“MAYDAY-MAYDAY-MAYDAY. We got multiple failures” | American A321 | Dallas-Fort Worth, Real ATC
ฝัง
- เผยแพร่เมื่อ 24 มิ.ย. 2022
- THIS VIDEO IS A RECONSTRUCTION OF THE FOLLOWING SITUATION IN FLIGHT:
22-JUN-2022. An American Airlines Airbus A321neo (A21N), registration N429AN, performing flight AAL1336 / AA1336 from Dallas-Fort Worth International Airport, TX (USA) to Orlando International Airport, FL (USA) after departure declared MAYDAY, reported multiple failures (stuck flaps, airspeed indicator failure) and requested return to Dallas-Fort Worth International.
Join me on Patreon: / you_can_see_atc
PART OF TEXT VERSION OF COMMUNICATIONS THAT I'M ABLE TO INCLUDE HERE. Do you want more? Write in comments and I'll give you remaining part of text communications (Read if subtitles in video were fast):
AAL1336: Departure, American 1338, with you out of 3400. Looks like we’re gonna come back to the field…
DEPARTURE: American… Verify, that’s American 1336?
AAL1336: Okay, we're just gonna confirm this now. We're gonna MAYDAY-MAYDAY-MAYDAY, declaring an emergency, coming back to the field.
DEPARTURE: American 1336, roger, maintain… If you can, maintain 4000. Can you maintain 4000?
AAL1336: 4000, American 1336.
DEPARTURE: American 1336, turn left heading 050, vectors to the airport.
AAL1336: Left turn 050, vectors to the airport, American 1336.
DEPARTURE: … your intentions?
DEPARTURE: American 1336, understand you need to land at DFW? Do you want 17C or 17R? Do you have a preference?
AAL1336: Stand-by.
AAL1336: Yeah, 17C will work fine, for American 1336.
DEPARTURE: American 1336, roger, heading 040, expect RW 17C.
AAL1336: 040, expect 17C, American 1336.
DEPARTURE: American 1336, when you have a chance, say the nature of the emergency, please, number of people on board. And you do want 17C…
AAL1336: We have 1…
AAL1336: 197 passengers on board and… We got multiple failures. We got flaps that are locked and we got airspeed indicator that’s not working.
DEPARTURE: American 1336, roger, turn left heading 010.
AAL1336: Left turn 010, American 1336.
DEPARTURE: American 1336, heading 340.
AAL1336: Left turn 340, 1336.
DEPARTURE: American 1336, you're not having any problem with the ... staying airborne right now or anything like that, are you?
DEPARTURE: American 1336, I know it's a lot. When you're able, fuel remaining, please.
AAL1336: We got 3 hours of fuel remaining, American 1336.
DEPARTURE: American 1336, traffic 12 o’clock, 12 miles, opposite direction, Citation, 3700, descending to 2000. Are you gonna be able to maintain 4000 or you’re gonna need lower?
AAL1336: We can maintain 4000, American 1336.
DEPARTURE: American 1336, roger, as soon as we get you past that aircraft we’ll get you lower. It’s at 12 o’clock, in 13 miles, opposite direction, 3300 for 2000.
AAL1336: We’re gonna need some delay vectors to get this under contr… everything, checklists run, American 1336.
DEPARTURE: American 1336, roger, in that case turn right heading 355.
AAL1336: Heading 355, American 1336.
DEPARTURE: American 1336, that traffic is at 12 o’clock, in 2 miles, 1800 indicating. Additional traffic at 2 o’clock, in 4 miles, 3000, descending to 2000.
------ This is maximum I can write here. Do you want more? Write in comments and I'll give you remaining part of text communications ------
THE VALUE OF THIS VIDEO:
THE MAIN VALUE IS EDUCATION. This reconstruction will be useful for actual or future air traffic controllers and pilots, people who plan to connect life with aviation, who like aviation. With help of this video reconstruction you’ll learn how to use radiotelephony rules, Aviation English language and general English language (for people whose native language is not English) in situation in flight, which was shown. THE MAIN REASON I DO THIS IS TO HELP PEOPLE TO UNDERSTAND EVERY EMERGENCY SITUATION, EVERY WORD AND EVERY MOVE OF AIRCRAFT.
SOURCES OF MATERIAL, LICENSES AND PERMISSIONS:
Source of communications - www.liveatc.net/ (I have a permission (Letter) for commercial use of radio communications from LiveATC.net).
Map, aerial pictures (License (ODbL) ©OpenStreetMap -www.openstreetmap.org/copyrig...) Permission for commercial use, royalty-free use.
Radar screen (In new versions of videos) - Made by author.
Text version of communication - Made by Author.
Video editing - Made by author.
HOW I DO VIDEOS:
1) I monitor media, airspace, looking for any non-standard, emergency and interesting situation.
2) I find communications of ATC unit for the period of time I need.
3) I take only phrases between air traffic controller and selected flight.
4) I find a flight path of selected aircraft.
5) I make an animation (early couple of videos don’t have animation) of flight path and aircraft, where the aircraft goes on his route.
6) When I edit video I put phrases of communications to specific points in video (in tandem with animation).
7) Together with my comments (voice and text) I edit and make a reconstruction of emergency, non-standard and interesting situation in flight.
That's the ATC controller I want if I ever have an emergency! Calm and cool and very helpful!!! Great teamwork!
are you a pilot?
We got 197 passengers and we got *multiple failures* - but in the most nonchalant voice I've ever heard.
I WAS ON THIS FLIGHT - a really unpleasant experience. What is not on the tape was the biggest problem of all - the left engine failed. Turning on final with the cabin whipping about due to asymmetric thrust is not something I'd wish on anybody. This is why the turns were so wide and the altitude was so unstable. The cabin crew was calm and professional...Post flight gate experience was sad comedy
There is nothing in the logbook write ups about any engine failure. Are you sure it was the same flight?
@@bige.3474 they may have dialed the engine back to flight idle for other reasons, but it definitely felt and sounded like a single-engine flight about 30 seconds after take-off until landing. yes I was on this flight
Being a sub of this channel, did you ever expect to be on it?
I was the pilot
@Isee Nothing's yes....kinda hard to forget
While any "multiple failures" emergency is hard for pilots, it's also hard for controllers to know what to do. Therefore, it was a great question by the controller to ask whether the pilots were having trouble staying airborne, it might also have been great to ask if the crew needed to stay away from populated areas.
They weren't maintaining the altitude they had been given. I think that is what was concerning the controller and was also why he was focusing so much on traffic reports.
@@thomasdalton1508 Most likely did not have autopilot and were hand-flying. When you're trying to do a bunch of checklists, that's gonna result in some altitude deviations for sure. There's a reason autopilot is required for RVSM airspace (above FL290, where aircraft are separated by just 1000ft.).
@@DaWolf805 Autopilot will disengage automatically if the airspace becomes unreliable, I think.
@@DaWolf805 if the airspeed is unreliable then it’s likely that the altitude (baro) information is also unreliable. They would have needed to run checklists to determine if the remaining air data sources are valid or not so in the meantime probably dependent on a GPS altitude reading off of the MCDU display all the while trying to maintain appropriate pitch and power settings advised in the QRH. Not easy!
Staying out of populated areas is a fairy tale in the DFW Metroplex. Your best bet is going to be to try to either try to land at Love Field (likely a no go, it's in Downtown Dallas more or less) or DFW, or aim that giant air missile at the area near the Thackerville or Durant OK area for minimal loss of life, and ATC knows it. That entire corridor is an over developed, over populated trainwreck for residents, commuters, airlines, and everyone in between.
Thankfully, all were safe and problem aircraft got safely back on the ground. ATC did a great job routing traffic as needed. Kudos all around! 👍✈✈👍
👍 Thank you for your comment.
I just saw another video for this same incident. This one displayed all the other aircraft, which really makes a big difference in seeing what ATC is dealing with.
👍
Now, as a pilot, I have to criticize the controller at 3:25. The crew are busy evaluating their issues, the DO NOT NEED TO BE Distracted LOOKING FOR TRAFFIC!!! THE controller's job is to provide separation, since AAL 1336 is an Emergency Aircraft!
I was thinking about that... A lot of unnecessary distractions.
As a pilot AND as a controller myself, I fully understand your point but from a controller's point of view there are about three issues on the table. First, those other aircraft were being worked by a different controller and so it would have been very difficult to get them out of the way. Not impossible, but very difficult on short notice, and doing so could have increased risk elsewhere in that super-busy airspace. Second, I agree that calling traffic would be a distraction from flying the airplane, but the question is whether it is a NECESSARY distraction. So third, with the traffic there it was much better to call the traffic to the emergency aircraft than to stay quiet about it and have them get surprised either visually or with a potential TCAS, plus it informed the flight crew about why ATC was putting them where they were both laterally and vertically. So in my personal opinion, the real issue is whether the other traffic should have been moved, not whether traffic should have been called assuming that traffic was out there.
They weren't maintaining the altitude they had been given, which makes providing separation difficult. The traffic wouldn't have been a factor if they had been at 4000. That's why the controller asked them if they were able to maintain 4000 or needed lower - if they had said they needed lower, he would have done something about the traffic.
As a pilot too, I absolutely would want to know about the traffic. It is essential to our situational awareness, especially if altitude control is difficult. It's different if I ask a block altitude and someone is vertically separated from that block, but in that case, the ATC was flawless.
Great work by pilots and ATC! Also good comments below I learnt a lot from you guys!
👍
Down safe well done everyone.
At 1:38 you can hear the master warning alarm sound
Yeah I Heard that
The captain also seemed to be breathing heavily.
This was a great job by the ATC here no overreach, and again another AA flight makes this channel
AA is a known problem at DFW. The only thing they have going for and against them is that they take up about 2/3 of that airport's capacity, this increasing the odds statistically that if you hear DFW, you're probably going to hear American Airlines in the same breath. Math is weird like that, hey?
Will be interesting to see what the outcome of this is - reminds me a bit of the incident in Australia where they left the pitot tube covers on...
We found mud daubers during the pitot system flush.
@@bige.3474 Liar.
@@MichaelKingsfordGray Maybe it is a lie, but it is what the logbook says . The ADM 3 was also replaced.
@@bige.3474 You lie about your real name.
FACT. You are a liar.
@@bige.3474do these aircraft have the BUSS?
So calm and professional.
Invent a transponder which, when prompted, displays number of people on board and fuel remaining so emergency aircraft aren't distracted by busywork.
The crew is the only reliable source for current fuel & souls. This would give the crew one more thing to do and a typo wouldn't be noticed until it's too late.
@@donnamauer3215the crew gets the info from the systems anyway? so fuel would be fine, passengers would be the only thing for crew
They've three sources of data for airspeed indication, so how can they have none, unless the pito tubes were blocked/covered?
Non aviation person here. Is it possible that the reason they were usually somewhat low could be that they had the QNH for the airport programmed in for their altimeter? As I recall, the transponder only transmits using the standard setting. If the QNH was higher (I think) couldn't they have seen 4000 ft, but flying at a lower altitude relative to the standard value, aka transponder value?
Shoulda been flight 1337. Wouldn’t have had a problem.
That couple seconds of silence by the pilot when ATC asked him a question must’ve felt like hours or the tower since they have no idea what happened
ATC should not have put them on a head-on collision course with the Citation, regardless of vertical separation, what if they had a stab trim problem ? 🙄 ✈️
I know it sounds like ATC is probably being a lot in this one, but really this is close to bare minimum that they could do.
Nature of emergency, souls on board, and fuel is standard.
Giving them warnings about other planes is necessary, since there's only so much diverting they can do before a plane that can't maintain proper altitude needs to be warned for TCAS.
And asking if the plane is flyable is completely acceptable since they weren't able to make an altitude and that factors into how you have to divert traffic around them and everything else.
Everyone whining about ATC doing a bad job here, has never seen ATC do an actually bad jobs, which they have in the past.
I thought ATC did an excellent job.
ATC did a good job but it is entirely on ATC to clear traffic from them in an expedited fashion, and you cannot rely on the emergency aircraft to listen to you or follow your instructions, it’s their sky at that point and they’ll fly at whatever altitude and heading they feel necessary. Everything else is fine, but yeah, one of the main jobs in these situations is to get every other aircraft out of the way, especially with technically flight control issues, not ask the aircraft to do anything they don’t absolutely need to do in regards to flight controls (turning, climbing, descending etc).
@@OfficialSamuelC They literally didn't ask the emergency aircraft to do a single thing movement wise, other than give them vectors that they requested. Those vectors happened to be in the vicinity of other aircraft that were being moved out of the way, and they were simply
giving required separation warnings.
They already diverted the other aircraft thousands of feet away in altitude but they can't make them just flat disappear in the 15 seconds that it went from normal to emergency traffic.
You say it's their job to divert aircraft as if they can just magically teleport them out of the way. It takes time ffs.
ATC did a great job.
@@OfficialSamuelC ATC asked if they could maintain the altitude - then routed the other planes around them - they just gave warnings to the crew.
For the layman can you explain the nature of flaps? I thought the flaps redirected air flow which allows for adjustment of altitude while the rudder allows for turns. Can you explain how he has stuck flaps but is still able to maintain?
Flaps increase the amount of lift the airplane can generate. This allows them to fly slower and with more drag.
Elevator = up/down, Ailerons for banking, rudder to turn the tail basically. Flaps allow for slower flight, which is why with flaps failures approach speeds get pretty high.
To have the A321 cleared to operate in that kind of mechanical shape out of DFW is amazingly awful. Flaps not working? Airspeed? More? Some heads should roll at AA maintenance.
i wonder if the flaps issue is related to the airspeed indicator. computers receiving the same faulty data as the pilots and inhibiting flap retraction as a result.
Yes
I'm curious but do the pilots do the emergency call to the flight attendants when this happens??
Typically cabin crew will get a briefing sometimes abbreviated NITS, nature of emergency, intentions, time available and any special instructions for the crew. Time permitting of course. If there isn’t time then typically there would be a PA made to alert the crew to prepare for a “no time emergency landing” or similar phraseology depending on the airline, or if the aircraft is on the ground the PA “crew at stations” would alert the crew to be prepared for an emergency evacuation but not start one until the evacuation command is given. It’s all dependent upon the airline.
They asked for delay vectors to work through their checklists. I expect one of the items on the checklist they were working through is notifying the cabin crew.
Depends on the situation. In this case it seems like they had enough time to notify the flight attendants. But in more serious cases they sometimes can’t do that, in that case the flight attendants improvise based on what they see outside of the airplane, eg are they landing on ground or water, is there fire outside, etc etc
Maybe Juan Browne back at th-cam.com/users/blancolirio might cover this.
But in the meantime, which aircraft model was this?
Sorry if I am not good at finding these things on my own or right now too tired and sleepy (it is past 2200 hours here).
It was A321neo.
Thank you🙂 and much appreciate your efforts, uploads and I regularly share it to fellow enthusiast acquaintances.
Thank you.
🤗🤍💙
dual SFCCs failure？
Think the airspeed failure may cause the locked flaps as they don’t know when is safe to retract
Seems the Americans are taking note of international criticism re: the standard use of universal comms. Pleased to hear it.
What is the point of the fuel remaining question? Isn't it reasonable to expect that a large plane is going to have quite a lot of fuel on board.
Supposedly the firecrews want to know how much fuel is onboard. I've never really understood it either...
It is Standard in an emergency that is declared , the number of Souls onboard and the amount of fuel. In the event they had a catastrofic ending, Emergency personnel know how much people to search for. The fuel part is two part. Aircraft might be over weight so on landing Fire Rescue have check the brakes for overheating; and if a fire breaks out due to a mishap, they can deal with it accordingly.
To at least know how long the aircraft can stay in the air...
First is to know how long they can keep flying, and second is to know what kind of fire they could be dealing with. There is a huge difference between the amount of fuel in aircraft loaded for 12 hours of flight and filled to the brim and aircraft that is coming back from such a journey almost empty. They even sometimes have to dump fuel in case of emergency because they are too heavy to land otherwise. If the fuel sets on fire the fire will also be entirely different.
Isn't MAYDAY x 3 means the controller clears the traffic in his way? He is being vectored..how hard is it to clear the traffic around, give them a hold etc? Simply increasing their workload
Mayday x 3 means emergency also so no need for the pilot to say"Mayday x 3 + declaring an emergency".
Unfortunately you can't just make the other airplanes just dissappear. It takes some time to clear a busy airspace with multiple airports like the Dallas area.
Did you notice for a short time there were no departures from DFW or Love field and also no arrivals coming in from the north when the controller said the have free airspace in front of them ?
DFW and DAL probably halted all departures and Fort Worth ARTCC (center for high altitude traffic) probably also kept arriving aircraft out of the Dalles airspace when they had doubts about the seriousness of American 1336 situation. Only when they confirmed that they can keep the airplane flying did departures and arrivals resume as before im greater numbers.
I don't think that it was a coincidence that the airspace was much emptier for a short moment.
I guess the controller also informed the Love field Tower controller about an potential immediate emergency landing if things would go further south.
They did. The traffic descended.
I have shown all traffic to and from Fort Worth but i was able to show only 2 airplane on approach to Love field.
If ATC can give vectors, that frees up the pilot from having to think too much about navigating, especially if having a difficult time aviating a malfunctioning plane. A hold will not be easy in a plane with control issues if there are any winds, as the control surfaces will need to be adjusted to account for that as circles are made. Easier to fly straight in one direction with the control surfaces static.
ATC also wants to help direct the plane back towards the airport for an immediate landing attempt if necessary.
The ATC did a great job taking workload off the pilots. He even waited asking for fuel remaining (because it was a control issue and not a fuel issue).
And as mentioned above, the other airplanes don't disappear.
Epilogue?
Mud daubers in the #3 pitot system.
Wow! This is so much better than the layout shown by VASAviation. Hope you are not as passive aggressive as VASAviation to comments. Subscribed!
Thanks. Glad to see you here 👋
Be nice - they're both good
@@why400 how was that being not nice? Yes. They're both good, but I prefer this style.
@@ruatachhangte Puerile, noxious bunch of juveniles in the comments at VAS. (Stopped watching VAS years ago anyway, because it felt insulting to my intelligence that he apparently didn't care about getting transcriptions accurate. Maybe that's changed now, who knows.)
@@msjdb723 not only that, but VAS himself. I've seen and even experienced myself how he replied to even totally harmless comments. And yeah, the transcriptions, there are legitimately difficult to understand communications but there's just too much errors which I don't really mind to be honest but still, adds to the frustration.
Guy is in emergency and atc is passing aircraft just bellow him! Usa atc are unbelievable!
Lots of interruptions from ATC .
Too many airbus planes now having problems…..whats that all about? 321 neo..gotta be 10 years old or less.
No plane is 100% reliable, Airbus aircraft have no more problems than any other plane
yet it still managed to land with everyone alive...
@@tomriley5790 unlike others..
All planes have issues sooner or later.
Flight from hell. Wow.
“I know you’re real busy now but I need the fuel as well. And I’m going to keep calling you about traffic while you’re busy, instead of moving it out of your way.” FFS
They did move the traffic out of the way, but the plane wasn't maintaining altitude there's only so much that they can maneuver the other planes in that short of a span. If they had stayed at 4,000 like they were instructed to (not their fault), the traffic wouldn't have been an issue because ATC moved them way down.
@@the3rdid485 they don’t need to maintain any altitude. They need to do what they do and ATC needs to move everyone out of their way. You’ve even mentioned it’s not their fault... calling an aircraft with potential flight control problems to visually separate from other traffic is ridiculous.
@@marspp it is not ridiculous, it is in fact mandatory to give those kinds of warnings.
This happened in seconds, they diverted the aircraft, without knowing it had flight control issues and inability to maintain altitude,so they were diverting planes under them, and once they realized the plane couldn't maintain altitude they had to give the separation warnings like what are you not understanding?
@@the3rdid485 you must have watched a different video to the rest of us. American is having failures and running checklists. ATC should have made sure that no one came near them- immediately. It’s precisely because they advised traffic to American that ATC needs calling out on this ( because then they pass responsibility back to American when they should have been moving traffic away. No... it wasn’t seconds...)
@@marspp Absolutely right!
Why does the pilot give the number of passengers on board when it should be the number of souls?
Probably a misspeak. They are busy.
Likely too focused on the situation to do math. Ever tried to do math while driving? You can't without taking your focus away for a moment, even simple arithmetic. Try it.
Central out eagle eyes
Typical Airbus quality.
Compared to those 737 Max's that crashed because of one faulty sensor?
Pro tip: don’t fly airbus.
I would rather be on a plane that has flap issues over one that nose dives into the ground because of one faulty AoA sensor
@@aarondynamics1311 pro tip: don’t fly the max or any plane for that matter.
@@uprrslo That's an idiot tip, flying is the safest way to travel
Didn't crash though did it.
And Spirit Airlines has had zero fatalities in their 30 years of operation...the last 15 of that has been with an all-Airbus fleet!
OK..."mayday" call for some basic mechanical issues that really aren't life threatening? Just saying "We have problems" will get the controller's attention. And YES, ATC are trained to ask for "souls on board" and fuel status. In this case, the AAL pilot gave the correct response RE fuel...ATC wants to know duration, not quantity. Some stressed pilots will just look at the fuel totalizer and say "42000 pounds", or whatever they have indicated.
YOU DECLARE AN EMERGENCY, period. And they need fuel quantity in pounds in case of fire for ARFF.
Airspeed indication failure is a huge emergency. What are you on about?
www.faa.gov/air_traffic/publications/atpubs/aim_html/chap6_section_1.html
Unreliable airspeed indication is definitely life threatening.
I was on this flight....left engine also failed...we were flying on one engine...it was a very unpleasant flight....to say the least
Stop playing with sos words like mayday ok central out
Those are the words they have to use though?
Standard phraseology.
Mayday is ICAO standard phraseology, it's what they're supposed to say.
Sounds like another #Trump / #Republican presidency.