I love the "Any heading and altitude approved as requested". No unnecessary complications for the emergency pilots and the ATC just directs everyone else as required Especially at Tokyo Narita with its extremely restricted airspace. Beautifully done.
American ATC has a lot to learn from this. Here Tokyo ATC does everything they can to assist. American ATC typically put more load on the pilots in those situations with too much irrelevant talk. Japanese ATC concentrate on whats necessary and cuts out bullshit. Well handled by Japanese ATC.
Thank you for covering this incident! Both the ATC and pilots were really professional and did an amazing job! Btw the channel "Love Flight Jack" was livestreaming when the emergency happened and caught the take off, the landing and response of the fire brigade too. I thought maybe you would be interested in checking it out :)
I dont think Ive ever seen an American (atc or pilot) slowing down communications so the other side (foreigner) could understand! Normally they just repeat the message even faster. Kudos to this pilot. Edit: wait, did he just give the fuel remaining in kilos??? Hopes on Murica restored!
This is Polar Air, which is a certificate owned by Atlas Air, in the US. I work at Atlas, so this is just my experience. We operate primarily internationally, so there is a strong culture of standard ICAO radio communications. We also operate in kilos by default for fuel, so there wasn't any special conversion done by the crew in this case.
@@RareNaosit was easy to see how sticking to those communication protocols was helpful here. I especially appreciated the pilot, who sounded like a native English speaker to me, making sure to clarify everything in simple aviation English. It’s definitely what you’re supposed to do, but it’s nice to see it done right.
@@Fireandbubbles Yep, as an american it was very clear to me he was speaking slowly and methodically to try and make it as simple as possible to the Japanese controller. Super professional and hopefully other US airlines can improve their international communications as well. (We often joke about Delta internationally because they sound awful on the radio)
Fuel usually evaporates before making it to the surface, depending on the altitude, of course. Liquid fuel is vaporized in order for it to burn, and it evaporates fairly quickly.
I believe that was bleed over from the uploaded feed. It would not have sounded like that in the aircraft. In fact the radio transmissions in and out of NRT are very clear.
I find the female ATCs (in general) to be steady and calming - analogous to how it's often preferable to have a female police officer on hand for some types of situations (please, no comments about the Secret Service).
There are fire sensors on the engine. Once the engine is shut down and the built in extinguisher is activated, the fire will probably go out snd the sensors will show that. If it is still on fire, there is a 2nd extinguisher that can be used. After that, if it is still on fire, then it turns into an immediate return.
The engine probably wasn’t on fire, which is why the pilots weren’t reacting to an engine fire scenario. The 777 is an EICAS driven aircraft, essentially telling you what is wrong with it and providing necessary checklists to perform. One does not stray outside the system that Boeing has created unless the scenario is beyond the scope of those checklists.
Engine fire detectors actually detect heat, not actual fire. Remove the heat and the fire indication goes out. The immediate action item after reducing the thrust lever to idle is to 'blow' a bottle (fire extinguisher) IF the FIRE ENGINE INDICATOR REMAINS ILLUSTRATED.
ATC instructing to waypoints rather than just giving headings is the only fault I found with this exchange. Everything else was very helpful to the pilots and communication was clearer than you see amongst some native English speakers. Great job everyone.
There is actually nothing wrong with giving direct to waypoints in this case, note that they were only given for fuel dumping & direct to final approach course. Inputting the direct to waypoint would not have been a trouble at all. If I were to nitpick, it would be the change in the waypoint to hold at, though this was possibly because the intention behind the first holding was just to have a place nearby for the plane to hold, but as this would be rather close to the coast during fuel dumping, it would be preferable to hold further out in the sea, thus the request from ATC to hold at the second waypoint.
@@bestbearyt I’ve seen pilots talk about how it can be annoying to have to input a waypoint into the computer or find it on their map, while also dealing with emergency checklists for an engine fire. It less workload to simply input a heading.
@@Michael_K_Woods Yes it is annoying if the situation is immediately critical. However, it is not a problem in this scenario. Notice that the only times they were given direct to waypoint were when things are not too critical. The most critical part was after departure, and notice that only headings were used. Also, they were not given multiple direct to waypoint instructions. So it is not a hassle to input a waypoint. You are overthinking the process of inputting a waypoint.
@@robotdeathsquad doesn't matter, in aviation english is king (altho i assume i could do it decently, there's other languages id struggle much more with)
I was flying from Japan when the tsunami hit in March 2011. Middle of the afternoon, lots of traffic, and suddenly NRT and HND *closed*. I'll never forget how well ATC performed through several hours of chaos. And if you fly there regularly you stop noticing the accent.
Maybe it is because I live in the APJ region and have visited Japan quite a few times on business, but I had no issue understanding the controllers, and neither, it appears, the flight crew. The flight crew spoke at a very even pace, which was helpful.
I didn't get that feeling. I got the feeling that ATC let the crew do whatever they needed to do safely deal with the emergency. ATC accomodated the emergency very well.
No this was a masterclass. Let the pilots do what they want, they know best. The ATC is just there to help. You can watch some Geneva emergencies, perfect example of how it should go. The pilot tells the ATC what they will do and atc makes sure no one gets in the way. When in an emergency the roles reverse.
IMO the culture in Asia is afraid to make a command decision. They need approval from a higher up, who needs approval from an even higher up. That's how we went from any heading, any altitude, dumping fuel anywhere - to - heading, altitude, wait till the coast line to dump, wait 10 miles to dump, hold here, now hold here, now you can dump. It's worse in China. It can be etremely difficult to get different altitudes or divinations around weather because each sector has a different boss and they don't want to step on each others toes.
This is such an amazing female energy from tower at th-cam.com/video/H0oGT39bxC0/w-d-xo.html: (Ok, you are not on fire, you big baby) "Polar 752, OKAY, how long do you need?" (stop crying and move away from my runway, everything is fine, move on and don´t make a mess)
What the heck is going on with Boeing? I won’t get on a newer model Boeing, period. I don’t need the stress. If they keep this up, people will start saying stuff like, “A Boeing a day keeps the flyers away.” Sheesh.
Nothing. I’m an Airbus fan through and through but these incidents are just as common with Airbus as they are Boeing. Just the media is focusing on Boeing because of the blowout. It’s just bringing more attention. But the rate of incidents on Boeing and Airbus haven’t really changed from what they’ve always been, they’re just being reported on more. Issues occur daily on Airbus and Boeing planes. It’s impossible not to with so many aircraft and flights a day. Also faults after this are usually the fault of the airlines maintenance. It’s their responsibility for maintaining them once they take them. Manufacturers will handle some things but it’s the maintenance who are responsible; not Boeing or Airbus. Unless it’s a fault in a plane just delivered that came with the install, they’re not really responsible. Anyone who isn’t biased or an over the top fan boy of one or the other will admit both types of aircraft are incredibly safe and over engineered in regards to safety. You’re still far more likely to die in a car crash and then get struck by lightning whilst being wheeled to the back of an ambulance in a body bag than you are crashing in a reliable commercial airline.
Love the attitude of the Departure ATC; it seems to be "You do whatever you need to do, we will keep everyone else out of your way."
👍
Refreshing to hear versus the Carribean controller we heard from a few days ago.
@@cheapercharlieiii Really! 👍
"Request buzz the tower"
"Any airwork approved"
@@eagle1107flyer LOL! 😄
All involved couldn't be more professional in handling the emergency!! Textbook! Great video!
👍👍👍
Easy there. You are getting to excited.
I love the "Any heading and altitude approved as requested". No unnecessary complications for the emergency pilots and the ATC just directs everyone else as required
Especially at Tokyo Narita with its extremely restricted airspace. Beautifully done.
and it's also hard to understand Tower because Japanese is the national language in JP
Solid flight crew and controller.
American ATC has a lot to learn from this. Here Tokyo ATC does everything they can to assist. American ATC typically put more load on the pilots in those situations with too much irrelevant talk. Japanese ATC concentrate on whats necessary and cuts out bullshit. Well handled by Japanese ATC.
They can barely be understood?!!! What’re you on about
You kidding. They need to learn English if dealing w English pilots.
@@davidkrulllovesjesus6797are they not speaking english?
Thank you for making good movies on TH-cam all the time.✈️😄
Watching you from Japan🇯🇵
it's crazy how often these things happen without us hearing about it. shows how good the pilot and ATC are at controlling the situation
No it's not crazy. Engine failures and returns have been happening the last 100 years.
Thank you for covering this incident!
Both the ATC and pilots were really professional and did an amazing job! Btw the channel "Love Flight Jack" was livestreaming when the emergency happened and caught the take off, the landing and response of the fire brigade too. I thought maybe you would be interested in checking it out :)
thx for this!
World class radio work and cooperation by all parties.
I love listening to Japanese atc! Great video.
Syanara
@@waynesummey5051 why did mispelled " sayonara " which means goodbye in japanese? what a low level troll.
fantastic pilots and atc!
Beautiful communication here. ATC was not overbearing but still managed it exactly as needed. Love it!!
Excellent ATC. Good to hear something that isn't American
I’m glad they’re fixing the ATC here. Been a bit of an issue in the past.
Japanese ATC are brilliant. I also understood them more than some of the American ones especially in New York.
Polar 752, Any heading approved. Any altitude approved. Dump fuel wherever you want. ありがとうございます！
Domo Arigata!
Great controllers!
I dont think Ive ever seen an American (atc or pilot) slowing down communications so the other side (foreigner) could understand! Normally they just repeat the message even faster. Kudos to this pilot.
Edit: wait, did he just give the fuel remaining in kilos??? Hopes on Murica restored!
Could be Canadian 😂😂
This is Polar Air, which is a certificate owned by Atlas Air, in the US. I work at Atlas, so this is just my experience. We operate primarily internationally, so there is a strong culture of standard ICAO radio communications. We also operate in kilos by default for fuel, so there wasn't any special conversion done by the crew in this case.
@@RareNaosit was easy to see how sticking to those communication protocols was helpful here. I especially appreciated the pilot, who sounded like a native English speaker to me, making sure to clarify everything in simple aviation English. It’s definitely what you’re supposed to do, but it’s nice to see it done right.
@@Fireandbubbles Yep, as an american it was very clear to me he was speaking slowly and methodically to try and make it as simple as possible to the Japanese controller. Super professional and hopefully other US airlines can improve their international communications as well. (We often joke about Delta internationally because they sound awful on the radio)
Sharp sounding crew, those cats were on it.
Scenario runs like it’s in the sim.
What happens if the fuel drops on the vessels in the sea, can they catch fire? Or is it spread so thin it doesn’t matter anymore?
Im not an expert, but it depends on altitude, the fuel will evaporate.
No
They dump at 6000 feet or higher to give the fuel droplets time to evaporate.
Fuel usually evaporates before making it to the surface, depending on the altitude, of course. Liquid fuel is vaporized in order for it to burn, and it evaporates fairly quickly.
Look up “children’s school covered in jet fuel after aircraft dumping fuel” it happened in California
just curious if it’s possible to show the time on the map. would be helpful. thank you!
Textbook by pilots. Great job from ATC, especially when English isn't their 1st language.
Why did it sound like everyone kept getting stepped on? The frequency seemed to constantly have multiple voices transmitted at the same time
I believe that was bleed over from the uploaded feed. It would not have sounded like that in the aircraft. In fact the radio transmissions in and out of NRT are very clear.
I find the female ATCs (in general) to be steady and calming - analogous to how it's often preferable to have a female police officer on hand for some types of situations (please, no comments about the Secret Service).
21 minutes to dump fuel, that’s really interesting
From a non pilot, if the engine is on fire, how do you make the call to stay in the air this long versus return immediately?
There are fire sensors on the engine. Once the engine is shut down and the built in extinguisher is activated, the fire will probably go out snd the sensors will show that. If it is still on fire, there is a 2nd extinguisher that can be used. After that, if it is still on fire, then it turns into an immediate return.
The engine probably wasn’t on fire, which is why the pilots weren’t reacting to an engine fire scenario. The 777 is an EICAS driven aircraft, essentially telling you what is wrong with it and providing necessary checklists to perform. One does not stray outside the system that Boeing has created unless the scenario is beyond the scope of those checklists.
Engine fire detectors actually detect heat, not actual fire. Remove the heat and the fire indication goes out. The immediate action item after reducing the thrust lever to idle is to 'blow' a bottle (fire extinguisher) IF the FIRE ENGINE INDICATOR REMAINS ILLUSTRATED.
You do what the checklist tells you to do
@@fascinatingtome so when my house is on fire I do what the checklist tells me to do?
Shrapnel from what?
That is how they reported.
@@YouCanSeeATC thanks
Likely engine fan failed. Also possible bird strike caused that failure. Either way, it was quite a big failure to cause fire and casing damage.
the engine produced its own shrapnel. probably one of the internal blades failed.
I saw the pictures after landing. The engine cowling got blown open from under side. Possible that.
ATC instructing to waypoints rather than just giving headings is the only fault I found with this exchange. Everything else was very helpful to the pilots and communication was clearer than you see amongst some native English speakers. Great job everyone.
There is actually nothing wrong with giving direct to waypoints in this case, note that they were only given for fuel dumping & direct to final approach course. Inputting the direct to waypoint would not have been a trouble at all. If I were to nitpick, it would be the change in the waypoint to hold at, though this was possibly because the intention behind the first holding was just to have a place nearby for the plane to hold, but as this would be rather close to the coast during fuel dumping, it would be preferable to hold further out in the sea, thus the request from ATC to hold at the second waypoint.
@@bestbearyt I’ve seen pilots talk about how it can be annoying to have to input a waypoint into the computer or find it on their map, while also dealing with emergency checklists for an engine fire. It less workload to simply input a heading.
@@Michael_K_Woods Yes it is annoying if the situation is immediately critical. However, it is not a problem in this scenario. Notice that the only times they were given direct to waypoint were when things are not too critical. The most critical part was after departure, and notice that only headings were used. Also, they were not given multiple direct to waypoint instructions. So it is not a hassle to input a waypoint. You are overthinking the process of inputting a waypoint.
As usual, japanese accents atrocious, but also as usual their excellent professionalism and otherwise-competence fill the gap. well done
How's your Japanese accent?
@@robotdeathsquad doesn't matter, in aviation english is king (altho i assume i could do it decently, there's other languages id struggle much more with)
I was flying from Japan when the tsunami hit in March 2011. Middle of the afternoon, lots of traffic, and suddenly NRT and HND *closed*. I'll never forget how well ATC performed through several hours of chaos. And if you fly there regularly you stop noticing the accent.
@@adamdejesus4017 yea i definitely assume that one gets used to the accent after a few flights
Maybe it is because I live in the APJ region and have visited Japan quite a few times on business, but I had no issue understanding the controllers, and neither, it appears, the flight crew. The flight crew spoke at a very even pace, which was helpful.
Its hard to understand with those japanese accent
Don’t fly international or just u can’t fly internationally. The other country people hard to understand American accent too.
The crew kind of need to guide the ATC of what to do...
I didn't get that feeling. I got the feeling that ATC let the crew do whatever they needed to do safely deal with the emergency. ATC accomodated the emergency very well.
Ok keyboard pilot, sure, whatever u say
No this was a masterclass. Let the pilots do what they want, they know best. The ATC is just there to help. You can watch some Geneva emergencies, perfect example of how it should go. The pilot tells the ATC what they will do and atc makes sure no one gets in the way. When in an emergency the roles reverse.
Not at all. ATC is adapting to the situation and gives the best service they can. Very professional ATC!!
Japanese always have problem with such sudden emergency handling...
IMO the culture in Asia is afraid to make a command decision. They need approval from a higher up, who needs approval from an even higher up. That's how we went from any heading, any altitude, dumping fuel anywhere - to - heading, altitude, wait till the coast line to dump, wait 10 miles to dump, hold here, now hold here, now you can dump.
It's worse in China. It can be etremely difficult to get different altitudes or divinations around weather because each sector has a different boss and they don't want to step on each others toes.
This is such an amazing female energy from tower at th-cam.com/video/H0oGT39bxC0/w-d-xo.html: (Ok, you are not on fire, you big baby) "Polar 752, OKAY, how long do you need?" (stop crying and move away from my runway, everything is fine, move on and don´t make a mess)
What the heck is going on with Boeing? I won’t get on a newer model Boeing, period. I don’t need the stress. If they keep this up, people will start saying stuff like, “A Boeing a day keeps the flyers away.” Sheesh.
Nothing. I’m an Airbus fan through and through but these incidents are just as common with Airbus as they are Boeing. Just the media is focusing on Boeing because of the blowout. It’s just bringing more attention.
But the rate of incidents on Boeing and Airbus haven’t really changed from what they’ve always been, they’re just being reported on more.
Issues occur daily on Airbus and Boeing planes. It’s impossible not to with so many aircraft and flights a day.
Also faults after this are usually the fault of the airlines maintenance. It’s their responsibility for maintaining them once they take them. Manufacturers will handle some things but it’s the maintenance who are responsible; not Boeing or Airbus.
Unless it’s a fault in a plane just delivered that came with the install, they’re not really responsible.
Anyone who isn’t biased or an over the top fan boy of one or the other will admit both types of aircraft are incredibly safe and over engineered in regards to safety. You’re still far more likely to die in a car crash and then get struck by lightning whilst being wheeled to the back of an ambulance in a body bag than you are crashing in a reliable commercial airline.
Boeing doesn't make engines. Take your lack of knowledge against Boeing elsewhere
These are not Boeing engines. People like you are why Boeing gets a bad name
has absolutely nothing to do with Boeing. Sometimes stupidity astounds me.
@@cheapercharlieiii Any reason you need to be so nasty or are you just this way naturally?