Skywest CRJ-200 suffers DEPRESSURIZATION at 32,000 Feet | Emergency Descent
ฝัง
- เผยแพร่เมื่อ 2 ต.ค. 2024
- Skywest CRJ-200 performing from Denver to Prescott was enroute at FL320 and not responding to any ATC call on normal or Guard frequencies.
Pilots finally declared the emergency repoting pressurization issues, donned their oxygen masks and descended to Prescott.
Join VASAviation's Discord -- / discord
Twitter/Facebook/Instagram -- @VASAviation
Audio source: www.liveatc.net
![[REAL ATC] Brickyard E170 BOTH ENGINES FAILED enroute | Diverts to Nashville!](http://i.ytimg.com/vi/bCkdZq4nfYE/mqdefault.jpg)
![[REAL ATC] Brickyard E170 BOTH ENGINES FAILED enroute | Diverts to Nashville!](/img/tr.png)
![[REAL ATC] American A333 | ALL FLIGHT ATTENDANTS SICK in flight!](http://i.ytimg.com/vi/D9JQ-tnc4uQ/mqdefault.jpg)
A couple of years ago a friend of mine was on an Alaska Airlines flight from California back to BC when over Oregon the plane lost pressure due to a failed compressor he said it was eerie seeing masks drop suddenly and then the plane doing a steep descent. He had nothing but praise for the pilots and the stewardesses all of whom were very professional and kept their shit together. On the other hand he didn’t have a lot of nice things to say about his fellow passengers especially after doing an emergency landing at Portland. About half the passengers wanted to yell at the captain for putting their lives in “danger” and a few were threatening violence against the flight crew and Alaska airlines.
Some people should never be allowed to fly.
Some people shouldn't be allowed period.
Failed compressor?? Pressurisation is from bleed air from the jet engine
I’m just going by what my friend said he was there I wasn’t
Wow that's absolutely insane that the passengers acted like that.
What morons, threaten the people that initiated an emergency descent that likely saved their lives...
That has to be an eerie feeling for the controller waiting to hear a response for 10 minutes.
Absolutely
Agreed. Probably was worried of another 9/11 scenario. It must have been a relief when they finally replied back.
@@pauldavison5382 or Payne Stewart
@@carschmn Good point.
@@pauldavison5382 uhhh. no. not at all. This happens every single day in every single control facility. People forget to check in, switch to the wrong freq, etc all the time. It's fairly common
Incredible how calm everyone remains. That is why in the majority of cases, pilots resolve the issue safely.
Panic is a killer.
Of course they remained calm. Wasn’t like there was any pressure, after all.
* drumroll * * cymbal *
Something worth noting: even greater props is owed to both the ZAB controller and Prescott Tower controller. KPRC has a very high amount of pilot training at the field, and a tremendous amount of GA traffic that is both local, and from additional flight schools to the south. What you're not seeing or hearing in this video is the amount of juggling that inevitably happens anytime an emergency happens near a busy or flight training airfield.
Props to all involved for taking care of the right issues in the right order.
Solid controller.
I'm having a minor issue with the controller. He's too slow in speaking and too long with instructions. I rather have someone short and quick.
🌮 🔔 🦇 👨
@@rms59 quick in my opinion leads to not being abel to understand and need for repeets loosing more time then you gain wit speaking quicker and that is without anny anoyens from me as potential pilot. further they were cleard to do what they needed (with terain restictions in mind) that gives the controler time to explore options. Unles direct comand the pilots do not need to confirm (also the prase "wait one"is a good one to use if you get overwelmed)
@@rms59 you are not the pilot are you? If not it shouldn't effect you.
@@rms59 Id rather they err on the side of being just a bit too slow than on the side of being just a bit too quick. Too many controllers that think they're supposed to be auctioning off cattle during an emergency. All comms of this controller were clear, contained only necessary information, and were very easy to follow. This is how you get a third crew member in the cockpit during an emergency.
Calm. Collected. Thinking 6 steps ahead. Well done, ATC. Seriously. One hell of a reassuring tone and demeanor. I want a beer with that guy!
Aviate, navigate, then communicate.
If they lost pressure, they would have descended a lot quicker. Passengers only have 10 mins of oxygen. Something weird going on here.
@@paulveitch We may never know 🤷🏻♂️
AFAIK a descent down to 10000 is one of the first things you do when you have pressurization issues. I think it's more likely that they were suffering the effects of hypoxia.
@@paulveitch symptoms of hypoxia? guy talking was not delirious but kinda "slow" and sounded slightly slurred, until they got to a lower altitude...
@Julian Moses it was a very slow depressurization. Took them a while to realize it was happening and they had some time to try to fix. Masks never had to drop
I had a loss of cabin pressure in the CRJ once. It was definitely not fun communicating with ATC, the other pilot, and the FA with O2 masks on. Now I keep it on when doing sim training to get more use to it.
oh yeah? can you tell me what airline and flight number?
@@jamesstillgames nope. It was years ago and there's no information about it anyway.
@@jamesstillgames Why would anyone divulge that kind of information lmao
@@ToyotaTechnical 😂😂😭😭
Yeah the CRJ O2 masks are not comfy and you gotta turn off the I/C on the comm panel otherwise you’re gonna hear a Darth Vader ventilator in your headset or through the speakers the entire time. The Mic in the mask is pretty crappy. It was pretty common to use it prior to the rule changing of single pilot operations at altitude of I believe in excess of FL340 anytime the other guy left his station and you were single pilot up there you had to don and wear the mask the entire time. Thankful for the rule change. Never had a complete depreesaurization in the 900 but did get a crack in the window pane on the far right aft window on the FO side. Was a little eerie hearing what sounded like a gunshot at 360.
I'm super confused - 10 minutes of radio silence followed by what seems to be normal communication (all while maintaining 32,000ft) and then declaring an emergency with a rapid descent... So many questions.
Agree, sequence seems off here
Meybe they got hypoxic before realizing they had low pressure? Altough the instrumentation should beep at them before that happnes. But it would explain why the comms seem a bit off. Ive seen other vids on this channel that invlved hypoxic pilots and comms where really messed up, getting gradually better with time.
Unlikely to be any kind of Hypoxia Risk, normally you’ll get a pressurisation warning on the EICAS display and an alarm when cabin altitude surpasses 14,000 ft
@@adamp9348 Out of EVERY type flying? Are you taking a very limited range of every type, like every type flying with extremely high reliability on US routes only? Or are you including Russian aircraft and old GA aircraft with 1930s tech engines that are only 'reliable' in people's fond and unrealistic memories?
@@ComandanteJ Unlikely they were hypoxic. I'd guess they were just in an area of poor radio reception, which sometimes happens. I think it might have been unrelated to the emergency.
That's what i like, no panic by the pilot, and ATC was very helpful
You can't just go lower anytime anywhere in the west because high mountains, some over 14,000 feet. Good professional controllers like these are required.
IIRC, aircraft flying those routes have to carry extra oxygen to cover the time it takes to get somewhere they can safely descend to 10kft.
@@vikkimcdonough6153 in the US, airline category aircraft don't have to worry about long stretches over 10,000. There are areas over the Rockies with a lot of peaks, but there are escape routes mapped to take you over lower terrain within a couple minutes.
My understanding is that the Himalayas are high enough and have a large plateau where there is a significant distance where you would need more time to get low enough to reach breathable air. The issue isn't for the flight crew though, as they should have plenty of oxygen available. Passengers are provided individual canisters that generate oxygen through a chemical reaction that works for 12-15 minutes. In order to fly over the Himalayas airlines have to provide better options for passengers so they generally just go around because oxygen tanks weigh too much to carry around all the time.
Understood radio silence while they were working through checklists. Took them awhile to declare emergency though, even when comms were re-established. Must have made ATC nervous.
Always fly the plane first
@@nickbening4368 aviate, navigate, communicate- in that order
A "stand by" might have been helpful. But yeah, fly the plane first.
Looking at the gap, I’m not entirely sure the emergency occurred during the radio silence. Seems like there may have been another reason for silence and then the depressurization later happened
@@nickbening4368 Until the last piece stops moving!
Isn’t it crazy how fast that plane can descend? Airliners are incredible
Wow, ATC really doing their best to stay out of this plane’s way. Giving them as many options as possible, to get them to an area where they can take care of themselves. Good stuff.
Great job to the pilots and the controller!!
CABIN ALT Caution message populates when the cabin altitude exceeds 8,500'. CABIN ALT Warning populates when the cabin altitude is at or greater than 10,000. Masks do not automatically deploy until the cabin pressure reaches 14,000'.
It's very likely the crew were addressing the caution message appropriately and running the appropriate procedures prior to the cabin altitude reaching the threshold that required the emergency descent.
I hope that clears up some of the confusion that seems to be common in the comments.
They did sound disoriented, and once they donned masks after getting instructed to decend they sounded increasingly coherent. Possibly they were doing their checks and being affected because they hadn't done the mask step.
Probably because it was only a caution, which developed into the warning.
@@glenmcgillivray4707
Nope. That's not what happened at all. Their masks would have been on long before they were exposed to a cabin altitude that would have led to any negative effects.It's fun to pretend to know anything about being a pilot, but pretending doesn't make anyone look intelligent.
@@A.J.1656 Except I'm curious why if pressure was dropping: Why didn't they request clearance to descend earlier.
Isn't that the first call when any pressure related issue is first discovered?
The purpose being to ensure no complications for crew nor passengers?
Instead we have 10+ minutes of no response at all. Which reminds me of other events I've watched and read about.
The first step in the troubleshooting is to descend in a controlled manner while you continue to troubleshoot. They didn't, and the didn't react nor respond. This suggests they skipped the first step in the proceedure to manage a loss in pressure, even though apparently they took the time to put on their masks?
It is enough to make you wonder if they tweaked their own reports on what actions they took to defend their activities. Still everyone got home safe so that is fine, just concerning.
I'd need to find the incident report to double check my suspicions however. It is entirely possible you are right, they were mask on and busy checking things, but again: The first action to take is A mask on and B: Contact ATC and start a controlled descent to prevent any problems for crew or payload, just in case.
@@glenmcgillivray4707
First, there is nothing at all to indicate that the lack of communication between ATC and the aircraft was related to the pressurization issue. That's an assumption a lot of people jumped to automatically when there is no evidence supporting that assumption.
They wouldn't have donned their masks or needed to descend at all for the caution message. Had they done either of those things, they'd be making stuff up instead of following the procedures in the Quick Reference Handbook (QRH). Airline pilots don't wing it and make stuff up. They are trained to follow procedures. The QRH for a "CABIN ALT" caution message instructs pilots to run a series of checks and possible corrective actions. If they don't fix the problem they would follow steps to manually control the pressurization. There are about 23 steps in the entire procedure and charts to use to determine pressurization scheduling based on altitude and phase of flight.
@@A.J.1656 Huh I would have presumed that the initial detection of loss of pressure at altitude would be more precautionary rather than reactionary. If you ensure at least one pilot is masked while troubleshooting then in the event of further rapid depressurisation you have one competent and aware individual who can take decisive action quickly and safely while the other grapples with his own.
Clearly Air manufaturers have confidence their airframes can sustain leaks fairly often and there is no serious problem.
Perhaps then, I can try a better interpretation, where they might be distracted trying to solve the loss of pressure, when that failed, which happened despite following ATC advice to shed altitude, then clearly the problem seemed to be getting worse, which could explain the late declaration of emergency and immediate seeking of a landing area to get the problem resolved for the safety of everyone. Although It could also be explained by something as simple as a faulty sensor array. (whereby everything was fine, but it's difficult to have any confidence in trusting personal judgement over sensors)
There isn't much point declaring an emergency if the plane could have flown comfortably to its destination at its reduced altitude despite the pressurization issues.
Although it is also possible they had started to troubleshoot an entirely different set of problems, and after realizing additional problems had appeared, elected to take the safe option and presume in a multiple failure scenario to eliminate the risk of a failure cascade where other issues might appear faster than they could troubleshoot them.
Need to wait on that report I suppose.
I have so many questions. Hopefully there is some kind of a follow-up on this.
Very strange set of circumstances, that's for sure!
Agreed!
I can hear the Blancolirio music already.
@@FlyByPC Yup. That'll be an interesting video.
It was a slow depressurization
I'm a little confused..1571 declared a depressurization emergency and descent after the 10 minute radio blackout? Were they in a depressurized state at 32,000 feet for 10 minutes, running through checklists and ignoring ATC calls before they called in wanting to dive down under 10,000? That doesn't make any sense to me nor does the descriptive quote above "Pilots finally declared the emergency repoting pressurization issues, donned their oxygen masks and descended to Prescott." If they only donned their O2 masks after 10 minutes in a depressurized condition how were they not unconscious from hypoxia? Isn't SOP to, immediately after depressurization, contact ATC, declare an emergency and request an emergency descent? Why would you wait 10 minutes and leave ATC hanging on purpose?
They may have been blacked out or greyed out, not running checklists. If they has their wits about them, even running checklists, one can afford to key the mike and tell respond with "Standby, running checklists, 5071"
yeah i know
I'd definitely like to know what happened, strange set of circumstances.
In terms of communicating, pilots are taught Aviate, Navigate, Communicate, so flying the plane always comes first. You can deal with ATC later, and ATC can vector planes around you. If you need them, talk to them sure, but if not, you fly the plane first.
In this situation... it's difficult because it's hard to see when the depressurisation happened, why they lost comms... I'd be interested in the full report.
I had all the same questions. This one makes no sense. Skywest 5071 comes on after 10 mins of silence, says only their call sign and ATC just immediately knows to send them down to FL 010 with no other correspondence? No questions? How did ATC know it was a pressurization issue, this supposedly happening prior to the a/c declaring emergency? Was the a/c accidently on a different frequency that we couldn't hear? And then why did the a/c then request an emergency decent to 10,000 when the very first communication after the silence was for them to descend FL010? And everyhting you said. This seems to have been pieced together in an incorrect order or have pieces missing or something cuz it makes absolutely no sense.
@@zander2830 From what I can tell, they're near their arrival airport, so the descent was probably to get them on the approach.
An emergency descent would be different because it's MUCH faster, you basically drop as fast as the plane allows, and ATC need to be informed in case they need to move other aircraft out of the way, or vector you out of certain airspace like they had to.
Still hella weird though.
Many years ago when returning from Recruiter school in Arkansas, we were at about 30,000 when this happened to us. Normal flight and all of a sudden the masks popped from the overhead and we did a nose dive to get to 10,000. Pretty scary!!
The pilot was like.. "No pressure"
...and while passengers scream, cabin crew shout at them, pilots and controllers take the aircraft down quick and calm.
Is this how it feels to be handled by a competent ATC controller? The excerpts we have here make me think that the controller cared only about the troubled airplaine, yet I'm sure he had many other planes to cater for in the meanwhile... Just fantastic.
If possible, would you upload a non timelapsed video of this incident just for reference?
this video only has the conversations between the pilots and the atc/tower it doesnt include other air traffic for time purposes
This makes zero sense. Follow up is definitely needed!
Don’t know if the FAA still offers high altitude training in their OKC chamber. It was a very enlightening experience and everyone reacts differently to hypoxia. I thought I would be short of breath but no, you just can’t think and one breath of oxygen is like a dark curtain lifts up. Some people get giddy. Great training.
There’s a great science channel called Smarter Every Day who did a video from inside one of those chambers with the Air Force. Pretty horrifying stuff to watch.
Adding the location of KPRC to the video ~3:00 into the video was great. KPRC sits at 5,000 MSL so adding the location plus their altitude provides extra awareness to the situation (for the viewer). The ZAB controller was super cool and that can only help the SKW flight crew. Another wonderful video my friend.
I like how they can say "Skywest" in one syllable.
Yes and “American” becomes “Mercan”. 😉
@@73av8r5 ...and Bombardier becomes Mitsubishi...
@Logan Donnelly the MITSUBISHI was throwing me off...I thought Airbus bought the CRJ factory
@@czdaniel1 don’t quote me on this but I think it could be just for c series (a220)
@@johnthompson5741 the A220 is the CS300
Victor is on top of it as usual!! No one beats VAS Aviation when it comes to instant reporting of aircraft radar and comms traffic in real time.
Do you see that rate of descent? Those guys mean it. Good job.
Depress at 32,000 and didn't request any "special help" after arrival. Best to always have medics show up after that, even though low probability of DCS or barotrauma but nevertheless, it can happen. Kudos to the final controller, he really sounded smooth, and on point in his decision making. Great job!
Gotta love those MITSUBISHI CRJ-200s - certainly ONE OF A KIND.
Yeah Mitsu is just now taking over the program but they didn't build this CRJ200. Me thinks VASA might be great at ATC but sloppy on airframes
@@videosfromelsewhere926Not very strong on captions, either...
Oxygen, Aviate, navigate, communicate.
Ha. Prescott is one of those places that the locals pronounce it differently than everyone else. You can hear the tower controller say it "Preskit"
Lol yep, even Phoenix Approach controllers tend to call it Preskit
apparently a couple days ago there was a crazy lady driving a car on the runway at KNOR. you should make a video about that
Haven’t heard about that one. Runways are a bit of a nutter magnet lately...wonder what the deal is.
@@toniblackmore3016 I know. According to pictures and news articles, she smashed through the gate and just had fun on the runway until she crashed. It's a small GA airport, so there was only one gate and basically no security, since all of the planes were privately owned or used for training. She might have been running from the cops in the process, but I'm not sure
There's a video on this channel from a few years back about a police chase that entered Dallas Love Field (20-gate commercial airport).
EDIT: Not on this channel, on Cmatt7 9 years ago
Will you ever realease your TRACON simulator?
This must’ve happened around night time when the Riddle flight line was closed. I’m training at Embry Riddle here and I can imagine how pissed off tower would’ve been trying to get everyone out of the way for this CRJ. Luckily no one was flying during this time so it must’ve been really late at night.
I hate flying in those old PoS CRJ’s.
My 2nd least favorite plane too. Cramped and uncomfortable. I'll take a Q400 over a CRJ2 any day. My LEAST favorite is a Beechcraft/Raytheon 1900. All the negatives of a CRJ2 plus noisy, slow, no overhead, and a wing spar to step over. Fortunately, the B1900s are mostly gone.
Hi. I thought the "CRJ" designation meant Canadair Regional Jet. Yet this says it was made by Mitsubishi? Can anyone clarify? thanks!
yeah sure! so yeah crj does stand for canadair regional jet but mitsubishi helps make em, distribute and all of that. in other words, their partners
Bombardier sold off the CRJ programme to Mitsubishi, who is now the Manufacturer going forward
@@SimonGruberSays thanks for the info!
At 6’4”, 275#, I hate those CRJs, too. Took one from FAR to MSP once. The FA had to be near 70 years old and shaking. She read the pre-flight pitch directly from the book. I thought she was somebody’s grandma playing a joke. She wasn’t.
@@2201Duluth and once the backorders are filled, Mitsubishi won't build anymore CRJ's of any model.
very well handled 👍
The ATC says he might have been on the phone. You don’t if you were or weren’t on the phone just a couple of seconds prior? Seriously you have got to be kidding me. Sounds like the controller may have not been paying attention and was told by a co-worker heads up they are declaring an emergency.
Imagine being stuck in the bathroom when that descent happens.
My Brother-in-law used to fly for Skywest...
Relief valve probably stuck open when they started their normal descent....
The damn 200s pressurization system is a damn nightmare and the outflow valves are over complicated pieces of crap. When ever the pilots ask us how that system works on the 200 we just tell the JFM Just Fucking Magic. Fortunately they came up with a different and much better system on the 7/9s
highly unlikey
I'm surprised the controller didn't inquire about the lack of response to his calls. Skywest's initial calls didn't hint at any reason for the silence.
The most dangerous kind of cabin depressurization. Slowly loosing consciousness not realizing what happening..
Luckily there are pressure warning systems.
Yeah there was this one vid on this channel where one guy in a Cessna suffered from hypoxia and there was no contact with him whatsoever and he overflew the airport he was supposed to land on. The guy just totally zoned out. Luckilly another pilot that the ATC sent after him managed to get to him
Slow loss of pressure is what killed Payne Stewart
This was my thought. I think the flight crew was unconscious for the 10 minute gap. The comms sound groggy at first, almost surprised. Took them a bit to realize it may be depressurization that knocked them out, and it was an emergency situation.
@@rilmar2137 was that the Ypsilanti one? Oh maybe not
Besides the oxygen masks falling down, what does depressurization feel like at 35,000 feet? Is there a difference between slowly depressurizing and sudden complete depressurization? My question is: What does sudden depressurization feel like to a passenger? Would it be painful, like when they pressurize the plane before take-off and your ears really hurt?
It's not something I have ever personally experienced, but it would depend on the rate of decompression. Explosive decompression (fraction of a second) often causes pain and injury, as the inner ears and lungs can't equalize fast enough. Rapid decompression (seconds) can also be painful especially if you have a cold or sinus infection but it's less likely to cause actual injury. Gradual decompression (minutes) might not even be felt at all.
Aviate, Navigate, communicate. Aviate, you fly that fecking aircraft, even if it's right to the point of an accident, you fly it. Navigate, it's all very well flying the aircraft but if you fly it right into a mountain, that's not much good either, always be aware of your surroundings. Finally, as this aircraft did, when they had the first two under control, they then inform ATC what's happening. Just a foot note, if you don't get your oxygen mask on in time you will black out, but once the aircraft gets to around 10,000 feet you will come back around again, but you may feel like you are away with the faries for a while!
2:12 Begins crazy rapid descent!
2:12 If this is live speed replay without edit that jet got from 320 to 120 in one minute! That's a 20K FPM descent rate! Is the replay sped up? (I'm not quite familiar with what CRJs are capable of)
Skywest 200's are a lot nicer than Endeavor's...
Really?
@@ross8036 we regularly serviced Endeavor operated planes, but we had some Skywest operated planes during the COVID mess this spring. 1) Seats are MUCH nicer, whole interior is nicer. 2) In the cockpit they have two FMC consoles. Endeavor just has one on the CAPT side, FO side just has a flip card with speed and weight references.
Interesting. Thanks! I was just curious. I’ve only been on SkyWest’s
nope they both have good and bad
I've only been on edv when it comes to rjs but i have had no problems with their aircraft. But I have only flown on their 900.
Gotta be freaky for the passengers! Masks drop and plane suddenly dives!
How do Albuquerque controllers resist laughter or doing impressions when asking Aircraft to turn left. . . . . . .
Deep cut!
I was on a commuter jet from YHZ to BOS when we lost pressure. Just below 10,000 so masks didn't drop but, in winter, entire cabin fogged up. Returned to YHZ and got back on same plane 3 hours later and made our connection!
Mountainous terain. SCARY! What time of day is this?
controller speaking as softly as possible to a plane that couldn't possibly hear him if he was shouting
Never gonna get used to seeing "Mitsubishi" CRJ200
I watched this happen in real time in the Flightradar24 app. They descended fast enough that I would’ve sharted myself.
I know what “no pressure” means in the context but I can’t help but imagine Airplane!-type scenarios with someone saying “no pressure” to the pilots.
Loss of air pressure so people on board won't be able to breathe as easily on their own
Prescott is a SMALL airport. 1 runway really. There is one of the most prestigious flight schools a few miles out. Embry riddle aero school
Interesting that ZAB CTR wasnt permitting the lower altitude, I thought once you declared an emergency you could do whatever you needed...
I am guessing mountain/terrain issues?
The rules of the sky: First, fly the airplane. Second, navigate. Third, TELL someone!
The controller can only help if he/she is brought into the loop as soon as you are able to do so...
A Skywest "Mitsubishi" CRJ
-200?
why is this edited to take out vital info
Jesus, was that a time lapse or did that plane come down like a brick?
Jesus, was that a time lapse or did that plane come down like a brick?
Mitsubishi CRJ-200? Isn't it Bombardier?
When no pressure is nothing but pressure.
4:25 i cant be the only one who thought of a paperclip
Holding pattern. Just in case anyone is wondering.
Very educational, thanks for posting and glad for the positive outcome.
Very confused with the sequence of events. Did the ATC just assume they had a pressurization problem and therefore direct them to 10,000 or was it an issue of the plane being too high for the approach and needing to get down anyway? In that case it was just coincidental?
If I was doing that there would be aircraft and body parts for miles around.
First rule of flying. Aviate, Navigate, Communicate. Why they were silent for so long is they where focused on a gradual pressurization issue. At first the amber caution comes on which means the system can't meet a cabin pressure of ~8,000 ft. but it has not reduced to an unsafe level yet. At this point they don't need to immediately descend and are working through checklists to hopefully rectify the issue. As they get to the end of the checklist and problem is unresolved they donned their masks and began the descent when the red caution illuminated meaning cabin pressurization was below a safe level.
They probably had been working on this issue for a while and simply hadn't changed frequencies as the least important part of flying is communicate. Hence the call over guard/IAD (121.5 Mhz) which most aircraft monitor at all times.
I'm not a pilot commercial or private. So if there are any pilots out there I have two questions.
1. About how long do you have before the oxygen masks run out of oxygen?
2. What altitude do you need to get down to so that you don't need to wear oxygen masks?
I've heard 12,000 ft but if that's not correct I know that pilots will know what the correct altitude is.
Thank you in advance.
I wonder if they slowly lost pressure during that radio silence period and suffered hypoxia and didn’t realize their situation until donning an oxygen mask at 100% O2. Then, with a brain full of oxygen, all of sudden realized they needed to get down and declared emergency descent. But wouldn’t that plane sound a cockpit alarm when cabin altitude exceeded 10,000’?? Wouldn’t the pilots don the masks then before any significant hypoxia occurred? So it doesn’t make sense. What really happened here?
Like the pilot might want to answer: Pressure? We have lots of pressure right now, but the cabin doesn’t. We’re at 10,000’, the emergency descent is over, we’re fine, but we need to land. Do you have any traffic for us, can we just intercept gps approach and land already.
I understand getting the aircraft safely above terrain onto a published approach, but it doesn’t seem like an approach clearance is really needed, is it?
Last time I was this early the plane hadn't landed yet
Lmfao
Last time I was this early, the plane hadn’t took off yet
what do those numbers mean??? 148, 113, 92, 117. they just different zones for atc to refer too or something?
I think it's altitude info for the airspace.
Those are minimum vectoring altitudes (MVA’s). It assures you have obstacle clearance above the highest feature (mountain, antenna, etc) for that area. That is why the controller stopped them at 11,000 until they made the turn to where the MVA was lower.
148, 113, 98, 117…. Those are radio frequencies.. MVA’s are never THAT precise.
you need clearance for the outer marker ( who is that guy who gives it to you?) what does tower on guard mean? .. and what does SQUAWK command mean ?
squawk is a special code that allows for atc to understand a planes current condition
its also why the plane had a red EM message above the plane on the radar
SQUAWK means to “turn on your transponder. It’s also followed by the frequency that ATC wants your transponder on
(Transponder - a special radio transmitter that transmits and identifying signal, that ATC can use to specifically ID one particular aircraft. Special codes exist for “emergency” and “hijack”)
GUARD is a frequency that a radio is always tuned to. It is always monitored (someone always listening)
I’m not sure who gives ‘clearance for/to outer marker”. I think it depends if you are inbound or outbound.
@@ernestgalvan9037 terrific; very clear now :)
Pres skitt is how you pronounce it you bafoons.
I’m probably very ignorant but why is this Albuquerque tracom instead of Phoenix tracom
A stupid passenger rolled down his window.
From 32,000ft to 11,000ft in 60 seconds.....WOW!
Its sped up
4:02 Just a friendly note: "That's the best way" instead of "That's why" Great content as always, thanks
So all passengers were okay? All wore their oxygen masks correctly? That would be a minor miracle.
Anyone know why they weren't switched to P90 (Phoenix Approach)? Also, when did this happen?
June 26 2020
Mostly because they weren't going to Phoenix. AB center controls the airspace all the way over to LA center.
@@bazonka1 Prescott is under P90 airspace
Kind of surprised with a loss of pressurization and an emergency descent that this mishap did not make the news.
They forgot to ask on the emergency Souls on board and how many pounds of fuel
I wish the safety brief explained that if the masks come down the nose is going down to save your life.
People who don’t know how it works are probably terrified by the plane suddenly diving after masks come down
Additionally in covid are you meant to remove your face mask to apply your oxygen mask or do you put it over?
Safety briefs before flights clarify that the mask can come off when the O2 masks drop.
that was dumb... waste of time....
CRJ is not a Mitsubishi.
This makes no sense. How did the controller immediately know that the aircraft needed to descend after the 10 mins of silence after the a/c's first transmission being just their call sign? And why, after ATC advised (in response to that first transmission after the silence) for them to descend to 10,000, did the a/c then request emergency descent to 10,000? Were these clips put together in an incorrect order or something? Something is definitely wrong with it cuz it makes no sense. ATC's don't have esp lol
The ATC probably had them descend because they were approaching ABQ and needed to descend on the arrival. You can hear the ATC break the aircraft off of the arrival, presumably because they were too high and allowed them to rejoin the STAR when they were at a lower altitude. Only then did the Skywest declare the emergency which is when the ATC cleared them all the way down to 11,000ft.
ATC knows a flight’s destination. Hence, since they also know their altitude, they know when an aircraft needs to start its descent (top of descent). That’s one of the reasons ATC was calling them.
I've seen other videos on this channel where only the end of the call sign is heard. Which makes me wonder if, for some reason, part of the transmission was cut off and we're not hearing the whole thing. But you're right, it is a weird sequence of events regardless
Us good ones do. 😉
because he had been trying to call them for 10 with a lower altitude? Not unusual at all.
The NTSB has nothing on this event. Wouldn't it be normal that the ntsb would looking to an incident like this?
Nope. They would only investigate if this were an accident or maybe incident. In other words, if metal was bent or serious injury or death.
That's because it's a big nothing burger. Only in internet world is is some kind of newsworthy event.
@@saxmanb777 There are exceptions. Like the SFO event were the pilot lined up to land on an occupied taxi.
It always surprises me when regional controllers don't quite know the pronunciation of a city in their area. Especially Prescott since Embry Riddle is there. And man, IMC in a mountainous area is pretty bad timing to lose pressure, glad they got it down safely.
Just curious, but once an emergency has been declared, why are there still altitude restrictions at certain areas when the pilot has asked for it? Terrain?
It can also be to keep the aircraft in controlled airspace, but not in this case.
Yikes
Whats the reason for not answering ATC for 10 min ?!? Clearly the EM was after that
Ok. They were NOT in emergency decent until finally making contact ATC? A lot of fishiness about that whole scenario.
I may have missed it, but what was the reason for the sudden depressurization?
nobody knows
@@skyboy1956 Yet. *looks at when vid was uploaded* Actually there's a chance that the final report of this incident has been written and made publicly available
You sure it's a Mitsubishi? I thought CRJs were Canadair.
It got sold to them
Looking for VASAviation's post regarding the hack into the pilot frequency Monday in New York regarding threats of planes flying into U.S. Capitol on Wednesday 1/6/2021 to avenge Iranian General Soleimani's death via U.S. drone.
I figure you'll have something posted about that ASAP?
"hacked" I keep seeing that word in the news, but there's no need for "hacking" into these frequencies. Anyone with an appropriate radio can transmit on an open frequency. They'll probably never find out who made that call...
@@bbgun061 Thanks for the information. Obviously, I'm just an interested reader and not an aviator!
Just a "by the way". A CRJ is not manufactured by Mitsubishi. Bombardier makes it, hence the "Canadair Regional Jet". Love your site, keep it up!
Sorry, they are now Mitsubishi CRJ's as Bombardier sold the company to Mitsubishi last year. Bombardier has sold all the lines of aircraft they once produced except for the biz jets.
Thanks, learn something new everyday.