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- เผยแพร่เมื่อ 6 ก.ย. 2024
- 21 June 2023.
A FedEx Express McDonnell Douglas MD-11F registration N584FE, performing flight FDX247 from Toronto Pearson International Airport (CYYZ) to Memphis International Airport (KMEM).
After departure declared an emergency, reported engine reverser has engaged and requested return back to CYYZ.
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Awesome guy's checklist:📌
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0:20 the tower already knew something was up. They were not climbing or accelerating as expected/normal
Respect for the tower for keeping tabs on the climb out.
Toronto ATC was great! Very professional. They knew straight away just how serious it could be and gave them whatever they wanted and all the help they needed.
What did you expect? ATC holding back? Get over yourself.
This is professionalism all around! And yes, the Canadians really are this polite. 🇨🇦 The fact that the MD-11 has 3 engines made this much more manageable for the crew.
Wow. This brings Lauda Air Flight 004 to mind. So fortunate the outcome was different this time.
Right? When he said 'we just had a thrust reverser inadventantly deploy' I was like 'oh, is that all 😬' - Lauda Air has to be the most terrifying incident I've ever heard of
Difference being altitude and three vs two engines…good job Fedex
Nope. the FAA Airworthiness Directive issued in 2000 mandated additional lock on all wing mounted engines (center engine optional).
@@Greatdome99 Is that to say that the AD limited how far the reverser could deploy. ... I don't follow the logic . Tim F
It's because of Lauda these things happen. Something like a lock switch or proximity sensor out of position triggers an immediate idle and you get this.
Great work and attention to detail by everyone involved there. The initial tower controller clearly saw something was strange about the plane's departure path and called to check on them, the departure controller did a great job giving the crew the assistance they needed but otherwise staying out of their way, and the pilots handled everything professionally. I especially like how the pilot working the radio seemed to have a good understanding of why the controller was asking the things he was, and made a point to answer in clear complete sentences to ensure the necessary information got across.
if a reverser deploys mid flight, specially on a take off climb with more engine power, its gonna be a very very noticable and abrupt shift in the airplane, roll and probably deflection towards the side where the reverser deployed. Those deploying is really nasty, quck reaction on the crew there getting that stable.
@@Nardur12321 Presumably some failsafes were added after Lauda Air Flight 004 had a similar problem with a much more disastrous outcome.
The fact that the controller understood the #1 engine had an issue and it's advisable to not make a right turn but asked if the pilots were able to do so, and only if they were able, shows he has a good understanding of aviation and the physics involved.
Forgive me if I'm wrong but I thought the #1 engine is on the left and having the powered engine down in the turn helps keep the speed up instead of possibly nosing the aircraft down into something unrecoverable. (For those who want to be rude, I'm asking and wanting to learn)
@@deekamikazeI think you've got your lefts and rights mixed up. the number one engine is on the left, therefore when it isn't working it's much easier to make a left turn than a right turn. The excess drag on the #1 engine and the thrust from the #2 engine work together to help rotate the plane in a left turn, whereas going right they push against the turn.
@@tissuepaper9962 It's easier to make a turn into the "dead engine" but it is also easier to get into a Vmc roll-over. I was surprised they accepted the left turns with the bucket deployed. A heavy weight also increases Vmc. Maybe the high wing loading (high stall speed) of the MD 11 makes it a non issue, but it would be interesting to see what the published Vmc is with the reverser deployed. Having said that, I have great respect for the FedEx flight crews.
@@bobteter4300 Appreciate this info and would like more if available.
And she also realized there may be a problem before it was even mentioned, by asking if everything was ok
That Departure controller did a fantastic job on the radio. Really calm and feels like he's there for you. Cant ask for anything more during an emergency
Yet another FedEx crew who did a phenomenal job. Controller was a gentleman too and that “Thank You Kindly” takes me back to being a teenage girl and watching Due South….about the Canadian Mountie who is assigned to the USA. He always said Thank You Kindly!
These controllers are my favourite at YYZ. Always courteous, friendly, efficient, joking but very competent.
Good job on ATC for being preemptive and offering all the options to the pilots.
Wow the dudes at Toronto are really bloody polite even during an emergency
Canadians😅
We had a situation like that in São Paulo (SBSP) where a Fokker 100 from TAM Airlines (TAM 402) had an unexpected right engine reverse activation and kept at full power
Unfortunately in that case, the aircraft came to a full dive to the right and ended up crashing in a residential area killing everyone onboard and others on the ground.
That was such a professional and polite dispatcher on the approach,,, 👏🏻👏🏻👏🏻👏🏻👏🏻👏🏻👏🏻
6:34; amazing interaction between ATC and the pilots. Love that take on the hand off..."is everything stable on the approach?" Beautiful, professional, genuine...everything I'd expect from my friends to the north in Canada. :D
One of the relatively rare cases these days where it was probably quite helpful that this was a 3-engine aircraft rather than a twin. 1 of 2 engines going full reverse during climb-out would not be a fun time.
Even one of three engines going reverse doesn't sound good for a plane which is successor of DC-10
@@greenesyt563 Yes, 1 of 3 going into reverse thrust is definitely bad, but not as bad as 1 of 2.
Great professionals....both crew and ATC...congrats!
"Thank you" means ATC is Canada to the bone!
How efficient, how professional ATC and Crew, we sometimes forget that the vast majority of crews handle very serious emergencies like this one successfully due to their skillful and professional handling! Congratulations guys, an excellent job, to say the least!👍
You want ALL of these people in charge of your flight, your wedding, your house renovation, anything where a clear head and calm control is required. Well done.
Great that the controller enquired regarding the state of the aircraft. Watching these videos, most of the time we see all following the axiom "Ask and it shall be given, knock and it will be opened." A thumbs to the controller who was proactive.
Total professionalism on board and at the ATC. Hats off to all of them
i like that at 3:43 they made sure to clarify, "only if you're able to do so" even tho they're both being extremely professional, to remind the pilots they're still PIC and the safest decisions are still up to them
That departure controller is ridiculously polite. Lol
I've watched enough videos to know that checklists are vital. I'm not a pilot, but I can understand that, contrary to some movies, a pilot cannot just turn around and land. A plane configured for takeoff needs to be reconfigured for landing, and the checklists are there to make sure that nothing is overlooked. Here, the pilot and the ATCs were thoroughly professional!
As a retired tower and TRACON controller and pilot, I give all of them an A+!
Such a treat to watch true professionals at work.
ENGAGED vs UNLOCKED are 2 vastly different issues.
ENGAGED means a single engine T/R has uncommandedly, deployed and is blowing air out through the doors, and is IMMEDIATELY life threatening in the air,
UNLOCKED means the latching mechanism is at fault, meaning there is the POTENTIAL for uncommanded T/R deployment
Pilots figured out the problem quickly. At the low altitude, they had no margin for error.
TR is not suppose to deploy in flight by design, was there is a maintenance issue. CF6 engine and delivered in 1992 to AA
Thanks god it's been engaged just after take off and not at cruising altitude like Lauda Air Boeing 767-300 aircraft. If that reverse opened at high altitude-it could be nightmare. It's very sad it's still happening in 2023 but luckily they managed to land safely. Definitely must be done even more in order to prevent such horrific incidents in the future!
So cool, calm and collected in regards to both parties! Such clear communication. A pleasure to hear
One of the very few things good about Toronto.
I’m just waiting for some day a pilot to get his numbers backwards. “Uhh yeah, we have 40,400 souls on board and two pounds of fuel.” 😂
I'm pretty sure I heard something along those lines recently, actually, though the pilot corrected himself. He started off saying something like 20,000 souls. - haha
John 14:6
Jesus saith unto him, I am the way, the truth, and the life: no man cometh unto the Father, but by me.
John 3:7
Marvel not that I said unto thee, Ye must be born again.
Romans 3:23
For all have sinned, and come short of the glory of God;
Romans 10:9-10
That if thou shalt confess with thy mouth the Lord Jesus, and shalt believe in thine heart that God hath raised him from the dead, thou shalt be saved.
For with the heart man believeth unto righteousness; and with the mouth confession is made unto salvation.
John 3:18
“He that believeth in Him is not condemned; but He that believeth not is condemned already, because he hath not believed in the name of the only begotten Son of God.
Psalm 14:1
The fool hath said in his heart, There is no God. They are corrupt, they have done abominable works, there is none that doeth good.
@@Jesus_paid_it_all What is this garbage? Is this some kind of code the ATC and pilots should have been using? Sounds like some garbage religion or something.
Well done FedEx. Very professional.
Team work, makes the dream work! Well done to all involved!!!
Great communications by all parties, great work by the crew to manage the incident, and by the tower to provide assistance where needed. 👍
5:02 - "Thank you kindly," reminds me of the 1990s TV series Due South...
Only asked once about fuels, souls, and hazardous goods. And that was when the pilots were ready to land so they could concentrate on doing everything they needed during the emergency. I wish all US ATCs would do the same. Let the pilots aviate.
You do realize that the TH-cam videos are edited so the pilot/controller conversations are compressed in time? In real-time, there would be large gaps of silence and then communication. The "dead air" is edited out so a 15-20 minute event becomes eight minutes.
@@buckhorncortez You do realize that the animation of the plane in motion speeds up during those dead air periods? That makes it pretty clear that time has elapsed in the interim. I think most people are bright enough to understand that, but I may be giving YT viewers, and commenters for that matter, a little too much credit.
Incredible all around. Wow. Glad for this outcome.
I'd be real curious to hear the investigation results on this because there should be several interlocks to prevent a thrust reverser from inadvertently activating.
Super job on the video as usual. Thank you!
Thank you for watching! 😉
Level heads prevailed. Good piloting. Excellent ATC support.
Gotta love Pearson Int’l ATC. Great job by the ATC and the pilots, great work on all sides!
Interesting since after the Lauda Air 767 crash in Thailand, the FAA issued an Airworthiness Directive (~2000) mandating the installation of supplemental locks on all wing-mounted engines. What happened to this aircraft?
Malfunction of said equipment comes to mind.
I'm always impressed at how calm, cool, and collected these pilots are in emergencies
I'm curious if thrust reverser deployed before the pilots retracted the landing gear? I know after the 767 Lauda accident Boeing did a mod where the TRs would not deploy if the LG was stowed.
Both controllers were good but the second one was fantastic, great job
ATC gave him everything but the score of the Toronto game.. just another day at the office.
Great job guys!
Great job... very professional
Very nice calm, cooperative operation. Model.
Subtitles on fuel remaining incorrect. 48,400 pounds, not 40,400.
Good reading: Harry Horlings’ ”Control and Performance During Asymmetrical Powered Flight”
Thanks for the video!
1 . reset the breaker . 2 , pull motor back to idle then look for the biggest driveway .
Curious if the initial left turn (300 heading) was because of the issue being on number 1 (i.e. the controller specifically chose left) or whether it's just somewhat random. I expected ATC to actually ask what side turn they wanted prior to issuing vectors. Conversation happens later about right turn but it feels like it could have been earlier.
my mundane mail order was late, probably due to this
Like saying, 'Hey, our Model T has just had one of the wheels come off. . '
This sounds like TJ Miller (pilot) having a conversation with Reid Scott (departure).
both sides very professional, as it should be.
did your filter other ATC messages to planes waiting for departure or on the way to the Airport ? I was expecting also some go-around instructions for these ?
Pilot:What's our vector, Victor? Roger, Roger.
The Canadians are so friendly.
Departure ATC here was totally awesome!
I want some french fries & gravy with a waffle & maple syrup
Canadians are SOOOO polite 😂
Excellent controller!
Love these videos
the confusion between 240 and 247 is bothering me.
Thrust reverser in mid-air?! That's really unfortunate, but imagine how I felt when I heard delivery of my new toaster was delayed...
Great job on everyone's part. Im sure an engaged reverse thrust is much worse than an engine failure.
Uncommanded thrust reverse is an engine failure.
That has to be awkward as a controller, to have to ask for the number of souls on board and fuel remaining (thus implying that y'all might crash and burn and we want to know how big of a fire to expect and how many bodies to look for). I like the way the controller simply asked for their "numbers" instead.
The numbers are more positively to allow for counting them as they exit and know for sure when everyone is safe and they can let the empty plane burn. If there is a lot of fuel they know they won't be able to stop the fire. They can only slow it down to give as much time as possible for the people onboard to get out.
When an emergency is declared, ATC will ask for: intentions, souls on board, and fuel remaining. It's a very normal thing.
@@flyboy4457 It's normal procedure to ask for the numbers, but for an individual ATC I doubt it's something they have to do very often, which to me doesn't qualify as a very normal thing.
@jamesbarca7229 It's almost a daily thing at most airports with commercial air service. Secondly, it is how they are trained. Are you assuming they forget their training?
Places like ATL, ORD, LAX, SFO probably have a dozen a day between aircraft mechanical problems and medical emergencies.
@@flyboy4457 Am I assuming they forgot their training? What kind of stupid question is that? I just said it has to feel a little awkward asking for the numbers. Not sure why that would trigger you and cause you to post inane comments, but you do you.🙄
I would love the after action on this--was it pilot error or a/c mechanical?
there should be no way for pilots to deploy those even if they wanted to without wheels touching the ground, so my bet is on mechanical.
It remembers me Lauda Air 004 and TAM 402
What came to mind: _would left wing stall early?_ I'd worry about banking that way.
p.s. wonderful to hear clear, concise comms ... c/w *Wilco.*
I am surprised they accepted a left hand turn with a #1 eng rev issue ??
Approach had to get the last word everytime.
Gotta love Canadians 😊
4:50 I heard 48,400 but no big deal.
Nice work pilots!
I am curious, why did approach need to know the final speed?
So he can sequence other planes behind them for the same runway with the appropriate spacing.
4:55 that’s 48,400 lbs.
What does it mean when the pilots say "We're setting up the box?"
It means they are changing their original programmed route in the flight management system to "In this case" now return to the airport and land on runway 05. The FMS knows there current fuel load, weight and temperature data "and many other pieces of information" and the FMS calculates the minimum length of runway needed and there landing speed, brake settings etc.
IANAP but I would have guessed that a thrust reverser engaging during takeoff-climb would drop a plane like a stone
First stage only so I guess "Armed", not deployed.
"FedEx 247 Copy. Thrust Reverser Engaged. Would you like to back into the runway?"
Which engine deployed? Im guessing the tail engine?
Scary sounds like Lauda Air!!!!
This is still fkn happening?!
Its a problem from THE EIGHTIES!!!!
As a pilot I find the incessant inquiries from ATC to be a serious problem. Ask what you need to ask and wait for a reply. The pilot dealing with an emergency needs to focus and deal with the issues affecting operation of the aircraft, not in satifying the curiousity of ATC. Minimize the radio work unless the pilot requests more info. ATC is not going to die from diverting pilot attention from aircraft operation.
They need that information to pass on to the airport firefighting and rescue crews. The amount of fuel volume, so they have an idea on how much fuel they could be dealing with for fires or spills, and how much fire foam they might need. Souls, so they know how many people to account for when they evacuate, and any dangerous goods on board they might have to deal with if spilled. Cargo planes can carry a huge amount of some nasty stuff, so they need to know what they might be dealing with if it goes south. Coule be extremely dangerous for the crew and firefighters if exposed to some spilled or burning or mixed DG. They need to know about all that before the emergency plane comes in to better prepare. I would assume, since you said "as a pilot", you would have known all that.
Isn't the pilot aviating and the FO communicating? (Except when running checklists ---that's when you hear "standby")
@@twentynineteen4687 Not necessarily. They alternate legs on who will be the pilot flying (PF), and who will be the non-flying pilot (NFP). Whoever is flying that leg when something happens, will continue being the flying pilot, while the non-flying pilot handles checklists, emergency procedures/QRH and talks with ATC. The only job of the FP is to continue flying the plane. In some procedures they might coordinate with the FP while running QRH procedures (like shutting an engine down, pulling fire handles, blowing bottles etc) to get two sets of eyes/ confirmation that they're doing the right one. Both pilots train for and are fully capable of flying the plane in an emergency. After the immediate emergency is secured and everything is stable, they would talk about who would bring it back in to land. Most times regardless of who's leg it was to fly and land, the Capt would probably take over pilot flying role and do the landing.
3:58 oh shows you what cowards they are they know who everyone is but still need automatic weapons?
Canadians….so fricken nice eh!
Was turning left into the malfunctioning engine a proper aviation decision? I would think you would not want to turn into an engine reversing.
Considering the deployed reverser would have generated substantial drag on the left, it was probably a lot easier to make the plane turn left than right.
Turn direction is not an issue. A properly trimmed aircraft will maneuver engine out just as well as it does with all engines operating.
I am like number 785
Pilots are heroes!
Why does ATC need to know the speed on final?
It just helps them to plan timing better.
ATC needs to know as much as possible, without overburdening the pilots. There are other planes around the airport. He’s letting the emergency plane do whatever he wants, ATC just needs to know so they can steer other planes out of way.
So that other planes can be sequenced behind it for landing with the appropriate spacing.
4:57 48400 pounds not 40400
Yes and the ATC readsback 28400 pounds if im not mistaken
Ding da ding ding ding da ding ding ding ding da da...
Didn't happen...just the indicator lights came on or else they couldn't fly with precision like they did...also supposedly was made impossible to happen after that one flight that had it happen during flight and crashed
atc talking WAY too much. Excellent communication by the pilot talking
Did they never squak 7700? You had their marker green the entire time.
They said they were an emergency but they didn't declare Pan or Mayday, so probably not
@@jackh2308 Are you a pilot?
Puzzled. Isn't there a knob or something a human has to engage to open the thrust reversers? Can they become autonomous? Glad nothing on my car can do that. What if my car decided it needn't obey the steering wheel?
Brakes are a pedal that a human must engage to stop the car, and yet new cars have sensors that have caused some to stop at speed on highways. scary stuff
@@herrkilodfw Yeh, I don't like cars deciding to stop. Unless they can order all following cars to stop. I've been in a lineup of cars rearending each other. I can do OTHER things than just panic stop. I can adjust to the scenario I'm in. I can get out of a line of cars. Of course, that is many decades of driving, maybe a brand new driver only slams on the brakes. And saints preserve us if we get a "software error". A guy had that and t-boned another car that shouldn't have been in the intersection. It turned into a nightmare. Pretty much like MCAS.
@@herrkilodfw Some cars have software allowing brakes to be operated remotely. A pursuing highway patrol could stop a fleeing car. Carjackers might decide to skip such cars.
@@He11ums Absolutely. But no "shoulder" in the sky.