasn’t controlling
He wasn't being maneuvered around traffic. He was being told where traffic was because it was close enough that it needed to be acquired visually. It's extremely congested airspace. What part of the human brain is it that causes people to turn in to armchair experts on TH-cam? If you're going to attempt to correct actual professionals in the field, you should probably better understand what you're actually listening to. They were clearly informational calls, not attempts to send control commands to the pilot.
Well done and god bless all.
Pilot says "mayday mayday mayday declaring an emergency." This means a life threatening situation. Sounds to me like "pan pan pan" would have been more appropriate?
Next time you're in a car crash, just call the non emergency number, not 911. It's all good.
@@Lerxstification what you on about mate?
This is at pilots discretion, if he or she feels that the plane is not safe to fly and want to get back on the ground as soon as possible, a mayday is sent. No one is going to question anything else.
Unreliable airspeed or a slats/flaps locked scenario is a reasonably long winded procedure to get through in one of these. Having them simultaneously would dramatically increase the flight-crews workload and could potentially be a very dangerous situation. First you have to confirm the position the slats/flaps are actually in (could be an intermediate position) so you know what speeds to fly. However, if also you don’t have a reliable airspeed indication then you’re in an unfamiliar configuration and flying an unknown airspeed. Definitely an emergency situation. It’s a Mayday all day long.
PAN PAN PAN is used internationally, not ever really used in the US. Also, sounded life threatening
197 souls onboard an Airbus 320 ??? I find that hard to believe.
Don’t they say “souls” anymore?
VECTOR THAT TRAFFIC AWAY DAMMIT
"American 1336, I'll have the Penne all Arrabbiata for dinner today. Just thought I'd let you know."
DFW, when you see your city on this. :O
That’s not 17C
at least its just multiple failures.... its when you have cascading failures, where 1 problem takes out more and more systems.
So many ignorant comments getting thumbs up about the ATC. Glad those people doesn't work as ATC.
Could never be a pilot, tough job
Very alarming that this can happen to a relatively new A321.
Might be a maintenance problem.
American 1336,
I know you’re busy but can you tell me how many beef sandwiches you have left?
American 1336, when you’re able uh can you count how many peanut packs you have left?
Way too much unnecessary chatting with pilots and the poor pilot try to answer them all while the bloody master warning bell can be heard on background. They should just ignore Atc and focus on memory items for unreliable airspeed. Very serious situation handled pretty good.
Just who do you think you are Airbus...making an aircraft with defects like that....who do you think you are? Boeing?
Fuel on board and souls on board. Why don't the controllers call the airline. They have the information. So stupid asking the pilots increasing their work load.
Fuel decreases. The airline won’t know what the current FOB is, only what it took on
@@tomstravels520 Airline technical staff know the fuel burn per hour. They can give the firefighters estimate how much fuel is on board....
@@henryford2736 or just ask pilots and get an immediate answer. It doesn’t increase workload that much. Remember there are 2. It doesn’t take both to look at the displays. If you cannot give the fuel at that time tell ATC unable and you’ll get back to them when you have time. Also in 99% of cases the pilots won’t be landing immediately, they’ll only land when they have the plane fully under control so there will always be time to get souls and fuel
Horrendous work from ATC. Aircraft had declared an emergency, running countless checklists, trying to fly an aircraft with multiple failures - MOVE THE TRAFFIC AROUND THEM. Stop overloading an already overworked crew with nonsense about traffic!
You know he was probably not talking to the other traffic. Cant move planes your not talking to. Atc is required to give traffic calls.
What I don't understand is why the MAYDAY flight had to dodge other planes. Decraring a MAYDAY means all space is yours unconditionally!
The AA flight didn't have to "dodge" anything. They did not have to change bearing, speed or altitude. And unless you can suspend the laws of physics, you can't magically press a button and have every other plane in insanely busy airspace just disappear within seconds.
What you’re hearing is ATC alerting the emergency aircraft to all the nearby traffic ATC is frantically moving out of their way.
time to break out the trusty old iPhone speedometer app and get this bird on the ground
What iPhone is going to give you airspeed?
Very poor ATC IMHO, he should have vectored the other a/c away from 1336 rather than get him to constantly be looking for other traffic taking him away from dealing with the issues he had
You've no idea what your talking about. It's a international airport what do you think the guys a magician?
@@davestephens3246 How many hours flight time do you have ?
@@edm9527 You do understand how busy DFW is right? Theirs a reason why its a Bravo.
@@johnhall6796 But thats the entire point of a mayday call. The mayday aircraft over-rides EVERYTHING else. All inbound or outbound aircraft should have been either vectored away, OR vectored to a holding pattern.
I was kind of wondering the same thing. Mayday call makes that aircraft the king and ruler over that airfield. Why would they continue inbound flights (especially crossing near an aircraft that declared an emergency). That being said - I wonder if the controller recognized a mayday was "overkill", and considered it more of a pan-pan. Which then makes me wonder, was a mayday appropriate? It's better to err on the side of caution, but I'm curious to why a mayday was declared, but then they are asking to delay!?
why is it necessary for atc to always ask "fuel and souls on board" ? surely this would be one of the things the pilot does when declaring either a pan pan or a mayday.
We are required to ask. If there were a crash they want to know how big of a fire and how much help is going to be needed.
@@garett2892 yes, i get that. what i mean is wouldn't it just be something that the pilots are simply required to do once they catch their breath instead of atc having to ask every time. i also find the whole "shall we roll the trucks" request to be superfluous as well. yes, for goodness sake, roll the bloody trucks in every instance. better to land safely and not need an emergency vehicle and have it than all of a sudden need it and not have it. plus its one less thing the pilot has to worry about is thinking what trucks and wether he might need them. and it keeps the emergency services on their toes and gives them training at the same time. just saying.
@@waldopepper4069 more than likely the controller has a supervisor breathing down his neck for that information haha. So that’s probably why it comes off like the controller is Constantly asking for it
@@garett2892 yes, but you are missing the point. the controller wouldn't be required to breath down the atc guys neck if he knows the atc guy is not required to ask because it will be supplied first chance the pilot gets after stopping the plane.....i dont know......flying into a mountain. perhaps if americans focused less on identifying themselves which, lets be honest, is so they know who to sue later in court, and more time solving....i don't know, perhaps the immediate problem, things might be a wee bit different.
@@waldopepper4069 no I understand and agree. I wouldn’t want to keep asking a pilot when they are busy. Just how it is unfortunately. Some pilots are good about it and supply it as they are declaring the emergency.
This sounds like 74 Gear.
Computer says no!
Lots of fake drama in the comments here with very little detailed information to justify it. The crew did their jobs. The flight landed safely. The cause will be investigated. What else do you want?
NTSB reports are overrated. Who needs detailed investigations when everything you need to know is in TH-cam comments??
Flying a lemon
Yeah but the 737 max something something new engine old plane something something
Tyler Mac hello mayday we are going down too land
actually not that hard ...
PULL speed to NOT accel !
Second action is your decision where to go ..
This case .. very very very easy since you have ALOT of RWY back to land..!
Meanwhile... airdata switching to get back your Indications ..
Go through ECAM .. clear STS ..
Ready for APPROACH ..
I HAVE done it on the A330 with heavy TO weight :)
Wasn’t clear if they said they had lost all airspeed or just 1
Flying in X-Plane is much easier than real life, though.
@@tomstravels520 just 1 .. this is NOT a nightmare ... A nightmare is smoke in the cockpit and you are at 40W across the atlantic..
@@EightPawsProductionsHD Dont know about that since I never tried pc games flying the airbus 😘
@@drangpojken I never said it was a nightmare, I just said because in another video a mechanic who worked on this aircraft said about blocked pitot tubeS and removing an ADM
Pan-Pan is more appropriate in this instance IMHO.
They don't use Pan calls in the USA
@Ian M we most certainly do. Most yanks just don't know it exists and in most cases is more appropriate. Most cases, guys just say "Emergency"!
@@816928 as a retired UK atco I never heard it from US based crews. And I've seen quite a lot of TH-cam stuff from respected producers and none of the crews have used it.
So maybe it's just fallen in to non use.
@@ianm408 you are correct, ICAO standards are seen in the US more like suggestions ;) I have seen/heard US Pilots conform to international standards but often they don't. The pilot in this case using Mayday is a rarity as well since they most of the time just "declare an emergency". As long as it works I guess 🤷♂️
@Ian M my apologies on behalf of my brethren. We sometimes fall short of ICAO standards. For too many years we have declared incorrectly and it seems to be a hard habit to break. Thank you for your years of service handling us safely.
AA quite possibly the most unsafe airline considering recent events
not even close
@@EoRdE6 1000’ from causing the worst airplane crash is recent history is very close
@@tedstriker6743 72 people died in a crash in Nepal literally this week, AA has a fantastic safety record compared to foreign airlines. Also close calls like that are not uncommon, look up the one with Delta 1328.
@@EoRdE6 so you’re comparing flying into one of the most dangerous airports in the world as the same risk as the US? AA has had an increasing number of maintenance and pilot error related issues that makes it the most dangerous airline to fly in the US. Is that more specific for you?
@@tedstriker6743 in the past 5 years Southwest is the only US airline that has killed a passenger so I know which airline I wouldn't be flying.
What’s the deal with American ATC chucking loads of info about other traffic at pilots who already have a lot to deal with? They need to be heads down in the cockpit sorting out their problems, not looking out for traffic. Just move the traffic out of the bloody way....
Shouldn't they have run the checklist before declaring an emergency?
No hes got to fly plane first
Absolutely not! You declare emergency to get all other aircraft out of your way first!
They run the memory checklist first, which by its nature is quick to run, then they call mayday or pan-pan depending. Running the printed checklists comes a lot later in the process. You will never hear them running the memory checklist on the radio.
Lol, no.
Aviate, Navigate and then Communicate
It's always the damn Airbus having issues
Really? I don't recall the A320 NEO family being grounded for almost 2 years due to a fatal design flaw that caused 2 fatal crashes. If I have a choice to fly on a NEO over a 737 MAX, I'm choosing the NEO.
Shall I refer you to the Jetstar 787 that momentarily lost airspeed due to icing and then had no autopilot and latched in secondary mode for the rest of the flight?
BZ
Friends don’t let friends fly on an Airbus.
Why not? I don’t recall Airbus having to be grounded for nearly 2 years
Million dollar airspeed indicate not working! Pull your$500 phone out and put it on the dash and land safely.
Ground speed and airspeed are different things.
@@Patrick_Schaefer yes I fly so I know this but most everyone has ForeFlight on their phone and if nothing else will get ya to the numbers.
@@KPMACHINE1if you fly then you would know that aircraft can display groundspeed from some form of IRS or have built in GPS instead of relying on your phone. A321 has 3x IRU’s, 2x GPS receivers and being a NEO belonging to a major airline I would expect the pilots have the BUSS available which would be a better option than using groundspeed
At least their plane didn’t try to murder them unlike the Max8
Very poor management of the emergency by ATC.
That's why Boeing pilots call them Scarebus.
My uncle was a captain on the MAX8. He used to use this term also. He thought he was so funny. But then the Boeing killed him......
Boeing isn't calling anyone else names anymore. Hell, they've admitted they're basically pulling back from being a market leader for the next two decades. Nothing on the drawing board. Can barely get their new stuff certified. Horrendous quality control leaving the factories and that's when they're not writing software that actively tries to kill you and not telling the pilots about it because some developer weenie with a keyboard figured there would never be component failures. Boeing should have run every one of those McDonnell Douglas execs out of the company instead of letting them effectively take it over and ruin the culture (and corporate performance) of the world's leader in passenger aircraft design and build.
Boeing pilots are too scared to operate them then.
Dman Airbus sure has a lot of failures lately
What else happened to Airbus lately?
You’re confused with BOEING
Not much. Quite a lot safer than Boeing as usual.
@@naydu5290 watch all the other videos
Go figure, it’s an Airbus, those planes always break 🙄
neo 0 max 2
May I suggest some Boeing videos for you to watch then. Also blocked pitot tubes can happen to any plane and I can definitely find some videos of 737 landing with stuck flaps
@@tomstravels520 You took this too seriously.
It troubles me that ATC's only priority is to find how many passengers are on board and how much fuel is on board. These numbers are available shortly before take off. The pilot of FLIGHT 1336 sounds as if he really needed to focus on the aircraft. Aviate, Navagate and Communicate. This is what every pilot is taught on their first day of training! In this case, ATC did little to this aircraft in distress. Didn't sound as if the controler attempted to divert any traffic away the Emergengy aircraft. Maybe the NTSB needs to look into this prior to them having to investigate this AFTER THE ACCIDENT!
You realize the pilots could have just done what u said , and communicated after it l, atc helps more then u can think of
@@noahshields507 I'm very aware of what an Air Traffic Controller does, My father was an en route Controller, retired after 37.5 years.
@Richard Smith Thank you sir. As in anything provided by the government, maybe it's time to be updated, modified or elimated from time to time.
Couldn't that information be
provided to ATC through the airlines through the airline itself(in this case AMR) At the moment the crew declares an EMERGENCY/MAYDAY/PAN-PAN, "It's a real emergency". Depending what the issue, the workload of the pilot(s) becomes more difficult to deal with the situation.
One pilot was most likely flying and communicating while the other pilot was taking care of non-normals (ecam msgs).
I agree that the other traffic should have been cleared away from the AA flight.
One pilot was most likely flying and communicating while the other pilot was taking care of non-normals (ecam msgs).
I agree that the other traffic should have been cleared away from the AA flight.
Flying Eurotrash. They should ground the whole fleet. Oh wait, competent and well trained aviators at the controls so there is no need to ground the aircraft type because there was no accident. Good job AA!
“Eurotrash”…. Because Boeing’s MAX are such a great aircraft?? Yeh, ok bud😂
@@PN_48 It’s a fabulous aircraft. Prefer to fly it over the Eurotrash and I’m typed in both.
737s are 60 year old trash
Europe is better than America
@@zungaloca Just be happy that you’re not goose stepping. The last time I looked, there were no EU military bases in the United States.
I don't trust those A320s coming out of Mobile Alabama.
It’s a AirBus! No need to explain! Pos!
So where shall we begin with the numerous problems Boeing had had? Shall we start with something small like flap failures and gear malfunctions. Or shall we go straight to the fact that Boeings newest plane had to be grounded for nearly 2 years and killed 346 people due to a poorly designed system forcing the nose down when a sensor with 0 redundancy failed