I was gonna say the same, what with the little windows as well. However I am deeply dismayed that, despite showing actual footage of the plane landing and the ARFF on scene - we were given no views from the fire trucks, had no idea what the in flight meal looked like, and did NOT see both pilots being kissed out of their houses by spouses that morning. Much to be improved yet VAS. :)
Love this channel - have you ever done a video on how to read the ATC overlays? Having watched quite a few of these, I have pieced together some of the symbols, but it would be nice to learn how to read them properly...
On the aircraft tags, the bottom right flashes between aircraft type and groundspeed. The bottom left is altitude (ie. DAL420 140 CRJ7/14) where 140 = 14,000ft ASL and the 14 means 140kts groundspeed.
My own emergency what's up my left main had a deflation on touchdown when I was doing a hot touch and go. If a friend of my father's hadn't taught me about touch and goes, in tail draggers, a couple of weeks before, I wouldn't be here to talk about it. He eventually ended up owning a british super marine fighter! Sadly, I never got to fly that. However, I have always thought that I owed him my life!
How can you listen to PAST radio communications at any given airport? I had a particular incident at KCRQ which I would love to be able to retrieve for my own personal teaching/learning. Are airport tower communications recorded and stored somewhere online for me to retrieve? I see all these radio communications videos and always wonder how they are able to capture the audio. Any help would be appreciated. Thanks!
LiveATC archives. You will need to put in the airport and what you are listening to, ex: rower,ground or approach. Then you gotta put the time in Zulu to current time of the incident. From there you can listen to a 30 minute block time of arc archive
@@crazyforce1102 Thank you! I just listened to the audio and it was extremely helpful to listen to the audio to reflect back on and digest everything that was going on but at the time may have not of realized since you start to get tunnel vision when encountering an issue in flight. Another valuable resource. Thanks again.
Just a note to animators, in the real world, those departure tags would be dropped by the SYR controller once the aircraft left 10,000'. Controllers in my day, almost without exception dropped or inhibited tags once they departed their airspace to reduce scope clutter.
@@VASAviation Yes, I see that, and the SYR controller would have dropped the tag once the aircraft has: A.) Been handed off to the Center; and: B.) The aircraft has left HIS airspace block, i.e., SYR. I'm not knocking it, I think your animations are great -- I'm just suggesting that this would make your animation more to form if the tags disappeared once the aircraft leaves 10,000 ft.
@@VASAviation One more thing, the position identifier on the tag (the letter at the end of the leader line) should also change to a "C" for Center when they take the handoff from SYR. If it is not in the data, most controllers switch handed off aircraft to the receiving facility ASAP once all conflicts have been resolved -- so all you have to do is find the frequency change and back up about 15 seconds on the timeline and change it to a "C" there. I believe "C" is universal for the "Center" on all radar displays, but there may be exceptions. My only intent is to help with your work.
It seems like there are a lot more engine failures happening these days. I wonder if it has to do with all the planes just sitting grounded during the pandemic. Planes weren't meant to sit unused for long periods of time.
Dumb question maybe a pilot can answer: Why are the running checklists 20 miles from being able to land? What do the checklists tell you? I would think their priority would be to get on the ground.
@@VASAviation Ah got it. So it's not about trying to restart the engine or diagnose the problem, but rather landing safely when the plane wasn't expected to land at that stage of the flight?
@@BlueIvories this is just one example of many but in the CRJ, normally you land flaps 45. A Engine failure is a flaps 20 landing. If your runway was already short and or wet/contaminated, the checklist would tell you to add a % to your normal landing distance. You might determine that you can no longer land at the airport. There’s also other issues addressed such as fuel imbalance, engine driven hydraulic pumps not running, loss of anti ice capability, etc. In short, the plane can fly a very long time on one engine and it’s better to be thorough and methodical vs hasty most of the time. Exceptions would be smoke/fire situations where you don’t have as much time.
That's a good question actually. Not sure about the crj200 but many aircraft use partial flap settings during single-engine landings, increasing landing distance and braking demands. That can cause foreign object debris like rubber parts from the tyres. They can also be landing overweight. All this requires the airport management to close the runway for inspection anyway. Plus it gives the trucks more room to inspect the aircraft when on a 150' wide runway, rather than a taxiway.
They want the engine visually checked for leaking fluids or hazards by the fire dept before continuing taxing. You don’t take those problems to the gate where ARF has limited space to deal with them. The air flow in flight dissipates all that behind them. Taxing, leaks may be pooling in the cowl or under them at the gate causing a fire hazard.
Not the only plane in the sky, if it was 5-10 more minutes, others would have landed or departed. Also… the radios you hear in this clip are not the only conversations going on, Airfield Rescue crews ask questions, Tower controllers planning to receive an aircraft with engine failure ask questions, and controllers are allowed to have questions. Pilot says “3 more minutes”, notice the aircraft on a perfect base leg for final out of 4000ft at the conclusion of 3 minutes.
There are many factors that could lead up to asking the pilot to verify. When I was a controller, if I got the info as a result of it being passed down to me, I might verify it. The controller didn't ask for the information again, he read it to the pilot and asked him if it was correct. The intercoms were updated over 20 years ago and that makes them new by FAA standards -- I used it and it was a good system. The radar system I worked on, ARTS3A was 50 years old and it was a great system until the day STARS came in.
The Boston center air space over SYR is based out of Nashua NH. SYR approach has always confirmed souls and pounds with the pilots atleast once when they are on local frequencies in my 20+ years dealing with in-flight emergencies that land at SYR.
![[REAL ATC] Skywest CRJ-200 has ENGINE FAILURE + very poor weather!](http://i.ytimg.com/vi/NdhyKrPTsHI/mqdefault.jpg)
Great job by the crew and ATC! They declared immediately, made time to do checklists, run performance numbers and landed safely!
Victor, nice job with the overlays, especially the dark IAP. Keep up the great work!
Long since I last watched you channel. I dig the map/ATC overlay.
I was gonna say the same, what with the little windows as well.
However I am deeply dismayed that, despite showing actual footage of the plane landing and the ARFF on scene - we were given no views from the fire trucks, had no idea what the in flight meal looked like, and did NOT see both pilots being kissed out of their houses by spouses that morning.
Much to be improved yet VAS.
:)
Thank you much. Definitely something to stay with us
@@VASAviation and I appreciated the work involved in doing that!
I watched it fly in over my home.
Went right over me too but I missed it
@Northern NY Truck Spotting and More could you tell an engine was out 🤷🏻♂️
@@fastkarr8256 Not really. Doesnt sound any different than any other aircraft flying into Syracuse.
@@theskoob2944 how do you know it did if you missed it. Hearsay at best.
@@Shadow__133 Shadow boxer this amateur equipment used by enthusiasts is evidence of nothing. Don’t get cute with me. Back in my day I’d.
"Piedmont 5953" -- That brings back memories from the 70s and 80s when I used to fly on Piedmont in the Southeast.
They did land in New York so the ticket was partially correct.
I'll bet all the passengers cheered and were glad to land *anywhere*. 😊
Love this channel - have you ever done a video on how to read the ATC overlays? Having watched quite a few of these, I have pieced together some of the symbols, but it would be nice to learn how to read them properly...
This should help if you're brave enough to slog through it www.faa.gov/air_traffic/flight_info/aeronav/digital_products/aero_guide/
On the aircraft tags, the bottom right flashes between aircraft type and groundspeed. The bottom left is altitude (ie. DAL420 140 CRJ7/14) where 140 = 14,000ft ASL and the 14 means 140kts groundspeed.
My own emergency what's up my left main had a deflation on touchdown when I was doing a hot touch and go. If a friend of my father's hadn't taught me about touch and goes, in tail draggers, a couple of weeks before, I wouldn't be here to talk about it. He eventually ended up owning a british super marine fighter! Sadly, I never got to fly that. However, I have always thought that I owed him my life!
Hope the crew and pax at least got some chicken riggies out of this deal... Welcome to CNY!
How can you listen to PAST radio communications at any given airport? I had a particular incident at KCRQ which I would love to be able to retrieve for my own personal teaching/learning.
Are airport tower communications recorded and stored somewhere online for me to retrieve? I see all these radio communications videos and always wonder how they are able to capture the audio. Any help would be appreciated. Thanks!
LiveATC archives. You will need to put in the airport and what you are listening to, ex: rower,ground or approach. Then you gotta put the time in Zulu to current time of the incident. From there you can listen to a 30 minute block time of arc archive
@@crazyforce1102 Thank you! I just listened to the audio and it was extremely helpful to listen to the audio to reflect back on and digest everything that was going on but at the time may have not of realized since you start to get tunnel vision when encountering an issue in flight. Another valuable resource. Thanks again.
Just a note to animators, in the real world, those departure tags would be dropped by the SYR controller once the aircraft left 10,000'. Controllers in my day, almost without exception dropped or inhibited tags once they departed their airspace to reduce scope clutter.
Handed off to Center
@@VASAviation Yes, I see that, and the SYR controller would have dropped the tag once the aircraft has: A.) Been handed off to the Center; and: B.) The aircraft has left HIS airspace block, i.e., SYR. I'm not knocking it, I think your animations are great -- I'm just suggesting that this would make your animation more to form if the tags disappeared once the aircraft leaves 10,000 ft.
@@VASAviation One more thing, the position identifier on the tag (the letter at the end of the leader line) should also change to a "C" for Center when they take the handoff from SYR. If it is not in the data, most controllers switch handed off aircraft to the receiving facility ASAP once all conflicts have been resolved -- so all you have to do is find the frequency change and back up about 15 seconds on the timeline and change it to a "C" there. I believe "C" is universal for the "Center" on all radar displays, but there may be exceptions. My only intent is to help with your work.
We have C displayed but unfortunately it's difficult to sync it perfectly with audio. That's why hand off is sometimes delayed
Noted for the future
It seems like there are a lot more engine failures happening these days. I wonder if it has to do with all the planes just sitting grounded during the pandemic. Planes weren't meant to sit unused for long periods of time.
No, mechanical things WILL break!
it's the same as always, just 1,000,000 people on the Internet commenting about each one
@@wurzzzz 1,000,001
All of the planes parked during COVID have been flying for more than a year or two now. Issues like this are normal.
@@saxmanb777 - depends where you go. Many airports, especially in Asia, are still chockablock with parked aircraft.
Full aircraft if there are 53 people onboard.
Always bring friends for an engine fail party!
They could have fit one more.
Dumb question maybe a pilot can answer: Why are the running checklists 20 miles from being able to land? What do the checklists tell you? I would think their priority would be to get on the ground.
Checklists prepare the aircraft for landing
@@VASAviation Ah got it. So it's not about trying to restart the engine or diagnose the problem, but rather landing safely when the plane wasn't expected to land at that stage of the flight?
@@BlueIvories this is just one example of many but in the CRJ, normally you land flaps 45. A Engine failure is a flaps 20 landing. If your runway was already short and or wet/contaminated, the checklist would tell you to add a % to your normal landing distance. You might determine that you can no longer land at the airport.
There’s also other issues addressed such as fuel imbalance, engine driven hydraulic pumps not running, loss of anti ice capability, etc.
In short, the plane can fly a very long time on one engine and it’s better to be thorough and methodical vs hasty most of the time. Exceptions would be smoke/fire situations where you don’t have as much time.
Why do they need to stop on the rwy and close the airport if they don't have any fire concerns and one engine is still operative?
That's a good question actually. Not sure about the crj200 but many aircraft use partial flap settings during single-engine landings, increasing landing distance and braking demands. That can cause foreign object debris like rubber parts from the tyres. They can also be landing overweight. All this requires the airport management to close the runway for inspection anyway. Plus it gives the trucks more room to inspect the aircraft when on a 150' wide runway, rather than a taxiway.
They want the engine visually checked for leaking fluids or hazards by the fire dept before continuing taxing. You don’t take those problems to the gate where ARF has limited space to deal with them. The air flow in flight dissipates all that behind them. Taxing, leaks may be pooling in the cowl or under them at the gate causing a fire hazard.
@@pk7549 can confirm that CRJ-200 with an engine out land at flaps 20 (normal is 45)
@@mtn335 It is in the CRJ200 QRH.
a lot of engine failures recently
How long you need? Are you ready? Now are you ready? Skywest say intentions...C'mon ATC really?
ATC: what do you want…?
SKW: PPOS HOLD
ATC: Expect vectors…
That's why they should give a brief summary which includes souls, fuel, anticipated intention, and then say standby, on the initial Mayday or Pan Pan!
Both ATC and the flight crew were spot on here.
Not the only plane in the sky, if it was 5-10 more minutes, others would have landed or departed. Also… the radios you hear in this clip are not the only conversations going on, Airfield Rescue crews ask questions, Tower controllers planning to receive an aircraft with engine failure ask questions, and controllers are allowed to have questions.
Pilot says “3 more minutes”, notice the aircraft on a perfect base leg for final out of 4000ft at the conclusion of 3 minutes.
@@jordanbell8878 emergency aircraft have right of way over all other and it's never that busy in Syracuse and even If it is, they can go around.
CRJ 200s are not favored on your channel haha
One shouldn't have to state fuel and souls to every controller while one is dealing with an emergency. Is ATC intracomm that bad?
There are many factors that could lead up to asking the pilot to verify. When I was a controller, if I got the info as a result of it being passed down to me, I might verify it. The controller didn't ask for the information again, he read it to the pilot and asked him if it was correct. The intercoms were updated over 20 years ago and that makes them new by FAA standards -- I used it and it was a good system. The radar system I worked on, ARTS3A was 50 years old and it was a great system until the day STARS came in.
Every play the telephone game? It was verified not asked again.
The Boston center air space over SYR is based out of Nashua NH. SYR approach has always confirmed souls and pounds with the pilots atleast once when they are on local frequencies in my 20+ years dealing with in-flight emergencies that land at SYR.
They just wanted to go to Syacruse by the sound of it. Captains probably got a side piece.
Hate flying any bombardier aircraft
Why would that be?
@@JimWhitaker not british nuff sed
@@1800WETANAL so you hate flying on airbus and boeing products too? Lol
@@Ryan-zc1tz not comparable.
@@1800WETANAL well they aren’t British either