You’d swear this was a training mission being done in a lounge room while sitting in their pj’s and fluffy slippers! Calm..cool and collected.. nicely done!
Calmest pilot and ATC combo ever. Sounded like he could have been calling a golf game instead of flying a jet with a missing engine. ATC even asked whether left or right turns were better (unlike LAX last week). I want this pilot next time I can fly.
Great job. However with a problem with the #1 engine would be prudent to make right turns. As long as the airspeed is high there isn't a problem, but normally we don't like to turn into the "dead" engine. ATC should have asked initially, not half way into it, but all-in-all great job by everyone
As a former Encore First Officer, I can say these guys handled things quite well. Great use of SOPs and resources. They definitely listened to the training when the instructors would say "enjoy the emergency"
No panic, just first class comes between ATC and crew. They were so chill they sounded like they could be ordering lunch. It is always beneficial to see such positive examples of how to effectively communicate in an emergency situations in the air or on the ground. Thanks.
Great video! Would love to see weather information added next time (unless I missed it!) to get an even better picture/re-creation of what happened. So proud of our co-workers & entire crew for the way they handled that! 😊
Thank you. No, I didn’t add weather info, I thought it would be unnecessary (it didn’t influence the flight). Anyway thanks for suggestion, I think I’ll add weather information in some future videos. I watched some of your videos before and I like your channel. Thanks for comment, It’s great you enjoyed a video on so small channel. Have a good day.
Encore pilot here as well, these guys are awesome! +1 for remembering the dangerous goods call too. This is what we like to see! not those panicky pilots in movie stuff
Just shows how an INCREADIBLY WELL trained crew deals with an engine issue! With only 30 folks onboard, that Q400 was very light and performs flawlessly on one engine. Good job!
@@jedimstr397 even more of a handfull! I'd rather an engine failure with auto feather than the condition that would require an engine shutdown after takeoff. Prop overspeed is the scariest failure I did in the sim. It is one of worst. All the other conditions still not ideal. They did a great job. Over 4000 hours in type and about 1000 PIC on the old tank.. i miss her...
Dash-8 driver here. Disagree folks ref OEI...particularly at DA typical of the climate. EVEN MORE SO: when not failure, but disciplined shutdown due captain analysis. Thus, no surprises. *as A/C engineer with sound kn of type, curious about shutdown parameters -'120 & variants are typical of P &W reliability. (Info gratefully received ))) Drinks all round for maintaining SOP. Made easier by lack of congestion.✈ (Yo other D-8 driver post...IMAGINE calling it a "tank" 😲....very sweet ship, talks to you all the time & zero surprises ....biggest deal is swapping back the brake fluid 😊)
That controller was clear, concise, and helpful. I find a lot of controllers in the US talk way to much to crews dealing with emergencies. Keep it clear and quick so the pilots can focus on the checklists and set up for the approach.
Extremely professional pilots and controller. These guys were SO calm and did everything right, except why fly a GPS approach when an ILS was available? Other than that, this was how you handle an emergency. This from a retired airline pilot with 54 years and 30,000 hours. The air traffic controller is to be lauded as well.
Landing YYC, Westjet and Encore fly almost exclusively RNAV Y and Z approaches, except the 1% of days when the weather requires CAT 2 or 3 ILS. Not surprised they’d elected to fly an RNAV, initially.
@@the007gs Actually, emergencies like this happen frequently enough at airports with (normal) traffic levels like YYC. It’s quite common to have the emergency aircraft on vectors flying in and around other traffic. Not usually all that difficult. We just wait for them to tell us when they’re ready to come in for landing and we move everyone else out of the way.
Even during an emergency the Canadians maintain their world renowned politeness and adherence to procedure. If this was JFK controllers they would be all agitated & rude about disturbing THEIR day & workflow
The crew sounded on top of the situation. I wonder if the PIC was an instructor because he really was in full control, including asking for alternative MISAP and not letting ATC push him anywhere. Great job.
Well executed checklist and procedure. Sometimes a checklist can lead to an in-flight shutdown based on indications, it doesn't necessarily reflect an engine failure which this was not.
I thought it was great that the controller was aware of the fact that it was the #1 engine and asked them if they required a different direction of turn. The controller was all over it. ...minor detail but avoid turning into that dead engine....then again a left turn always put the runway out of the captains window. Alls well that end well. .
It's not exactly a myth that you can't turn into the dead engine, but the perceived risk is very overblown. At any reasonable speed and bank angle, the difference is negligible.
@@mtnairpilot Ya but in say a Piper Seneca in training, you never turn toward the dead engine!!! Granted Q400 is a high tech and very powerful machine too. Plus crew very experienced.
It's not even a thought on the Dash 8, or any larger plane for that matter. There is no shortage of power, a very big tail, and lots of control surface on the wing.
Can someone explain the exact difference between an ILS approach and and RNAV approach and why a pilot would choose one over the other if both are available? Also, what's the difference between RVNAV Z or RNAV Y...?
RNAV leverages GPS / Satellite and from my understand they were having issues setting it up. ILS is based on equipment on the ground at the airport only.
I thought Mayday was if a crash was imminent. Sounds like they weren’t in mortal danger and could probably have flown hundreds of miles further. Any thoughts?
Critical failures will trigger a mayday call. Engine failure is one such failure. A good video that describes when to use a mayday vs pan pan call is this one: th-cam.com/video/UWpwl-NPnrM/w-d-xo.html
There’s a saying: “In thrust we trust”. Essentially, flight is moving something fast enough through the air that it defies gravity due to lift. This plane’s just lost an engine, thereby reducing its thrust. That’d be an emergency on a good day, because you don’t want to lose forward momentum when you’re a piece of metal hurtling through the air thousands of feet above the ground. To make matters worse: they were not that high up. The higher up you are, the longer your glide slope and the more time you have to work the problem. Conversely, the closer to the ground you are, the less time you have to identify the problem and either fix or work around it. To make matters even gnarlier, this flight had just taken off, which means it was full of fuel, losing power, over a city, with people on board. The pan-pan at the beginning is “we’ve got a problem but we have some ideas”; the mayday is the “yep nope we’re gonna have to land”. It’s tricky as hell, with very high stakes, and this team were consummate professionals. These guys are pros.
Memo to Channel: Don't be like the other ATC channels. Include the Flight number in your title (i.e. Encore 3139) to be searched easily and for the viewer who is watching all comm exchanges and wants to glance down to remind themselves of the subject flight.
@@richardmichael9538 - you have absolutely no idea about this. Do a little research before making ignorant comments. But what would I know after 44 years of flying, 80% of it internationally?
Depends on the aircraft setup. I’d have thought you’d know that with your experience. Some are config’d in pounds. Some in kilos. It’s not country dependent. It’s aircraft setup dependant. Dash 8: pounds. CRJ: pounds. Some Boeings were pounds some kilos. I fly a Boeing that’s kilos. But I’ve flown MD80s in pounds. It’s all over the place
@@Treetopflyer777 I am well aware of aircraft config differences. I was responding that ridiculous comment about the whole world, except for NK, using Imperial measures.
Westjet has been around since the 90s flying 737's mainly. They added 787's recently. In 2013 they founded Westjet Encore as a regional unit. They have more than 40 Q400 aircrafts mostly flying all over Canada and a very few US destinations as well
The preferred approaches in yyc are the rnav approaches... also encore trains the heck out of them 👍 same as an ils unless as previously mentioned the q doesn’t like it. They must have been shaking their heads lol.
So when people declare "the world outside of the US is metric" I guess they don't know about aviation's use of knots, nautical miles, and statute miles. LOL
That is a departure controller who would instil confidence in any pilot in difficulty. Well done that man 👍
You’d swear this was a training mission being done in a lounge room while sitting in their pj’s and fluffy slippers! Calm..cool and collected.. nicely done!
Calmest pilot and ATC combo ever. Sounded like he could have been calling a golf game instead of flying a jet with a missing engine. ATC even asked whether left or right turns were better (unlike LAX last week). I want this pilot next time I can fly.
Great job. However with a problem with the #1 engine would be prudent to make right turns. As long as the airspeed is high there isn't a problem, but normally we don't like to turn into the "dead" engine. ATC should have asked initially, not half way into it, but all-in-all great job by everyone
Just to clarify De Havilland Dash 8-400 is a turbo prop not a jet.
@@motoman1997 good catch thanks!
as we say in the business "it's ok you got another engine"
@@bobteter4300 Typically on a turbine aircraft, the turn direction makes little difference
As a former Encore First Officer, I can say these guys handled things quite well. Great use of SOPs and resources. They definitely listened to the training when the instructors would say "enjoy the emergency"
👍
There must have been quite a list to do before landing.
They really did enjoyed the emergency :)
Did they forget to rearm the VNAV for the approach?
@John Snyder due to the time recorded, as well as pilot experience, I'd say they used all their resources ☺️
Canadian politeness at its best! :)
👍 Like
No panic, just first class comes between ATC and crew. They were so chill they sounded like they could be ordering lunch. It is always beneficial to see such positive examples of how to effectively communicate in an emergency situations in the air or on the ground. Thanks.
😉
These folks now know, among all of the other things, that they'll be on TH-cam by the end of the week.
Great video! Would love to see weather information added next time (unless I missed it!) to get an even better picture/re-creation of what happened. So proud of our co-workers & entire crew for the way they handled that! 😊
Thank you. No, I didn’t add weather info, I thought it would be unnecessary (it didn’t influence the flight). Anyway thanks for suggestion, I think I’ll add weather information in some future videos.
I watched some of your videos before and I like your channel. Thanks for comment, It’s great you enjoyed a video on so small channel. Have a good day.
It’s Calgary. Isn’t it ALWAYS clear? Lol🛫
Cold winter night -20 degrees (in celcius) and snowing in case you’re wondering. Just a normal snow day in canada 🇨🇦
Both controllers and the pilots did an excellent job. Everyone stayed calm and spoke clearly and slowly.
Encore pilot here as well, these guys are awesome! +1 for remembering the dangerous goods call too. This is what we like to see! not those panicky pilots in movie stuff
QAQABCD (y)
@@illyjayszy then drink some water :p
True professionals in that flight deck, and ATC.
Just shows how an INCREADIBLY WELL trained crew deals with an engine issue! With only 30 folks onboard, that Q400 was very light and performs flawlessly on one engine. Good job!
That dash is a handful in an engine failure for both upfront.. those pros sounded like it was a stroll in the park. Well done!
The engine didn't fail, they had to shut it down.
@@jedimstr397 even more of a handfull! I'd rather an engine failure with auto feather than the condition that would require an engine shutdown after takeoff. Prop overspeed is the scariest failure I did in the sim. It is one of worst. All the other conditions still not ideal. They did a great job.
Over 4000 hours in type and about 1000 PIC on the old tank.. i miss her...
@@skippynj1979 Indeed. Which reflects very positively on the flight crew and their training.
Over 15 years line maintenance on-type. ;)
Dash-8 driver here. Disagree folks ref OEI...particularly at DA typical of the climate.
EVEN MORE SO: when not failure, but disciplined shutdown due captain analysis. Thus, no surprises.
*as A/C engineer with sound kn of type, curious about shutdown parameters -'120 & variants are typical of P &W reliability.
(Info gratefully received )))
Drinks all round for maintaining SOP.
Made easier by lack of congestion.✈
(Yo other D-8 driver post...IMAGINE calling it a "tank" 😲....very sweet ship, talks to you all the time & zero surprises ....biggest deal is swapping back the brake fluid 😊)
That controller was clear, concise, and helpful. I find a lot of controllers in the US talk way to much to crews dealing with emergencies. Keep it clear and quick so the pilots can focus on the checklists and set up for the approach.
Well, the crew here gave him all necessary information before he had to ask.
This is why NAV Canada should not be shutting down towers like Windsor Airport which is in a high traffic area of Detroit airport
Totally agree on that point!
What is the relevance of your comment? There is no difference in the emergency procedures whether the airport is controlled or not.
Excellent ATC and Pilot communication. Pilot calmly reported the problem and ATC provided excellent instructions/vectors, Test-book.
Pure professionals. Calm & collected at all times. This should be used for training.
You're right.
And some people want to replace ATC and pilots with computers? No thank you. These steely-eyed professionals give me the highest confidence.
WOW, that communication was incredible by both parties! Clear, concise and to the point. Well done gentleman! 👍
High class pilots, controllers and new graphics display! Thanks!!
Extremely professional pilots and controller. These guys were SO calm and did everything right, except why fly a GPS approach when an ILS was available? Other than that, this was how you handle an emergency. This from a retired airline pilot with 54 years and 30,000 hours. The air traffic controller is to be lauded as well.
👍✌️
It’s a LPV, doesn’t really make a difference, the Q flies them really well. Less setting up to do.
Landing YYC, Westjet and Encore fly almost exclusively RNAV Y and Z approaches, except the 1% of days when the weather requires CAT 2 or 3 ILS. Not surprised they’d elected to fly an RNAV, initially.
The controllers were awesome, as well as the pilots. Great all-around job by everyone!
👏
And thats how professionals do it! Nice work by all involved.
nice job of ATC and the pilots.
Also it seems they were the only traffic anyways - quite unusual in normal times :D
Usually I show only one airplane in my videos.
That was my comment to my colleague as well, good thing it's COVID times or there's no way he could just putter around CYYC like that!
@@the007gs Actually, emergencies like this happen frequently enough at airports with (normal) traffic levels like YYC. It’s quite common to have the emergency aircraft on vectors flying in and around other traffic. Not usually all that difficult. We just wait for them to tell us when they’re ready to come in for landing and we move everyone else out of the way.
Even during an emergency the Canadians maintain their world renowned politeness and adherence to procedure.
If this was JFK controllers they would be all agitated & rude about disturbing THEIR day & workflow
Finally, the TH-cam algorithm suggested something interesting!
✌️😉
Ive been on this flight many times, the pilots are always excellent, always a good flight even if the weather is bad
Everyone did a great job on this emergency... well, except for the engine.
Excellent jobs by ATC and the pilots. So calm and collected. Glad everyone was safe.
Very professional from both ATC and the pilot
👍😉
In case you're wondering, elevation of YYC is ~3500 feet
Fabulous pilots and fabulous atc. Good job guys!
If I had a dollar for every time I couldn’t get the VNAV to behave in the mighty Q, haha! Nice job to the pilots! Calm, cool and Canadian 👍
I wonder if it didn't like the setup. Part of me thinks DTO VIKTI might have done it, but, agreed... Q VNAV is a mystical beast.
The crew sounded on top of the situation. I wonder if the PIC was an instructor because he really was in full control, including asking for alternative MISAP and not letting ATC push him anywhere. Great job.
Person making radios calls is not necessarily the PIC. In 2 crew environments, we work as PM & PF.
Well executed checklist and procedure. Sometimes a checklist can lead to an in-flight shutdown based on indications, it doesn't necessarily reflect an engine failure which this was not.
How it should be done. well done and amazingly cool and calm pilot .
One of the rare instances where the left engine was rightly shut down.
I thought it was great that the controller was aware of the fact that it was the #1 engine and asked them if they required a different direction of turn. The controller was all over it. ...minor detail but avoid turning into that dead engine....then again a left turn always put the runway out of the captains window. Alls well that end well.
.
Seems like the flight crew AND ATC did exactly what was necessary, and to proper procedure. This AVgeek would be honoured to fly with that crew!!
Meanwhile in JFK, ATC is yelling at the pilots. lol
Why did ATC turn him into a dying engine??
Though crew does say later they can make left turns.
Love your vids, superb work!
Thank you 😊
It's not exactly a myth that you can't turn into the dead engine, but the perceived risk is very overblown. At any reasonable speed and bank angle, the difference is negligible.
@@mtnairpilot Ya but in say a Piper Seneca in training, you never turn toward the dead engine!!!
Granted Q400 is a high tech and very powerful machine too.
Plus crew very experienced.
It's not even a thought on the Dash 8, or any larger plane for that matter. There is no shortage of power, a very big tail, and lots of control surface on the wing.
@@wleflour Ya Dash 8 has a massive tail!
Thanks for doing a YYC situation
😉
Good job on cockpit and atc👍🏽👌🏽
👍
That ATC has game. The pilot is no slouch either.
Can someone explain the exact difference between an ILS approach and and RNAV approach and why a pilot would choose one over the other if both are available?
Also, what's the difference between RVNAV Z or RNAV Y...?
RNAV leverages GPS / Satellite and from my understand they were having issues setting it up. ILS is based on equipment on the ground at the airport only.
Z and Y usually differs in terms of rnp or type of rnav used or the layout of the approach (T terminal etc).
@@Shadow__133 So I guess this means precision then... thanks! :)
Good decision to cancel approach and do 360 for ILS. You got all the time in the world, use it. - F-18 superhornet Pilot.
Agreed... the most professional thing to listen to in this video. 👍 no rush
Some say the controller is still calling for Roger...
These Guys did everything right!
I thought Mayday was if a crash was imminent. Sounds like they weren’t in mortal danger and could probably have flown hundreds of miles further. Any thoughts?
Critical failures will trigger a mayday call. Engine failure is one such failure. A good video that describes when to use a mayday vs pan pan call is this one: th-cam.com/video/UWpwl-NPnrM/w-d-xo.html
There’s a saying: “In thrust we trust”. Essentially, flight is moving something fast enough through the air that it defies gravity due to lift. This plane’s just lost an engine, thereby reducing its thrust. That’d be an emergency on a good day, because you don’t want to lose forward momentum when you’re a piece of metal hurtling through the air thousands of feet above the ground. To make matters worse: they were not that high up. The higher up you are, the longer your glide slope and the more time you have to work the problem. Conversely, the closer to the ground you are, the less time you have to identify the problem and either fix or work around it.
To make matters even gnarlier, this flight had just taken off, which means it was full of fuel, losing power, over a city, with people on board.
The pan-pan at the beginning is “we’ve got a problem but we have some ideas”; the mayday is the “yep nope we’re gonna have to land”.
It’s tricky as hell, with very high stakes, and this team were consummate professionals. These guys are pros.
Was there an emergency? I couldn’t hear it over the golf announcers...
They said MAYDAY. It means that they're in a state of emergency.
@@YouCanSeeATC Thanks for the follow up, OP, but it was a joke ;)
Thanks for posting the video, tho. WJ has pros up there.
Ok. I thought you were serious 😂
@@YouCanSeeATC lol yea no, but thanks
🙂
Memo to Channel: Don't be like the other ATC channels. Include the Flight number in your title (i.e. Encore 3139) to be searched easily and for the viewer who is watching all comm exchanges and wants to glance down to remind themselves of the subject flight.
To bad Emily wasn’t flying
great crm eh?
That was very professional haha
"Pounds" of fuel in Canada?
Civil aviation is in imperial worldwide with the exception of North Korea.
@@richardmichael9538 - you have absolutely no idea about this. Do a little research before making ignorant comments. But what would I know after 44 years of flying, 80% of it internationally?
Depends on the aircraft setup. I’d have thought you’d know that with your experience. Some are config’d in pounds. Some in kilos. It’s not country dependent. It’s aircraft setup dependant. Dash 8: pounds. CRJ: pounds. Some Boeings were pounds some kilos. I fly a Boeing that’s kilos. But I’ve flown MD80s in pounds. It’s all over the place
@@Treetopflyer777 I am well aware of aircraft config differences. I was responding that ridiculous comment about the whole world, except for NK, using Imperial measures.
What...no apology?
Is this a new airline???
Its Westjet Encore.
@@scwappycoco Is it a new airline? It’s in Canada?
Founded June 24, 2013 :)
Westjet has been around since the 90s flying 737's mainly. They added 787's recently. In 2013 they founded Westjet Encore as a regional unit. They have more than 40 Q400 aircrafts mostly flying all over Canada and a very few US destinations as well
@@scwappycoco Nice, never heard of this airline before
👌
Thank you.
Why waste time on an RNAV? Go for the ILS from the get go, while single engine with a declared emergency.
Indeed, even if cavok it would be better if available.
The preferred approaches in yyc are the rnav approaches... also encore trains the heck out of them 👍 same as an ils unless as previously mentioned the q doesn’t like it. They must have been shaking their heads lol.
125.35* ;)
Yeah, I caught that, too.
Calm, maybe too calm.
Mayday call 2:04
Glad you were here to help us out with that. Very useful.
So when people declare "the world outside of the US is metric" I guess they don't know about aviation's use of knots, nautical miles, and statute miles. LOL
First
👍
You win the internet. All of it.
@@slhs1992 just letting you know i actually laughed out loud. so thank you.
Well deserved 🏅