American A321 Fire on Board in flight and Emergency descent. REAL ATC 

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Absolutely! If you're stuck in a holding pattern and considering a diversion ATC wants minutes. If you're going to need ARFF they always need pounds.

I've seen this in a number of other videos like this - ATC keeps requesting pounds, pilot keeps responding with time. I wonder if it's just easier info for pilots to get?

@@Nalehw Fuel quantity in pounds or kilograms should be readily available. I suspect it's more a matter of the workload being high enough that the details of what is being asked get lost. Depending on the nature of the emergency, ATC will want to know the endurance to plan the getting to the ground part, but they may want the fuel weight to anticipate dumping or vectoring to get the landing weight down. If they're asking on behalf of ARFF, they'll want to know how big a fire they might have to put out. The one thing you can bet on is they'll always be looking for the opposite of whatever the pilot gives.

Wouldn’t it be rather easy to compile a table of common aircraft types and their standard fuel burn rate? The pilots have a high workload during an emergency while the ARFF crews often have some time available sitting and waiting for the aircraft to land. They surely don’t need exact numbers down to the single kg, only an estimate, and a conversion table might be enough for that.

@@matthiaspatzelt3085 one has to take into consideration the end user of said table. There are times waiting for the pilot to run through checklists and burn off fuel that may afford time to do calculations. One quote I was told in college when studying Fire protection technology many years ago was if the books don't put out the fire, throw them in the fire and grab a hose. Theory is great, but firefighters are more reactive and throwing more water on the problem usually works.

they also have a lot more flights, aircraft, and opportunity. They also operate more in the east part of the US where there are more ATC fans to be aware of these events.

And they have stated over half of their new pilots each year will be unlicensed and completely inexperienced people of color to "promote diversity."

Come on now....this comment appears everywhere and every time.

The fuck are you on about this was a BATTERY fire and has nothing to do with the functioning of the aircraft or its maintenance.

Amazing and impressive

There are!

@@Epic14Games that’s what I thought, thanks

Wow, *you're a genius,* smarter than every other person who has ever had anything to do with aircraft & passenger safety! They should probably put some flashing lights on the outside of planes too, and maybe round tires instead of square ones.

@@gavinvalentino6002 when you think your smart and funny……….

Obviously what we need is an anti-fire law. And a ban on high capacity aircraft and assault batteries.

I believe ramp control is operated by the airlines. They handle pushback clearance and coordinate aircraft movement until they are ready to taxi out from the ramp area. Ramp control radio reduces traffic on ground control and eases the load on the ATC crew.

The ramp area is considered a "Non Movement Area" which means it is not controlled by ATC at all. As Forlorn said, ramp control is set up cooperatively by all the airlines serving the airport to help prevent bottlenecks.

@@captainjohnh9405 I don’t know man. It sounds like a big hassle. In Europe we don’t do it like this. Even if you divert to a completely random country you have a gate to go to and ATC will manage it.

@@theHDRflightdeck I highly doubt that, as the gates have to be staffed (not just at the counter, but by the correct fueling crew, baggage crews, catering, etc.) That is ALL done by the airline. Occasionally you’ll hear ground say something like “I believe you’re at echo 6” but that’s probably just published on their screens and obviously changes, they usually won’t get into that detail especially if it’s busy. Also there’s a LOT of other information being discussed which is totally useless for aircraft and controllers on ground freq. This is ESPECIALLY true during severe weather, when planes may have to return to the gate for duty timeouts or fuel usage etc. Company has to get another gate and get staff there ASAP as their previous gate is likely occupied already, etc - how the heck would a controller be able to do any of that? lol. Company handles all the logistics and the pilots simply say “eh yeah we’ll be heading back to bravo 3 it sounds like”. “Roger, taxi to bravo 3 via blah blah blah”. So much easier this way. 🤷🏻‍♂️

​@@EstorilEm I love how Americans always find some funny reasoning for why their funny procedures still make sense while the rest of the world agrees on something 😂. A Friend of mine flies in the states for Southwest and that's a mess too. There are so many procedures that haven't made any sense for the last two decades but "we have always done it that way". The "the ramp is uncontrolled" or "non movement area" stuff ist just stupid, especially at big airports like LAX where an alleyway might me used by two different airlines on either side. There are also some airports in the US that do not have a non-movement-area where ATC controls everything like in Europe. Everybody does it different, everybody does what they want and nothing makes sense, as usual.

It wasn't risky... it was downright irresponsible! Whoever controlled that ground movement needs waking up with a boot planted firmly up their ass.

Great job pilot and crew🚛🚑

sometimes, it's not always out until touchdown and arrival

ARFF and Rescue crew, along with the pilot need separate frequencies-except if the pilot needs to stay on the radio with tower & control

That is why they talk through approach while the plane is in the air. Note approach asks "when able" emergency services need to know how many people are onboard so in the event things escalate they know how many people to be looking for to evacuate/rescue. They need to know fuel remaining for various reasons. Those are the only things typically asked for. There is more than one person in the cockpit so what you are typically hearing is whoever isn't currently flying the plane in these situations. Souls onboard is just looking at the manifest, fuel is looking at the flight computer. They say in hours because that is the default configuration, they have to hit a few buttons to get it to spit out a fuel in pounds reading (or look at a conversion chart).

in terms of fuel, they usually need to know how much you have remaining... whether in pounds or hours

I always have to pause that bit.

Because they are super busy flying the plane and running checklists. Also during the approach flight hours are relevant in case they need to hold or divert.

its because America still uses weirdo units while the rest of the world uses metric. The pilot didnt have a calculator handy to translate kilos of fuel the dial said to weirdo. Just tell them 2 hrs and let them figure it out :D

The correct information for an emergency is Type of emergency, SOB, Fuel remaining in Hours and Minutes.

They were asking for pounds, the pilots were obviously task-saturated so they just read the time remaining.

They don't. They shout mostly.

Absolutely not, they expect everyone in aviation to speak English like a native speaker.

I can't wait to try fois gras!

@@CooManTunes sooooo good!!

We try not to let French Pilots fly in our airspace. They are too wacky.....

You were a plane? What are you now?

Grow up, the more info the ground crew has the better prepared they can be to handle the emergency when it becomes their problem.

Your teeth hurt? From listening to a recording. Okay so that is your physical reaction to a recording of an emergency, now consider their nerves dealing with the actual emergency situation. Grow up.

Yes but maybe.

That makes way too much sense

What do you mean? They clarified their intentions before touchdown with ARFF which clearly indicated the emergency wasn’t as serious any longer. If it had been critical they would have advised so and stopped ASAP to meet the trucks faster. Anyways ARFF was there upon touchdown and still met the plane as fast as they could, so I don’t think it would have changed their response in the slightest. The fire was likely much smaller than initially thought, but their training and SOPs are very clear regarding any smoke/fire, and that’s basically get that thing on the ground NOW. I’m sure during the descent cockpit was advised it was out or not growing etc. They’ll still be busy with a slam-dunk / emergency descent and the fire / smoke checklists are rather lengthy from what I recall, so extremely high workload for them during this audio - probably why he asked if the localizer was working lol.

@@EstorilEm yup, never presume a fire is out, especially when there are emergency crews with thermal imaging cameras that can have a look. As in the pilot asking for them to come on-board and check.

grow up

I volunteer in EMS. From our perspective, the number matters in 2 ways. An approximate number lets the required resources be summoned much faster in a mass-casualty incident. If the plane rolls over and catches fire, the relevant dispatch systems will call for enough ambulances/whatever to handle the number of patients we expect to see. The other is that an exact count allows rescuers to ensure that everybody who was on the plane is now off the plane.

It's OK Jer....it's OK. All's well that ends well.

Grow up. They need to know the intent because in case you were somehow unaware panes move faster than trucks. They need to know where the pilot intends to stop and they need to know if the pilot intends to come in fast normal or slow. Fast means they will likely have hot breaks which will need to be sprayed down to cool them off. They don't ask for information just to ask for it, information is important in emergencies. The more you have the better prepared you can be to handle things.

They need you so wheel out your BarcaLounger and give em a hand.

@@RLTtizME Always the go to argument. Got nothin', eh?

@@hmbpnz Oh I think it hits home Humpantz. Right between the eyes eh? It says so much about you......we laugh.

@@RLTtizME You and the other clowns, eh? Know nothing but talk a big game. Nice try Gomer Pyle.

@@hmbpnz 👈👈🤡🤡🍌🍌Your BarcaLounger is cleared for takeoff. See ya Humpantz.

Totally agree. It could be smoky in the cockpit. Should pilots unable to see well, having ILS working approach would definitely help and safer!! Good job on AA pilot for checking the status of Localizer during the approach.

Remember when the spring on your BarcaLounger recliner snapped and shot across the room? That was so funny because you couldn't sit upright...stuck for hours we understand. Glad that hasn't dissuaded you from officious commentary direct from that overstuffed chair.

Based on the "In the bag" comment, they did. Many aircraft carry fire blankets or bags to smother small fires. Discharging a Halon fire extinguisher carries its own risks.

How do you "save time and effort" on an evauation?

Why didn't you help then?

They were emptying the forward and aft Lav tanks.

there was a carry on bag that had a battery device in it that caught fire.

@@jasonmarks1636 False. The bag they're referring to is a fire containment bag that's kept onboard to contain electrical fires from lithium battery devices.

Yes

@@billybuttons4298 false. Here is the context of what happened. Pay attention to the 2nd to last paragraph. This article was WIDELY reported several months ago. An American Airlines flight made an emergency landing early Wednesday at Piedmont Triad International Airport in Greensboro. An airline official said Flight 2036 was diverted to stop in Greensboro while en route from LaGuardia Airport in Queens, New York to Charlotte Douglas International Airport following reports of a potential odor in the cabin. The aircraft landed without incident shortly before noon and taxied to the gate under its own power. Officials said there have been no reported injuries to passengers or the crew. The Charlotte-bound passengers are expected to board another aircraft with continuing service to Charlotte Tuesday afternoon. The impacted flight was being operated on an Airbus A321 with 126 customers and six crew members on board. Airline officials said the initial indication was that a lithium-ion battery stowed in a customer’s carry-on was the source of reported odors. The aircraft has been temporarily removed from service for evaluation by the airline's maintenance

@@jasonmarks1636 I'm well aware that the the battery was originally in a carry on. However, it was dumped into the containment bag by the crew. Hence the CA letting the firefighters that the battery had been placed in "the bag".

Yes they state it’s from 16th Feb

@@OfficialSamuelC I know because another channel put this out on 17th of February. This channel puts out old content.

Thank you, I thought this was familiar, or else fairly common

Roll the dice. It could be southwest tomorrow, Delta on Monday, JetBlue on Tuesday. Kinda like driving down the road. You expect to make it to your destination without an issue, but that doesn't always happen.

Why? This shows if an emergency happen on AA they will get you on the ground safely.