*Many reports via email about these two incidents. I asked you guys on Twitter and you preferred to have both emergencies in one video so here it is. Glad nobody got injured*
Wow! Yes, this is sort of confusing on first review, but hey, that’s how it happened. Thx for reconstructing it true to life, and for yet another incredible media creation.
How much time was there between the two incidents? Were the PANYNJ ARFF crews still with the 76' when the A319 declared emergency? Nicely done with the graphics.
I am impressed by the flight crew on the second flight with the probable bird strike . They did not wait for some failure to take place as a result, nor did they continue the flight in the presumed absence of warnings or cautions. They appeared to take every precaution to error on safety not knowing for certain what the origin of the impact/sound was. It's nice to see safety come first and no guessing.
I was on a Midwest express flight and there was a loud noise like something inside popped. Everyone was looking around when it happened. Thinking it was in the galley but don't know.
Maybe it was a member of the Buffalo Tribe making a mad dash for sustenance in the galley but tripped and fell down. That would shake the whole aircraft.
No matter what time of day, no matter the issue, the crews and the ATC work together flawlessly almost every single time to get people to safety...... it's proof that the system works and all people involved do an absolutely fantastic job.
Did Shanwick call "Shanwick tracon is now ATC zero, maintain visual separation, RVSM aircraft on odd tracks sidestep to an empty track on an even altitude"
One source in ATC told the Irish Examiner staff at Shannon had been “repeatedly told” that the system “could never fail”. LOL, when ever I hear anyone saying such a stupid thing it reminds me of what Douglas Adams said: When a think that can not possibly go wrong goes wrong it usually turns out to be impossible to get at or repair.
Delta 2292 male pilot sounds just like "captain happy" who declared an emergency and landed 31L and told them to move everyone out of the way cause of the wind. Anyone know if it's the same pilot?
I was thinking it might've been one of those guys with drones. Plenty of people just use them without knowing there's limits how high you can fly them.
Lugia21 Not actually a height limit. There is, however, a requirement that you need to be able to see the drone, so that kinda limits the height on its own. You're also obviously not allowed to fly anywhere near air traffic areas
This controller sounded like a computer... in a good way. Almost like a pre-recorded instructor. She never hesitated, knew exactly what to say, and who to prioritize for each situation. I was really impressed with how clearly she dictated the fire truck crossing of the runway with the go-around aircraft, she knew the procedures and who required assistance vs. standard missed approach. Most controllers would know this, but she volunteered the explanation before it was even required. Awesome ATC!
Adam W. Okay obvious response - I’ve listened to hours of ATC and one could assume they all have years of experience. My point was that she was exceptionally and unusually clear / direct and her timing and specific wording was perfect.
Yeah...I used to be a controller until medical stuff happened and I couldn't remain in the career field. Long story short, all of were required to know all of that information and be able to rattle it off without hesitation at any moment. Emergency aircraft a d response vehicles always get priority, no matter what, so that's also not hard to figure out. It doesn't matter if AF1 is flying in your airspace, they all get lower priority than an emergency aircraft. If anything, there was a mistake by the controllers in both instances. The first controller asked for fuel remaining in pounds. Why? No idea. It's supposed to be in minutes so we know how long until they hit min fuel. The female controller never asked for that critical information; she had no idea about the fuel, people on board, or anything. She missed a lot. This wasn't perfect by any stretch of the imagination for either controller.
I very much doubt that was intended to be humorous in any way. Most likely the ground controller was too far away to clearly see flames, they just assumed there were based on seeing the bright glow. Hence, when asked to confirm whether there were actual flames (which I presume was what prompted the statement) they qualified their statement to separate the relatively obvious conclusion (flames) from the actual observation (bright glow).
I don't understand what's humorous about it. when asked directly, you want to separate your clear observations from jumping to conclusions, and this was the most objective factual information she could muster. that's not levity, it's responsible professionalism, and a serious burden for someone in her line of duty. "what can you see? what do you know?" "at the very least, a very severe glow" -- she could've added "I presume the undercarriage is in flames" but that's largely a redundant opinion nobody asked her for, and would unnecessarily clutter the comms and add fuel to our inner panic drives.
Imagine the planes still circling in the air the pilot announcing to the passengers “there’s a lot going on on the ground, we’re just gonna stay up here for a bit.”
When the LGA departure controller said "do you wanna turn back to LGA" I got chills because he said the exact same thing to Cactus 1549 and sounded just like catus
Wait a minute. That voice from LGA Departure. That voice is so familiar. As someone who has watched/listened to everything about US Airways 1549 (The Miracle on the Hudson), I am almost absolutely certain that that is the SAME man. Edit: saw a comment from VASAviation confirming it IS Patrick Harten, the LGA Departure controller who worked with Captain Sullenberger that fateful day! Vindication!
Am I wrong or is the departure controller handling DAL2292 the same that handled initially the US Air /miracle on the Hudson acft? Seems the same voice to me!
It certainly sounds like it! It also sounds like that pilot is one who in another video got into an argument with the controller telling him "move everybody from out way. We're on a visual. We've declared an emergency" after atc wouldn't vector him the way he wanted.
Hell, I was just typing the same thing before I saw your comment. That’s the same guy. Clear as day. You can hear the same voice as you hear when he’s talking to Sully
@@livewellwitheds6885 made me tear up. It takes real courage & honor to be willing to sacrifice your life for others. When all the other ATC operators focused on themselves, he focused on others.
They are not doing it by themselves... lol. Your prolly picturing one man in a tower making all the calculations and formulating all the flight plans by himself lol.
@@ShavoSoaDer Yes, I understand how time works. Pretty sure you can skip the semantic crap and just figure out the meaning. Human brain and whatnot, y'know?
@@thomasmills3934 No. My sister was an ATC for years. I've seen plenty of rooms. These replies are embarrassing, guys. Enough with the raging insecurities. 🤦♂
Actually you'd be surprised how common it is. I mean I wouldn't say it's too common, but it happens more than you would think. Luckily I've never had to declare and emergency. Ive heard stories of pilots even doing it just so the can land first. Now Idk if that's true, but I could believe it.
On the contrary, the pilots practice these things a lot. That’s why they sound bored. Real emergencies aren’t terribly common, but they’re ready when they happen.
I don't understand why they continue to taxi in order to cool the brakes. Taxiing for most large planes heats the brakes cause the idle engine power is too much thrust to taxi at a reasonable speed.
@@MGSLurmey Unless the brakes are designed in such a way that they can maintain a certain temperature, even while taxiing, in which case any excess temperature above that amount will bleed off, even while they're moving. Meanwhile moving puts more air across the brakes than standing still.
Imagine taking off from LGA for a trip and when you woke up they’re like WE ARE IN JFK!!! And you’re like wtf did I sleep Thur deplane and they flew me back.
@@NetAndyCz Not necessarily both cameras and to a lesser degree our eyes get overwhelmed when a small part of the scene is a lot brighter than the ambient light. This has the effect of making the bright object look even brighter and larger than it actually is. Essentially for the same reason, the dark scene fools the camera and our brain to pick the wrong aperture settings to capture the bright subject without it washing out and overspilling.
I'm surprised they didn't find damage on the second plane. When the pilot said they hit something around 1500ft over the stadium, my first thought was a buzzard that was circling on the thermals over the huge parking lot. That's right around the 'cruising altitude' for a for a buzzard. I live on a hill with an asphalt driveway and big roof, so they circle over my house frequently. Unfortunately, my house is right under a low path for the local airport, so this raises my concern.
@@OfficeLinebacker Yeah, I'm not sure. I'm starting to lean towards "Food cart or other equipment onboard settled into position unexpectedly, and pilot is a huge wussy." For him to go full emergency and make a ton of demands while he should be well aware that he's in full control of his aircraft, and there are no instrument indications, is well into the range of "please believe me", and is probably covering for something he's guilty of, like chitchatting with the new female in the cockpit, when they both should have been paying attention to their plane and its surroundings. I wouldn't be surprised if there was an abrupt control input that was bound to trigger passenger complaints that he'd have to answer for, and so had to go all-in to get the paperwork to cover him from getting written up.
@@buckstarchaser2376 Holy shit, you are delusional. You managed to make your own cute little story out of absolutely nothing but speculation about a situation you know next to nothing about. And by cute I meant pathetic. Also, "female"? Nice incel energy you got there, bud.
So, just a few days ago I started listening to these. I was a former army helicopter pilot. My last flight as PIC was 2013. So awesome to hear all this and understand it all. Really starting to consider getting back at it.
Lol I was listening to this live trying to figure out what the hell was going on after I got the alert for the first delta flight. I know everyone recognized the lga dep controller; but did anyone else recognize the 2nd delta male pilot voice. I swear I’ve heard him in another video.
This brings an entirely new definition to the phrase a bad day at the office an aircraft with hot brakes and a second aircraft with a probable bird strike think about what are the chances of this happening on the same day within the same time frame
If any airport is going to get this sort of shit happening to them, it'd be JFK. And of course, the Poisson distribution is a thing, so the chances of this happening are weird an unintuitive, but stuff like this is actually quite expected.
NO, you are not wrong! I fly the 75/76 for a different carrier...I was wondering WTF they were thinking! We'd never taxi around on purpose after a rejected takeoff!
Hot brakes are scary dude. I’ve caught some jets in my time where the brake is orange from the heat, and you sit there waiting for it to cool off hoping it doesn’t blow the tire out
The pilot here sounds just like the pilot who had a flap emergency at JFK in a 737 a few months back. From that incident: Pilot: " You're gonna see the fastest 737 landing you've seen in quite awhile". Atc: We'll be watchin. Pilot: So will I.
Pretty sure the BA (Speedbird) guy & Delta female pilot are ones I've heard on previous tapes of JFK too - I guess the same pilots end up running the same routes reasonably regularly...? (I particularly remember the BA dude because he had such amazing humour in his prior interactions with ground crew! Brit wit in action 😄)
Interesting that the procedure for hot brakes was to continue taxiing. In every aircraft I have flown (A320, B787, ERJ170, CRJ-200), prolonged taxiing increases brake temperatures even further, not decrease them, due to repeated brake applications when holding short or slowing to make turns, etc.. I am sure the Delta crew followed their procedures, it just seems to be an odd procedure based on what I have seen taxiing do to brake temps.
Is the Laguardia controller who handled Delta2292 the same controller who worked US Airways 1549, aka the Miracle on the Hudson? It really sounds like him.
Huge respect for the top notch production quality and content of all your videos. I've learnt a lot since following your channel. Keep up the fantastic work!!! BTW was it ever discovered what they'd hit?!?
for the brakes 420 blazeing it, could it have been possible that the force of aborting takeoff jammed the brakes at least slightly so that while they were taxing around the slightly dragging brakes reduced the cooling effect or even caused slightly more heat till it got too high?
Remember Lion Air JT610 BOEING MAX 8, 189 people die down very fast to the sea, after 14 minutes fly, first detected is because this airspeed indicator failure.
Why didnt the Delta IMMEDIATELY go back to the gate for maintenance? Air speed descrepancy is a mission critical failure and could even be a symptom of a bigger failure!!!
About 35 years ago, I took the ATC test after getting out of the Army. Never heard anything. After watching some of these videos, I'm glad I didn't! Shout out to all ATC's!!
hey Delta 2292! maybe a pax hit you in your head to raise the gear? u were at 1500' with the gear down? you don't know what's the nature of emergency and you still need to declare it? stopping at the end of the rwy? what else are you gonna come up with?
Is that thing not equipped with individual brake set temp indicators like the Airbus? Also correct me if I’m wrong - but even at idle thrust you need some braking. Why would taxiing be GOOD for hot brakes? In fact aren’t some heavies required to wait before takeoff if they’re sent on a long taxi route to the runway due to hot brakes? I’m confused
Ok I think we have enough comments about the voice of atc, but what about the serious question: how many fire trucks are there? Would a third emergency have enough fire trucks available or if not had the airport been shut down as it should in this case?
These kind of vids are awesome, I'm really impressed by those ATC, some seriously skilled professionals up there. Not such a good watch if you are flying within a week though ;)
Does the 767 have brake temp indicators on all the bogies like the airbus? I'm a little surprised that after taxiing for such a period of time they were randomly caught off guard with a brake asm. fire. I'm pretty sure that in most modern Airbus (and newer Boeing) you know the brake temp immediately and can request emergency services as required, each bogie is displayed on the ECAM which will warn you if applicable. Just curious if this 767 had such a system, thanks.
![[REAL ATC] JFK airport has TWO SIMULTANEOUS EMERGENCIES!](/img/logo.svg){kind=logo}
