We generally ask in tons when FF trucks want to know how much foam or water they should expect to use to extinguish the fire resulting from a crash. This is usually when the mayday aircraft recently took off. We ask in "fuel time remaining" in Minimum Fuel (no delay expected) cases or Low Fuel Emergencies, and also in case the pilot is lost or disoriented, to know how long (or little) we have to help the pilot navigate towards a safe haven.
As usual, the ATC request the time of remaining fuel then the arriving aircraft is in distress to understand how much time pilots and controller have to solve the problem. The fuel tanks are full when the plane just only took off so the weight of fuel is important to analyse the situation. The pilots can request the holding pattern to develop/dump fuel before the emergency landing. Because the weight of the aircraft can be soo high to land.
@@arob2575 not sure where you're getting this but it should always be expressed in TIME . (Ref: 7110.65) And that's because ATC is only concerned about endurance.
@@MrJONES925 maybe by FAA standards, but in my country we are ICAO. As stated, when the FF department needs the info in tons we ask it in tons. Active ATCo here since 2006. That said, I agree that expressed in time is way more useful to us.
Really? That APP controller told an MADAY aircraft to "Standby"!? There should have been nothing more important than the emergency aircraft and then not even 2min after the pilot requested 190kts, the same more-off, starts to tell him to keep it 210 or greater?! That guy needs retraining.
Is slat disagree really a "Mayday"? As far as I know, you call mayday when there is an imminent danger. Wouldn't a "PAN PAN PAN" have been more appropriate here?
It would only matter if you get both situations simultaneously with 2 acft, the likelyhood of which is once in your entire career, if that. That said, some ATCs are emergency magnets.
In my book if you get a sensor disagree on slats, you declare a PAN, maintain a speed that will not rip off the slat at any position, but keep airborne, and land normally when possible, and send a crew visually confirm the slat position out the window in the mean time....
Still awaiting a video where ATC only ask ONCE for fuel and souls on board.... 🙄
Would be nice if departure gave approach that info.
Do they have assistant controlers to coordinate such things?
th-cam.com/video/SW1rZxtN5XE/w-d-xo.htmlsi=5rB6C72_HeIw0msK
4.44 min
Either write the information on a "beer mat" and pass it on. Or perhaps use appropriate software?
It works quite well in Europ ...
Waiting for the comment section where this isn’t the main topic.
What software is this?
Also, why do some controllers ask for fuel in weight and some in time?
We generally ask in tons when FF trucks want to know how much foam or water they should expect to use to extinguish the fire resulting from a crash. This is usually when the mayday aircraft recently took off. We ask in "fuel time remaining" in Minimum Fuel (no delay expected) cases or Low Fuel Emergencies, and also in case the pilot is lost or disoriented, to know how long (or little) we have to help the pilot navigate towards a safe haven.
As usual, the ATC request the time of remaining fuel then the arriving aircraft is in distress to understand how much time pilots and controller have to solve the problem.
The fuel tanks are full when the plane just only took off so the weight of fuel is important to analyse the situation. The pilots can request the holding pattern to develop/dump fuel before the emergency landing. Because the weight of the aircraft can be soo high to land.
@@arob2575 not sure where you're getting this but it should always be expressed in TIME . (Ref: 7110.65) And that's because ATC is only concerned about endurance.
@@MrJONES925 maybe by FAA standards, but in my country we are ICAO. As stated, when the FF department needs the info in tons we ask it in tons. Active ATCo here since 2006. That said, I agree that expressed in time is way more useful to us.
Is that Swayne?
It could be paul with "mylayoverlife". He's a captain on the 757/767 and is based in Newark .
Really? That APP controller told an MADAY aircraft to "Standby"!? There should have been nothing more important than the emergency aircraft and then not even 2min after the pilot requested 190kts, the same more-off, starts to tell him to keep it 210 or greater?! That guy needs retraining.
If there is no lateral trim change, why call a MAYDAY-?
In the United States we really don’t care an emergency is an emergency.
Is slat disagree really a "Mayday"?
As far as I know, you call mayday when there is an imminent danger.
Wouldn't a "PAN PAN PAN" have been more appropriate here?
They're not going for Internet style points. They're trying to get the plane on the ground safely. Why do you care HOW the crew chooses to do that?
Yeah, who cares? They want priority handling. Either gets them that. Flight control issues are always a mayday in my book though.
It would only matter if you get both situations simultaneously with 2 acft, the likelyhood of which is once in your entire career, if that. That said, some ATCs are emergency magnets.
In my book if you get a sensor disagree on slats, you declare a PAN, maintain a speed that will not rip off the slat at any position, but keep airborne, and land normally when possible, and send a crew visually confirm the slat position out the window in the mean time....
united and boeing - a dangerous combination.
So a majority of their fleet?
No