🤣🤣

They need to know fuel remaining for fire risk etc and people on board so they know how many ambulances might be needed

@@molybdomancer195 You're so knowledge!!!

American 1336, was that 22 cans of Diet Coke?

I once had my right wing go into an aerodynamic stall while passing over the continental divide. I was flying an old Draymond D273 (aka the Dutch Dobber). I believe the imbalance in gravitational pull caused by the waxing gibbous interacting with the opposing watersheds caused a pressure sheer which imbalanced my aircraft. Kind of like when it is raining in your backyard but sunny in the front yard. Anyway the right wing dipped and recognizing this wasn’t a typical death spiral and instantly attributing it to the aforementioned cosmological, ecological, and meteorological anomalies I poured on full throttle. This was a second gen Dobber so she was equipped with the old iron/aluminum impregnated radial 42. The attitude of the engine, low air pressure and centrifugal force caused her to rev above 12,000 RPM which was known as the death zone on those old girls. But this is what I counted on. I then went full left rudder and snapped her back straight. We were flying again!!! However, I had cracked two pistons and caused a crack in the fuel supply tube which was causing fuel aeration. She was sputtering and smoking. The rudder bent and stuck in the full left position. My co-pilot suggested we call in a mayday and head straight for the Little Hawkeye Airfield. I told him. “Momma didn’t raise no quitter!” I completed our flight plan and got my passengers to their destination on time. Along with our precious cargo of gluten free puppy chow. There was a little fellow eating grass for days because the only feed store in town had forgotten to order his supply of special food.

This is Not Kobe Bryant helicopter crash. This is commercial airlines. They don't care about spatial disorientation

One thing I was curious here - I would more consider this (strictly as an aircraft capability) a "pan pan" instead of a mayday. To me, a pan-pan is "whoa, we've got a problem, but we're not going down" Mayday is "I am losing or have lost a major system of the aircraft preventing me from maintaining flight capability". They were asking for delay vectors to run checklists, which is great! But that also tells me it's not a "critical emergency". It's better to err on the side of caution for sure. A mayday automatically gives you as the pilot complete over-ride of anything else going on at the airfield as well. I wonder if AA has a policy of mayday calls, or if a mayday was used due due to the "unknown" of the multiple failures causing further problems. Just seems odd to me to issue a mayday, but then want to delay for "procedures". Not trying to say they were wrong or anything, just commenting for education!

Multiple failures including loss of airspeed indicator definitely qualifies as a mayday situation.

@@DethWshBkr you declare for two reasons…1. You got a problem and need assistance and deviate from far regs…2. Declare to prevent a situation from getting worse. I have lost count how many times I have declared in general aviation and airline work. I also instructed two airlines. I am not a proponent for pan pan pan. It is binary for me. Your are in normal ops or in emergency. When things deviate towards not normal to emergency, just get it declared. It really does not have a bunch of bearing on where or when you go somewhere, but your are mustering all available resources to get a safe conclusion to the flight. With all the voluntary reporting systems in aviation, the filling of paperwork is now a moot point, but the data we gather from those reports is priceless. I feel the same way on fuel. I did not use or teach the min fuel call to atc. I had my legal fuel or I didn’t. If I did not, I declared the fuel emergency as soon as I knew I would be short. I know I can be an outlier on not using the min fuel call. If atc has a saturated sector, the min fuel call may not get you what you need, but declaring a fuel emergency will.

American voices always sound fast on the radio. I guess it’s so they can add all the fluffy bits to their transmissions. If words cost dollars, aviation in the USA would go broke.

@@larrylewislarrythe quicker, the better

@@brad-_- Not necessarily. Americans also tend to slur their words a lot, and not enunciating very clearly. Combine that with talking really fast, it can sometimes be difficult to understand everything at once, especially for non-Americans.

@@Aeronaut1975 i believe you! i can only imagine, especially with the diversity in accents

AA? Alcoholics Anonymous? 🤔

Lmao I’m sure you were “on this flight” 😂😂 funny, no passengers named “Neal” were listed on the manifest. Awkward… Btw - airline pilots dont “kick the rudder”; that behavior was weeded out after AA587.

How do you know who was on the manifest ?

@@worlds_okayest_pilot Not everyone uses their real name on KZfaq. If I said I was on the flight, would you search the manifest for someone called Eight?!

@@EightPawsProductionsHD …. Would you use the name “Neal” in your name if your first of last name wasn’t Neal…?? Logic tells me “Neal” is a name. “Eight” is a number, ergo I wouldn’t search for an “eight” on a manifest. Cool story, bruh 😎

@@My_Fair_Lady Oh FFS...sure, I have nothing better to do...

Bollocks

Yea, right. That's management's thinking for you.

@@WaterlooExpat management at Boeing killed over 340 people

If someone has an emergency there MUST be a backup human

I sure wouldn't fly with only 1 pilot onboard.

Airframe built on a Monday morning by hung-over workers?!?

I've watched millions of vids., for some reason this one made my Pecker go up!!!

Watch Air India, JFK . Heart stopping.

Wouldn't flaps stuck down be better than stuck up? I guess they didn't say how they were stuck but assumed down.

@@gavinsingh4450yes!

It is rather annoying.

@@joestalin5438 lmfao try listening to Boeings siren. Airbus is like music despite the emergency 😍

Bingo. ATC believes they have to have a continuous conversation with us. We are as busy as we can be talking to each other, setting up for the emergency return approach, running the checklist, informing the F/As and the passengers. We are also required to contact dispatch (often on another radio or via text messages). The pilots, are talking to FIVE groups besides themselves. And to make it worse, our rules are we have to READ OUT LOUD every word in the checklists (or ECAM). Which means the guy running the EP is literally reading a boring book. ATC, please, shut up.

Laws of aviation: Aviate Navigate Communicate

@@TGraysChannels ATC is trained to do this. Blame the wankers that designed the course notes.

Cant vector planes that your not talking to ever think of that.

I was thinking the same thing about not catching it on takeoff. Then again, how would they have known their V1 and rotation speeds? My only conclusion is it malfunctioned after takeoff somehow I don’t know.

Exactly why airspeed crosschecks are extremely important.

Birgenair flight 301, Aeroperu flight 603.

One faulty air speed indicator wouldn't lock the laps boy

There are dozens of airspeed and altitude indicators on every commercial aircraft, not like in the olden days when I got my private pilot’s certificate

That controller may not be the controller for the other aircraft. Nothing like making it even more complicated for the other traffic and controllers. The ATC did just fine. Remember, these videos are trimmed and do not represent real-time communications, so the compressed time frame seems like a lot of communication, but it's not.

Those were calls for traffic in the vicinity that he isn’t controlling. It’s a congested area

The questions he asks are required

Lol

Made in France,,, French cars have multiple failures on the showroom.

Auto retraction is only a back up safety feature, they don’t rely on it for flying (you get a big red master warning overspeed message which we frankly try to avoid)

Yes. The flaps retract at 210knots so all they would do is just set the lever from 1 to 0 and both slats and flaps would retract at the same time like they would if below 210

Perhaps it went alpha lock and couldn’t get out of it…..

That feature is more for heavy departures and only on A321s. I expect that the unreliable airspeed indicated a low speed and therefore prevented the flaps being retracted.

@@rachelcarre9468 A320 has it as well although it would have to be close to MTOW

Automated systems would likely be unable to read out the steps quickly enough, nor know which checklist to run without a master run list of commands. I can also think of many scenarios where it would be impractical, aside from errors\malfunctioning of the system itself.

Well the fuel aboard is to let the tower know how much time they have left in the air when emergency is declared. Kind of defeats the purpose to just tell the tower how much fuel they're taking off with.

Yeah....considering he just recently ordered the fuel signed the loadsheet only a few minutes ago. Anal Retentive he ain't.

Seems to me, and I'm not an expert, but the technology in and with ATC is not keeping up with the technology of the aircraft. Not a knock on ATC, they seem to be very professional. Just need to be upgrades to the ATC system. IMHO.

I was thinking exactly the same...

That is for the benefit of the emergency equipment so they have a clue as to what they will be dealing with such as souls on board and the amount of fuel on board! It’s standard emergency operating procedure!

@@Hanover-ek4jyAll of that information is on the Flight Plan. I don’t understand why they ATC has to ask for the very same info that is right there at their finger tips. As a pilot, if I’m overloaded I would just tell them, ‘Look at the flight plan. It’s accurate’.

The area he flew over has 3 other airports excluding DFW airport itself, it is a VERY busy airspace, have a retired friend who worked for control there for 32 years

@@mikelp72 The golden rule is “Aviate, Navigate, Communicate” in order of importance. Also, the fuel is so they can assist if they need to. If your engines are running and you have five hours of fuel on board, you’re going to A. have to dump or burn some so you’re at the landing weight, and B. If there’s a more suitable airport they’ll vector you to it. These are just two of the reasons.

They also like souls because we often are carrying cadavers on board and fire rescue needs to know how ,any living people on board

Or to put it a different way, if there's dead people in the cargo hold they don't end up counting them as people that died in the crash?

Might be a maintenance problem.

Next time you're in a car crash, just call the non emergency number, not 911. It's all good.

@@Lerxstification what you on about mate?

This is at pilots discretion, if he or she feels that the plane is not safe to fly and want to get back on the ground as soon as possible, a mayday is sent. No one is going to question anything else.

Unreliable airspeed or a slats/flaps locked scenario is a reasonably long winded procedure to get through in one of these. Having them simultaneously would dramatically increase the flight-crews workload and could potentially be a very dangerous situation. First you have to confirm the position the slats/flaps are actually in (could be an intermediate position) so you know what speeds to fly. However, if also you don’t have a reliable airspeed indication then you’re in an unfamiliar configuration and flying an unknown airspeed. Definitely an emergency situation. It’s a Mayday all day long.

PAN PAN PAN is used internationally, not ever really used in the US. Also, sounded life threatening

What iPhone is going to give you airspeed?

Fuel decreases. The airline won’t know what the current FOB is, only what it took on

@@tomstravels520 Airline technical staff know the fuel burn per hour. They can give the firefighters estimate how much fuel is on board....

@@henryford2736 or just ask pilots and get an immediate answer. It doesn’t increase workload that much. Remember there are 2. It doesn’t take both to look at the displays. If you cannot give the fuel at that time tell ATC unable and you’ll get back to them when you have time. Also in 99% of cases the pilots won’t be landing immediately, they’ll only land when they have the plane fully under control so there will always be time to get souls and fuel

The AA flight didn't have to "dodge" anything. They did not have to change bearing, speed or altitude. And unless you can suspend the laws of physics, you can't magically press a button and have every other plane in insanely busy airspace just disappear within seconds.

What you’re hearing is ATC alerting the emergency aircraft to all the nearby traffic ATC is frantically moving out of their way.

It wasn't been maneuvered around traffic. At what point did this plane turn to avoid traffic? It didn't happen.

It’s an insanely congested area and atc was advising them of traffic he wasn’t controlling

He wasn't being maneuvered around traffic. He was being told where traffic was because it was close enough that it needed to be acquired visually. It's extremely congested airspace. What part of the human brain is it that causes people to turn in to armchair experts on KZfaq? If you're going to attempt to correct actual professionals in the field, you should probably better understand what you're actually listening to. They were clearly informational calls, not attempts to send control commands to the pilot.

You know he was probably not talking to the other traffic. Cant move planes your not talking to. Atc is required to give traffic calls.

Thats why u’re not

@@gabri770 been one for 13 years. Prioritize emergency checklists over looking out for traffic. That’s why ATC exists.

Multiple reasons from what I have been told. One of course in a crash, jet fuel is explosive. The other as you alluded too is how much time they can be in the air, a fuel leak they may need them on the ground fast. The other is weight, a plane flying an excessive distance may have full fuel tanks and need to dump fuel before landing

Both reason are important. In 1978 United Flight 173 ran out of fuel while working a landing gear issue. FAA started implementing this in their emergency procedures. Also, it's important for ARFF to know how much fire fighting equipment may be needed and if they may need to request off airport assistance depending on the airport. They still have other potential coverage requirements even while attending emergency aircraft. DFW has a lot of coverage, but not all airports have the level of coverage as a major airport. That's why they need to know in case they need to ask for local off airport assistance. They ask because it's their SOP.

ATC is interested in the time, ARFF is interested in the quantity.

Both reasons. Remaining fly time AND how much fuel in case of crash and fire.

@@markjhermanson jet fuel doesn't explode (it's an oil-like kerosene derived product) but it does burn. If you look up how well various fuels burn when a match is dropped on them you can find some interesting KZfaq results: kerosene or jet fuel can be used to EXTINGUISH a burning match! But if you mix it with air and heat (happens, of course, in some crashes) it's very dangerous.

NTSB reports are overrated. Who needs detailed investigations when everything you need to know is in KZfaq comments??

You've no idea what your talking about. It's a international airport what do you think the guys a magician?

@@davestephens3246 How many hours flight time do you have ?

@@edm9527 You do understand how busy DFW is right? Theirs a reason why its a Bravo.

@@johnhall6796 But thats the entire point of a mayday call. The mayday aircraft over-rides EVERYTHING else. All inbound or outbound aircraft should have been either vectored away, OR vectored to a holding pattern.

I was kind of wondering the same thing. Mayday call makes that aircraft the king and ruler over that airfield. Why would they continue inbound flights (especially crossing near an aircraft that declared an emergency). That being said - I wonder if the controller recognized a mayday was "overkill", and considered it more of a pan-pan. Which then makes me wonder, was a mayday appropriate? It's better to err on the side of caution, but I'm curious to why a mayday was declared, but then they are asking to delay!?

not even close

@@EoRdE6 1000’ from causing the worst airplane crash is recent history is very close

@@tedstriker6743 72 people died in a crash in Nepal literally this week, AA has a fantastic safety record compared to foreign airlines. Also close calls like that are not uncommon, look up the one with Delta 1328.

@@EoRdE6 so you’re comparing flying into one of the most dangerous airports in the world as the same risk as the US? AA has had an increasing number of maintenance and pilot error related issues that makes it the most dangerous airline to fly in the US. Is that more specific for you?

@@tedstriker6743 in the past 5 years Southwest is the only US airline that has killed a passenger so I know which airline I wouldn't be flying.

Wasn’t clear if they said they had lost all airspeed or just 1

Flying in X-Plane is much easier than real life, though.

@@tomstravels520 just 1 .. this is NOT a nightmare ... A nightmare is smoke in the cockpit and you are at 40W across the atlantic..

@@EightPawsProductionsHD Dont know about that since I never tried pc games flying the airbus 😘

@@drangpojken I never said it was a nightmare, I just said because in another video a mechanic who worked on this aircraft said about blocked pitot tubeS and removing an ADM

They don't use Pan calls in the USA

@Ian M we most certainly do. Most yanks just don't know it exists and in most cases is more appropriate. Most cases, guys just say "Emergency"!

@@816928 as a retired UK atco I never heard it from US based crews. And I've seen quite a lot of KZfaq stuff from respected producers and none of the crews have used it. So maybe it's just fallen in to non use.

@@ianm408 you are correct, ICAO standards are seen in the US more like suggestions ;) I have seen/heard US Pilots conform to international standards but often they don't. The pilot in this case using Mayday is a rarity as well since they most of the time just "declare an emergency". As long as it works I guess 🤷‍♂️

@Ian M my apologies on behalf of my brethren. We sometimes fall short of ICAO standards. For too many years we have declared incorrectly and it seems to be a hard habit to break. Thank you for your years of service handling us safely.

Really? I don't recall the A320 NEO family being grounded for almost 2 years due to a fatal design flaw that caused 2 fatal crashes. If I have a choice to fly on a NEO over a 737 MAX, I'm choosing the NEO.

Shall I refer you to the Jetstar 787 that momentarily lost airspeed due to icing and then had no autopilot and latched in secondary mode for the rest of the flight?

Ground speed and airspeed are different things.

@@Patrick_Schaefer yes I fly so I know this but most everyone has ForeFlight on their phone and if nothing else will get ya to the numbers.

@@KPMACHINE1if you fly then you would know that aircraft can display groundspeed from some form of IRS or have built in GPS instead of relying on your phone. A321 has 3x IRU’s, 2x GPS receivers and being a NEO belonging to a major airline I would expect the pilots have the BUSS available which would be a better option than using groundspeed

Why not? I don’t recall Airbus having to be grounded for nearly 2 years

My uncle was a captain on the MAX8. He used to use this term also. He thought he was so funny. But then the Boeing killed him......

Boeing isn't calling anyone else names anymore. Hell, they've admitted they're basically pulling back from being a market leader for the next two decades. Nothing on the drawing board. Can barely get their new stuff certified. Horrendous quality control leaving the factories and that's when they're not writing software that actively tries to kill you and not telling the pilots about it because some developer weenie with a keyboard figured there would never be component failures. Boeing should have run every one of those McDonnell Douglas execs out of the company instead of letting them effectively take it over and ruin the culture (and corporate performance) of the world's leader in passenger aircraft design and build.

Boeing pilots are too scared to operate them then.

No hes got to fly plane first

Absolutely not! You declare emergency to get all other aircraft out of your way first!

They run the memory checklist first, which by its nature is quick to run, then they call mayday or pan-pan depending. Running the printed checklists comes a lot later in the process. You will never hear them running the memory checklist on the radio.

Lol, no.

Aviate, Navigate and then Communicate

You realize the pilots could have just done what u said , and communicated after it l, atc helps more then u can think of

Section 2. Emergency Assistance 10-2-1. INFORMATION REQUIREMENTS Start assistance as soon as enough information has been obtained upon which to act. Information requirements will vary, depending on the existing situation. Minimum required information for inflight emergencies is: NOTE: In the event of an ELT signal see para 10-2-10, Emergency Locator Transmitter (ELT) Signals. Aircraft identification and type. Nature of the emergency. Pilot's desires. After initiating action, obtain the following items or any other pertinent information from the pilot or aircraft operator, as necessary: NOTE: 1. Emergency Autoland systems may not provide all of the required information for emergencies. Use the information provided to develop an appropriate course of action to assist the aircraft. 2. If an emergency has been declared by an Emergency Autoland system, transmissions to the aircraft may go unanswered. 3. Normally, do not request this information from military fighter-type aircraft that are at low altitudes (for example, on approach, immediately after departure, on a low level route). However, request the position of an aircraft that is not visually sighted or displayed on radar if the location is not given by the pilot. Aircraft altitude. Fuel remaining in time. Pilot reported weather. Pilot capability for IFR flight. Time and place of last known position. Heading since last known position. Airspeed. Navigation equipment capability. NAVAID signals received. Visible landmarks. Aircraft color. Number of people on board. Point of departure and destination. Emergency equipment on board. - ----------------------------------------------------------- The "Fuel and Souls" question comes up for ARFF to know the extent of fire danger and how many people to try to rescue - but both bits of information would have been available from other sources in this case.

@@noahshields507 I'm very aware of what an Air Traffic Controller does, My father was an en route Controller, retired after 37.5 years.

@@daytonahypnosis Thank you sir. As in anything provided by the government, maybe it's time to be updated, modified or elimated from time to time. Couldn't that information be provided to ATC through the airlines through the airline itself(in this case AMR) At the moment the crew declares an EMERGENCY/MAYDAY/PAN-PAN, "It's a real emergency". Depending what the issue, the workload of the pilot(s) becomes more difficult to deal with the situation.

One pilot was most likely flying and communicating while the other pilot was taking care of non-normals (ecam msgs). I agree that the other traffic should have been cleared away from the AA flight.

What else happened to Airbus lately?

You’re confused with BOEING

Not much. Quite a lot safer than Boeing as usual.

@@naydu5290 watch all the other videos

neo 0 max 2

May I suggest some Boeing videos for you to watch then. Also blocked pitot tubes can happen to any plane and I can definitely find some videos of 737 landing with stuck flaps

@@tomstravels520 You took this too seriously.

“Eurotrash”…. Because Boeing’s MAX are such a great aircraft?? Yeh, ok bud😂

@@PN_48 It’s a fabulous aircraft. Prefer to fly it over the Eurotrash and I’m typed in both.

737s are 60 year old trash

Europe is better than America

@@zungaloca Just be happy that you’re not goose stepping. The last time I looked, there were no EU military bases in the United States.

So where shall we begin with the numerous problems Boeing had had? Shall we start with something small like flap failures and gear malfunctions. Or shall we go straight to the fact that Boeings newest plane had to be grounded for nearly 2 years and killed 346 people due to a poorly designed system forcing the nose down when a sensor with 0 redundancy failed