ฝัง
- เผยแพร่เมื่อ 18 ต.ค. 2024
- 14 JANUARY 2023.
An Endeavor Air Canadair Regional Jet CRJ-900 registration N931XJ,
performing flight EDV5459 from New York John F. Kennedy International Airport (KJFK) to Frederick Douglass/Greater Rochester International Airport (KROC).
Right after departure reported loss of navigation and requested time for troubleshooting.As the result the pilots reported loss of navigation ability and requested return back in to Kennedy.
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That ATC was outstanding.
Agreed. Excellent communication from both sides. Great job.
Awesome job to all controllers involved and for the pilots keeping their cool.
The professionalism, in the face of an emergency, is amazing.
Great ATC. One of the Endeavor guys sounded young and maybe a bit inexperienced, so he was probably shaking in his boots, though he was pro through the whole thing, but I bet that ATC was reassuring as all heck.
Absolutely, and respect to the other guy for mostly letting the younger guy continue to work the problem. A big learning experience.
Yeah I think that was a great learning experience for him.
Good video! It reminded me of my instrument training back in the mid ‘80s. It was a slow night for ATC so my instructor asked them to let us do a no-gyro approach. A very different experience! 😊
That one sounded worse than most people realize, great teamwork!
what impressed me, beyond everything else, is the fact that the pilot said he didnt see the field when he couldnt see the field.
I imagine the pilots needed a smoke, a drink, and a nap after this. Intense 10 minutes!
when it all goes dark, call the angel in the ether...well done ATC sounded like a 1950's GCA
Amazing ATC!
Fabulous 1st officer.
Incredible PIC
That was a little more hair raising than I thought it was going to be when I first clicked. Good job everyone.
FO was awesome too. He sounded shook (as would any of us) but Johnny on the spot for all comms. Of course CA brought it home safely. Without NAVs, it takes two.
Back in the 70's I lived in Orlando and MCO was also the Air Force Base so military controllers manned the tower. In low visibility weather we used to listen to them do a Ground Controlled Approach (GCA) for the civilian aircraft. It sounded a LOT like this video.
Yeah! GCA was pretty common in the mid 20th Century.
Some might think it's antiquated, but if you look at it from the other side (timeline): Prior to that capability, you had limited radio beacons and an ATC center might have you on limited radar.
So, getting vectors from a controller that lined you up on the runway, a few miles out, was a major improvement in capabilities and safety.
👍
Excellent stuff!
Nice and calm - clear speech from both the pilot and the ATC.
Excellent teamwork by all.
I’m not on the RJ anymore but I know the standby instruments suck to fly off of. They did great!
The young one was sharp as a tack and quick.
What ATC can do impresses me.
Gotta love the notice in the first frame: "The position of the aircraft on the map may not be accurate".
Jeez that was scary! Even in a single piston engine plane you have half the gyro instruments on vacuum, the other half electric so you only lose half of them. Without the DI you can use a compass (although without practice the corrections for bank and deceleration are tricky), but losing just about everything like that including ILS is a real bummer. Great job all round there!
Most steam gauge singles have both the DG and the AI gyros on vacuum, so the only gyro that survives a vacuum failure is the turn coordinator. If you’ve got an HSI, that’s likely slaved to an electric gyro, so you’re slightly better off, but in many smaller planes, losing vacuum means losing both your primary gyros…
@@MikeGranby I remember well from my IR training “recovery from unusual attitudes” with the screens up and AI, VSI and DI covered. It focussed the mind, and reminds you just how much info you can glean from basic instruments. But that was in training situations when you were expecting it, and had the option of taking the screens down or an instructor taking over if things got out of hand. Being in this for real, with a plane load of passengers in the back, is not my idea of a good day to go flying!
Suddenly I'm hungry for a gyro.
Lol, thats a good 1😂
Bravo true guts and training shown here.
Surgical precision.
Great professional work all around on that one!
That was tough to listen to.
same thing was in one company, when in flight IRSes disagreed and both pilots decided to realign ALL 3 ADIRUs in flight. Last of flight were conducted with a help of stby instruments and vectoring
Amazing. Just amazing.
I'm not a pilot or aviation knowledgeable in any way, but I can imagine this must be a pretty terrifying situation, like scuba diving blind or something? I can feel the tension from the pilots
6:55 caption correction, ATC instructs right turn to 050, not left.
Which is pretty amazing given the situation. After a left 080 you'd expect a left 050 (and the wrong transcription reflects that) but controller said right 050 (which could well be because of an overshoot). Or controller just said it wrong and the pilot interpreted it as a left (and the transcription copied the interpretation)
Odd not to declare an emergency no-gyro no-nav in IMC - which is in fact an emergency. The controller basically declared for them when they asked fuel and souls on-board and said they were bringing out the equipment. Generally always best to declare an emergency, get priority handling and all the help you need rather than be concerned about paperwork later.
No one was worried about the bloody paperwork. They were focused on working the problem, and they were getting the service they needed from ATC with no magic words necessary. It’s a slight on the professionalism of the crew to suggest that they in anyway prejudiced the safety of their flight simply to avoid paperwork. They handled this perfectly.
Pilots do not hesitate to declare an emergency when faced with distress conditions, such as fire, mechanical failure, or structural damage. However, some are reluctant to report an urgency condition when encountering situations that may not be immediately perilous but are potentially catastrophic. An aircraft is in an urgency condition the moment that the pilot becomes doubtful about position, fuel endurance, weather, or any other condition that could adversely affect flight safety. The time for a pilot to request assistance is when an urgent situation may, or has just occurred, not after it has developed into a distress situation.
@@MikeGranby and yet sometimes the words are supposed to be used…
@@jordanellington6240 We all know the definition of an urgency, thank you. And while I'm sure you'd be much happier if they'd chanted "pan" six times, the fact is that they requested and got the assistance they needed. This ridiculous idea that our pilots are so unprofessional as to avoid asking for help simply to avoid paperwork is both an insult to the trade, and an inaccurate reflection of reality. They're gonna be writing this up, no matter what words were said on the freq.
@@MikeGranby et all, thanks for you feedback and it was my intention to invite consideration on the declare emergency or not question. In general there is a well documented resistance by pilots to declare emergencies.
It would have made no difference to the workload of the pilots to intro their first call with an emergency declaration. Instead they relied on ATC intuiting this was an emergency (good for them) and acting accordingly.
This was a topic of discussion during my annual recurrent training while discussing Aeronautical Decision Making (ADM).
The event in general was handled superbly. I was just pointing out what was clearly an emergency was not declared as such for no good reason.
As pilots when we notice something is way off - like being lost in IMC with all instruments failed except for the standby AI, the safest move is always to declare, because you never know what might happen next.
And yet many pilots don't.
So, from a pilot's point of view, how actually scary was this situation, just to give me some clarity and understanding?
Kudos to all, question: Does this type of Aircraft have no backup compass (like even Airliners have) or other backup systems? Cheers, Pepe
I flew the RJ previously. You have a backup compass and a small backup attitude indicator. Not sure what exact system failure they had but the backups SUCK and you have to look to your side to see them side the main screens are what’s in front of you. Basically it’s there to just get you back on the ground with help like this from ATC. They did an amazing job
I use to fly an OV-1 Mohawk in the 1980's. We had to do lots of similar approaches @hen weather was bad and the ils was inop. Kudos to the aircrew and atc's
No compass, even. I'm no pilot but I wonder what would disable even a compass.
What about praising the pilots?! They were calm and very professional, Complete courtesy and teamwork on both sides, which, over a long period of observation, happens about 90% of the time
cool, really cool !!!
I’m wondering , they have magnetic compass ?
No gyro! Old school.
The accents!
I’m just confused as to why he didn’t have a peanut gyro
The SIC sounded pretty nervous. All that was lost was Nav. Not both engines. The PIC…cool as a cucumber. Bravo.
Ну у них там 2 ж гиросистемы. Не могли ж так 2 стазу выбить. А вообще натерпелись. К тому же после разворота не увидели полосу и на 2000 футах за 3 мили до полосы. Я бы орбитку попросил чтобы высоту уменьшить. Как он смог стабилизироваться и сесть на нормальной скорости то загадка
So were they no gyro or not? They seemed to be able to turn to a heading just fine, and ATC kept giving them vectors. Something doesn't add up. No-gyro ASR or PAR approaches never involve vectors.
The first vector they're given in the video is 090, i. e. due east. You'll notice the map is tracking north of east. Other vectors are likewise off in the reconstruction. Even considering the disclaimer at the beginning, I'd say there is a very good chance that either their gyro was out (in which case they were using the Long Island coast as a visual landmark) or off-calibration. I'm guessing the first one.
4:33 i am cuirous, where is that accent from, is it from the US?
It sounds Indian or Pakistani.
Why should you avoid Canadian planes? Because they can only take off, eh.
Good one! Haha!
Are they in IMC? If they aren't in IMC they can fly VFR.
They were in IMC until approach brought them close enough to the airport and low enough to get below the clouds
If its close enough to take a regional, its close enough to DRIVE
Ah yes. Definitely drive from Dallas to North Dakota. That makes a lot of sense.
Maybe that's all they did 20+ years ago but these days regionals do all sorts of flying including plenty of 3+ hour flights. They do flights that would be unproductive to put a bigger jet on or supplementary to mainline flights. If you want to drive Chicago to Brownsville, TX, Denver to Spokane, or Newark to Des Moines, go for it. Most people will choose to fly
New York City to Rochester? That is certainly a drive.
@@neilkurzman4907 ...not if you got a hot date, it isnt :)
@@ssnerd583
About 350 miles from Kennedy.
So maybe six hours if you avoid New York City traffic.