👍

Of absolutely of NO CONSEQUENCE. It would have been the same if he declared EMERGENCY AIRCRAFT EMERGENCY AIRCRAFT. You are making up a story and looking for problems for which there are none. There has never been a negative outcome because the pilot declared "emergency" instead of "Mayday". What a silly comment you made.

@@RLTtizME I see (and have always seen) Emergency and Mayday as equivalent, but I think Tilly Cat meant that clearly declaring your mayday/emergency is better than procrastinating it.

@@CharlesCornettFL Maybe or maybe not. There is great consternation that the terms Mayday and Pan Pan simply must be used for a variety of made up reasons when there are other words that get the message across with equal emphasis.

@@RLTtizMECalm yourself and try being more civil to people. You’re wrong, by the way. There’s plenty of examples on the internet of pilots not using ‘mayday’, which caused confusion that had negative consequences to the outcome. It doesn’t take long to Google them. The point is that ‘mayday’ is the international standard, written in all the guidelines. The intention being that the single same word is used by every pilot, therefore erasing the possibility of confusion or uncertainty. If everyone is using their own word - however obvious that word might be - it still has the potential to cause unnecessary delay and confusion by the people you are in contact with. I understand that of course in a stressful situation, people can forget for a moment what they should actually be doing, but it should be infrequently. If an ATC is working a heavy traffic area for example, there’s plenty of times there’ll be blocked mics or multiple communications at once. Everyone saying whatever, can easily get lost amongst that. But an ATC ahead their ears trained for that word ‘mayday’, meaning that if they hear that among the same confusion, it will still stand out above every other word. Not only that, but ‘emergency’ can be used in several context. I can think of multiple comms videos recently posted where the word was used, but it didn’t mean that plane needed priority and to get straight on the ground. Your urgency to berate another poster, meant that you didn’t slow down to think that there’s an actual official reason why ‘mayday’ was adopted and why people should avoid just using whatever pops into their head. No matter what the industry; not just aviation; instructions are made for a reason. That’s usually because mistakes were made before and lessons were learnt. And the point of everyone following the very same print is so that everyone is ‘singing from the same song book’ as it were. I re-iterate, this gratefully minimises and has the potential to completely remove communication that could cause delay and inevitably cost lives. This is also a great example of why things that ought to work well, can come unstuck. You can have everyone following the rules and then someone comes along and decides they’re going to do their own thing - even though everyone else has always been doing the other thing - then guaranteed will blame any resulting consequence on everyone else but themselves. If people just did as they were told, there’d be no misunderstandings, no discrepancies and less misunderstanding. You talk about looking for a problem where there isn’t, when in actual fact you and the people who think like this, are the very problem that didn’t need to be created in the first place. It’s called ‘going rogue’ for a reason. And it’s unnecessary. No need for you to shout at folk in capitals, just try having a civil conversation! 🙄

100%

Each atc person is on a different frequency talking to multiple planes. They don’t have the time to pass the answer when they can just clarify with the pilots again

​@@equilibrium788 that's fair enough but then there is no use Centre or Approach asking those questions in the first place if they are not going to be relayed.... Pointless

@@rodneywallace2984 it is important if the plane crashes or if they need to prepare for a different procedure

All points raised are valid and should be used to improve in the air and on the ground. The SWA that uncontrolled engine failure with fatality. Flight asked for single channel do to complexity. United a 777 out SFO or LAX to Hawaii. Complete engine failure in the middle of the ocean. They were just about equal distant suitable facilities. They were lucky enough to have 3 on the Flight deck. They requested and received single channel

👍👍👍🙂

​@@YouCanSeeATC just for your information, you put the wrong description below the vidéo, you set UAL753 🙃

I'm glad they payed attention to that alarm, that other one didn't do that, they ignored that alarm even when them oxygen mask drop down over the passengers, them pilots didn't know about them oxygen mask dropping down in the back over the passengers, they all ended up passing out and dying since the pilots ignored that alarm then the aircraft just fly it's self for hours on auto pilot until it run out fuel and crashed.

@@a.h.s5152 if you’re referring to the Lear 35 crash. That was caused by dry ice, not a loss of pressurization

@@a.h.s5152 ​​⁠ which “other one” are you referring to? If you mean Helios 522, they didn’t ignore the alarm, they confused it with the take off config alarm, which sounds identical

Only way to 'reset' the mic from mask to headset in a 737 is to re-stow the mask completely into the storage compartment, and that's a pain in the ass under the best of conditions.

@@Another64driver Nope! You only need to pull down on the “Reset/Test” tab.

@@Another64driveragreed but you can use the hand mic in the mean time. Top Tip. The headset will not work but the hand mic will.

@@Another64driverWrong.

Masks probably didn’t deploy because the cabin didn’t reach 14k’. The pilots can manually do it from the cockpit. Nice job crew….I fly this plane for the same carrier and hadn’t heard about this incident.

The 2 pilots have their own masks in the cockpit which they were able to put on. The masks should have dropped in the back. If there was a hole of seepage of air in the cabin the the outside, that definitely would be the cause. The airplane has a system that keeps pressurized air in. The plane also can pressurize some air from the engines. BUT. They can’t produce enough air to account for even a small hole or crack. The airplane inside can be safely pressurized from ground level up to 10k feet. This has plenty oxygen and nothing uncomfortable. But when there’s a hole, the pressure in the cabin gets leaked, and the outside air and pressure with no oxygen comes in. You had trouble breathing because there’s no oxygen. Being so close to the incident may have had an impact in you or the FAs breathing more than others, but probably shouldn’t have as air moves and circulates quickly. Hopefully this answered a few questions… Let me know if you have any more. Praying for all passengers and hope nobody was negatively impacted.

You mean the oxygen mask didn't drop down on you all in the passenger cabin? They usually do, they have sensors in the unit that holds the oxygen mask in them that detects an cabin decompression, when it detects an cabin decompression it triggers it to drop them oxygen mask down over the passengers.

A rapid pressure drop causes an equally rapid temperature drop as you noticed, so that's indeed what you'd expect. At 10,000 ft there's enough ambient pressure to not require oxygen masks, which is why they descend to that altitude if there's a problem with pressurization. This also means that at that altitude the oxygen masks will not drop even if plane completely depressurizes, which it sounds like it did; the fact the oxygen masks never dropped simply means you were never in any danger of hypoxia. Trouble breathing might be due to cold or panic, not lack of pressure/oxygen (which wouldn't cause such a symptom in the first place, it would feel like you can breathe normally but you just get giddy/lightheaded/stupid and then pass out.)

@@Im_Wolfyy You've got quite a few things wrong. The "system" that keeps pressurized air in is just the fact that the airplane is a pressure vessel, though it always has leaks and also intentional openings (controllable by valves) since you _want_ air to constantly escape and be replaced by fresh air from the pressurization/airconditioning system, which can pump very large amounts of outside air into the cabin (typically using "bleed air", compressed outside air taken from one of the compressor stages of the engines). A small hole or crack is not going to result in loss of pressure, it would need to be fairly substantial. The air at high altitude is no different from the air at ground level, it just has low pressure. Up to 10k feet however the pressure is still sufficient to not require pressurization at all, you can just breathe the outside air there. At higher altitudes you may after a while start to get hypoxia because the "partial pressure" of oxygen (air pressure multiplied by the percentage of oxygen in air) gets too low; the lower the partial pressure, the faster you'd get symptoms. These symptoms however do not include "trouble breathing", you can breathe just fine, it's just not getting you enough oxygen, which doesn't really cause discomfort or distress, it just eventually incapacitates you. The feeling of "air hunger" you get when holding your breath is not caused by lack of oxygen but by build-up of carbon dioxide, which doesn't happen in a depressurization scenario since you continue to exhale carbon dioxide normally.

@@MatthijsvanDuin Very Informative. Thank you.

Say again…

American 329, not my job!

The cabin altitude warning sounds above 10000ft. The masks auto deploy at 14000ft.

@@theHDRflightdeck is it literal altitude, or a specific pressure (or lack thereof) that triggers it? I thought I understood that they are held in place by pressure, so when it drops, there are no mechanical failures to prevent them falling.

@@CharlesCornettFL an electrical signal triggers each mask station. This signal is either generated automatically at 14000ft or by the PASS OXYGEN switch. It seems to me that the cabin altitude went above 10000ft but not above 14000ft and the crew decided not to manually deploy the masks.

Mayday was at 32500

@@theHDRflightdeck thank you for correcting me. I had that backwards, but you are right

They got down fast. Good job.

I'd love to hear some cabin crew stories! What's some of the weirdest / scariest / funnest things that have happened?

Oxygen masks will only drop if cabin altitude reaches 14000ft, while the cabin altitude warning triggers at 10000ft.

I can see why it choked you up, as you said, there was genuine fear. Glad all are safe!

10.000ft cabin altitude = warning 15.000ft cabin altitude = masks drop if i remember correctly

Thank you for the information.

Not in a checklist but it is SOP.

Terrible controller handling the flight as they say may day.

@@EdOeuna I’m serious about it being an exciting time. As someone who has “been there done that” - the memory items in my plane are - oxrgen Don and 100%. Crew communication establish. (Switch the source switch to mask from boom). Emergency descent initiate. Something caused this so you have to run an EPC or QRH for it. When you get to get ti a breathable altitude you can take off the face sucker and talk again. At that point most forget ti switch the switch back to boom. It happens. They realized it eventually. That was the least of their problems.

Two packs on two independent separated pneumatic systems failing at the same time is highly unlikely plus there is air supply for pressurization from the APU [ Auxiliary Power Unit ]. Most likely a containment problem from loss of control of the outflow valve or a structural leak. Pressurization failures does not always lead to 10000 ft Decents unless they are uncontrollable, Use all resources different modes of operation and monitor the differential pressure, cabin altitude, and climb rate.

Multiple handoffs, same questions. This is a *management failure*, and poor policy.

@@CharlesCornettFL that's American ATC in a nutshell

If hazmat was a concern to the captain and first officer I am confident they would have mentioned it early on

@@rozjones4097 It never hurts to ask, though.

Clearly overeager at a time flight crew was super busy and having difficult audio...

Good one. 👍 That could apply to some of the officious commentary on YT.

There is usually at least one person on every airplane load of people who has breathing and respiration problems. Respiration distress is one of the reasons, flight attendants go up and down the isles with portable oxygen supplies during emergencies and seek out affected passengers who need assistance.

@@KZfaq.TOM.A It is a blended mix of oxygen and laughing gas to calm anxious passengers.

@@RLTtizME Good to know, I had the impression it was oxygen only, are you a flight attendant.? Do you guys really burn the cockpit crew meals on purpose?.

@@KZfaq.TOM.A No but we like to splash lav toilet water on the potatoes. It is so colorful and tasty too.

Nowadays the production technologies allow very low fuselage leakage, so loss of air inflow doesn't necessarily means the cabin altitude would rapidly increase to the extent that pax masks would drop. Also, there are at least 2 independent means of negative pressure relief, as required by the regulations :)

Airbus

Loss of both packs doesn’t automatically lead to loss of cabin pressure. That’s why, on Boeing at least, the cabin pressure memory items ask to check cabin pressure and rate. Only perform the emergency descent if both are uncontrollable.

I was wondering that too. What I was also wondering is the configuration warning can be extinguished or if it keeps buzzing…forever.??

So I'm assuming when you trained for this scenario in the sim the cabin pressure shot through the roof? Was having the O2 mask in your lap some sort of alpha male thing? I literally despair at the absolute stupidity of this story, no offense, if this story is true, 1. who cares about negative pressure when the priority is getting the plane to 10k feet so the passengers in the back don't die. If the packs have failed, who is to say the pressure sensors were reliable. Fidding around with manual cabin pressures when there's an emergency relief valve; for you know, emergencies like you were supposedly in.

🙂Thank you.

A better hair raising is video "stall boeing 717-200 / DC9".

@@vst9266 The 777 stalling out of jfk was also hair raising

Thank you for your service!

Management is the worst

SiLlY cOMmEnTaRy DePlOyEd.

The pilot not remembering his callsign could be really high workload, it could be inexperience or inability to handle stress. I wonder how busy they were. I'm not an expert, but I recently watched one of these on a SWA 737 that had a complete engine failure during climbout from PHX, and that crew was much more composed, calm, and communicative recovering their emergency than this one......and losing an engine is quite a bit more sketchy IMO. The SWA crew sounded like a couple of calm veterans executing a routine drill. These guys on this American flight sounded like they were on the ragged edge of full on panic......and there wasn't anything wrong with the engines or airframe, they just lost pressurization and needed to get down to 10kft with some O2 masks on. My impression is of a young, inexperienced crew and certainly not ex-warfighter Air Force pilots as many used to be. Would like to know the age, training, and flight experience this crew had vs. the SWA crew I mentioned. My money is on some new "shake and bake" pipeline pilots.

@@thekill2509 I think you have officially beaten this topic to a pulp.

@@thekill2509 An engine out isnt as sketchy IMHO. They would still have a good engine to fly on and thats all thats needed to limp home. That being said, when the air needed to stay alive is in question, thats when things get sketchy. Is the plane going to suffer a more severe decompression? Is the leak getting worse, will they break apart in the air? All questions that can start running throught your head, and when you're the one driving the bus with 125 people counting on you, that can be far more stressful. I believe your assumptions on a "shake and bake" crew is highly unwarranted. The plane landed safely, no injurys, not loss of life or aircraft. The old addage of "assume makes and ASS out of yoU and ME" rings true with you.

To know if you need 50 ambulances or none.

I wish "delay, aviating" could be standardized as a responce for that

@@HappyPenguin75034 do you think if there was a need for 50 ambulances, the pilots might find it important to mention it? That's as opposed to being badgered for answers because the controller has a tie with a clipboard badgering him to get the answer for his form?

Knowing how many ambulances you need is a job for that cabin crew after they’ve levelled off at or below 10,000ft and they are able to take stock of the situation in the cabin. That’s also the time to extract information from the pilots, not whilst the rapid descent is ongoing.

@@EdOeuna agreed, and all that information is readily available through company as well. The "souls" question is a throwback to the days of calling in flight plans and teletypes.

Agree. ATC was asking pointless questions. "What are your intentions?". Duh, to land as soon as we can.

@@user-sr9bi2uu8w lol you know nothing about atc/flying. He’s talking to a Miami tower and they asked to state intentions. And they wanted to go to fort myers originally not Miami. It’s why they ask these things. Atc doesn’t know they even need to land. There’s a process to these things. Don’t comment stupid things

​@@equilibrium788when correcting people you should know what you are talking about, they did say their intentions immediately and later on they asked questions multiple times. That said we don't know how much time was trimmed between the different transmission.

@@user-sr9bi2uu8w ATC do need to check pilot consciousness - that they are getting the air supply (masks?) and watch out for contaminated air can cause issues. Hypoxia is obvious issue they must check on. The air bleed can have HazMat itself from the engine that can affect human judgment. The intention of route must be certain - they have slots they need to reschedule and also warn other aircraft of the routes and reroutes. They must be advance that info to the network. So it is justifiable. ATC did a great job. They asked a great set of questions about the masks dropping (or not) and cabin safety/communication. They also warned about Ft Myers weather. They asked about a heavy landing (with the fuel load). They warned about wake turbulence. So much they asked. Good conversations.

@@luschmiedt1071 they stated intentions and asked for fort myers before changing to Miami so yeah that’s why they asked. Atc doesn’t know if they need to land to begin with. Which is why they ask before declaring an emergency. Not a crazy concept. I’m a pilot btw

No, but there's no way of predicting one way or another. A small leak can easily become a huge gaping leak in no time at all. If you have any notable loss in pressurization, then you have to assume the worst and lose altitude as quickly as possible (within safe operating parameters of course).

No difference. Some of the other comments seem reasonable. There was a slow leak (for lack of better term) that triggered a cockpit alarm but the cabin altitude hadn’t risen enough to trigger masks. The flight crew initiated the emergency descent immediately.

Basically nil. There is only about 15 minutes of passenger oxygen on board - you only need enough to get down to 10,000 feet where normal respiration can occur. Any more oxygen than that is just unnecessary weight (for the container, not the 02 itself) and, of course, a potential safety hazard.

You seem more nervous than the controller. You might consider some unscheduled yoga.

I don't think the controller heard/understood.

@@RLTtizME Yaaaawwwwwnnnn. That was not even funny. Try again.

@@coriscotupi I thought it wasn't too bad Corsette. You are a little nervous.

@@RLTtizME Not nervous at all. Drinking a refreshing soda by the pool. You just weren't funny, that doesn't make me nervous. It might make _you,_ though.

That alarm you hear in the back ground means that the pressurization has failed. At 32000ft that should have triggered the masks to deploy automatically.

⁠@@ImpendingJoker a dual pack failure doesn’t mean the cabin alt instantly goes to the planes alt. This wasn’t a rapid decompression

Was this a Max plane?

@@AlphaOmegaByzantium irrelevant

Masks auto-deploy at about 14,000ft cabin altitude, so if the altitude didn’t get to 14,000ft then they would stay up. It appears that the system worked as designed, but that PM missed a memory item.

Loosing pressurization doesn't necessarily mean the passenger cabin got to the altitude that would automatically deploy the masks. It could have been a slow depressurization that the flight crew was able to get in front of with the decent. I suspect all automated systems worked as intended. It's a Boeing, after-all.

There is various checklists they can run. Im not sure which one they would run but the flight would not be able to continue. They lost pressurization. Regardless they have to terminate the flight even if they rectify it. I do find it interesting the masks in the cabin did not deploy. If I'm not mistaken the alarm you heard should go off at cabin altitude above 12000ft. Hope that answers your question.

It's poor communication with ATC. The controller should have a supervisor come over (who should be in the area regardless), he relays what he knows to the supervisor and the supervisor is then responsible to get the information out to the next area who will be receiving the ac in their airspace. That's procedure. That way you eliminate asking the crew who is busy the same questions and eliminates frequency congestion. Also, if you know the crew is busy with a pressurization problem, leave them alone till 10,000 or below. You still have plenty of time to get all the information you need. It turned out well, but poor coordination on ATC part. Just the opinion of a controller/supervisor with 37 years experience.

@@kjay5056 they did pass on some information, they didn't have to ask souls on board and fuel remaining again. The crew, understandably so, was sporadic in their responses too, so the repeated questions might have been making sure they got the same answer from the crew. But I will defer to you because you have way more experience in this than mine, which is none.

1) Aviate 2) Navigate 3) Communicate Those are the priorities, and in that order. The pilots have MUCH to do in the case of an emergency and ATC's curiosity about their situation is far less important than assessing the issue(s) with the aircraft, going through the checklists, identifying diversion airport, etc.

altruist

This is pretty standard in emergency situations. You are likely going to see the same thing in hospitals or when dealing with first responders (e.g. fire department). In stressful situations, it is common for people to filter out "unimportant details" and this is even more true if we are dealing with oxygen deprivation. Unfortunately, what our brain declares to be unimportant could actually be quite critical (e.g. passengers suffering from hypoxia this very moment). So, emergency personnel always ask. You can't rely on the pilots to volunteer any of these details if they are impaired. And in this recording, you can quite clearly tell that the pilots were overwhelmed. They forgot to follow up with ATC and they mixed up their own call sign several times. It was noteworthy that ATC gave them more detailed and unambiguous instructions than what you'd normally hear on the radio. Lots of redundantly repeated information. I am sure this was very intentional. As to your other question, in an emergency, you don't rely on previous information collected by other parties. It's always possible that it wasn't passed on correctly. The cost of asking again is cheap, but the consequences of forgetting to pass on information is potentially fatal. Of course, you still pass on information where possible and if there is a conflict between older and more recent records, that would cause you to follow up. It could be a clerical error, it could be a genuine change in conditions, or it could be an indication that the pilots are impaired or incapacitated. A lot of these things sound ridiculous when you observe them. But it's all for good reason. Also, these type of videos are confusing, as silence is trimmed. So, it sounds as if ATC was constantly going on about the same thing. In reality, there probably were significant gaps.

@@gutschke - pilots were on oxygen so they weren’t overwhelmed by hypoxia, just by workload. All the POB stuff can wait until they’ve finished the descent and are safely below 10,000ft.

That information needs to be confirmed. Any slight changes in weight can have devistating consequences if not accounted for when planning approaches, etc. Fuel on board and overweight status must be verified because it cana affect descent and landing, and the aircraft is only rated to land within a specific range of weights. If it's overweight there is potential for catastrophic failure including the aircraft breaking apart on landing due to the excess forces created at that time, causing loss of life and property. Overweight landings are very dangerous in a number of cases. Some are ok if it's not too far above and if other measures can be taken, but the potential for the collapse of landing gear is high resulting in the aircraft slamming into the ground which as you can imagine is not what anyone wants. The further out this information is know the more can be planned including burning off excess fuel to reduce weight. Burning off fuel isn't instant. Think about how long of a flight it is. The amount of time it takes to get to that destination is going to take alot of fuel. Fuel is heavy. You can't just turn a plane around and instantly land in many cases. :)

@@Ibuddy66 Yeah, not only possible damage to the landing gear, but the possibility of a greatly extended rollout and possible excursion. None of these things make for a great day.

The souls on board can change at the very last second before door closure. As a non-revenue passenger, I've had a gate agent rush me on to the plane as a seat suddenly became available - no seat assignment in the computer and no scanning of my pass at boarding, just "hurry and get on so we can leave!" It's in those sorts of situations where automated passenger counts available to A.T.C. through some computer access will be inaccurate. The flight crew always has the accurate count.

@@df446 ok that’s an exception and hardly the norm. Most importantly, how relevant & crucial to the emergency is knowing of that 1 extra passenger? 🤔

@@df446 Ok but realistically, the number itself isn't crucial if it's off by 1 or 2. _Who_ is on the plane becomes very important later on if there's a catastrophe but that's separate data from the total number. The reason they even ask is for emergency response which is the same whether it's 250 or 251. On a small aircraft the difference between say 2 and 3 would be significant for responders. This isn't.

@@sfmc98 umm if the aircraft crashes or has to evacuate on the ground it’s imperative to know how many people were on the aircraft. Why do so many of you who don’t know what you are talking about love to come out of the woodwork and comment on these videos?

@@climbmaintain Ummm if an aircraft crashes onto the ground into thousands of parts along with disarticulated body parts and catches fire, the primary concern isn't EXACTLY how many people are on board. They will need to know WHO was on the aircraft and they'll get that from the manifest, which includes the number. The number is important but again, being off by 1 or 2 on a large aircraft isn't actually going to change anything. They need to know what emergency resources are necessary, and that isn't changed by one or two passengers among hundreds.

Seems like the channel got the scoop here. Pretty cool. Nowadays that's tough to do!

Sex therapist?

Great idea. Because we know that nothing dangerous could have caused the depressurization and the plane is really a fighter jet in airliner livery.

Tampa or Sarasota were about as far at that point.

Not to mention that once below 10k and in a stable condition. MIA is a hub for AAL and has the maintenance facilities they would need for the aircraft. TPA & SRQ don't.

Ft. Myers had bad weather. Dunno about you, but if I was flying an aircraft experiencing pressurization issues the last thing I would want to do is fly through thunderstorms.

It’s not that exciting they likely didn’t know

@@cullery07 A hard turn combined with a rapid descent due to loss of pressurization would absolutely be noticed be the passengers & crew. They were climbing before all of this happened.

@@kevinb6745 that’s not how we conduct emergency descents. Would they notice they’re descending. Ya probably. Would they be able to tell the difference most likely not. Idle thrust and speed brakes nothing special that happens normally.

As a passenger on this plane, we absolutely noticed. There was a rapid cold blast of air, ears popping, descending, and the plane felt like it was flying differently - which I was later told by a passenger that it was the pilot turning off auto pilot and flying the plane himself. Also, flight attendants where very distressed and one began walking up and down the aisle with an oxygen mask.

@@emilybellaci exactly. Thanks for that first-hand perspective; that’s what I figured. Glad y’all made it to the airport safely without incident 🙏🏾

No. Depressurization warning.

When an aircraft loses pressurization, the cabin exceeds a safe altitude and the cabin altitude audible warning sounds.

So they can decide if they need to deploy ambulances for passengers/crew potentially having breathing difficulties

FIX on the route. Kind of aeronautical point on the route if to speak simple.

You have around a minute before you lose consciousness at 30.000 feet with no mask. So yes, you can absolutely suffocate.

no idea what you are babbling about lmao

@@chocolatecoveredgummybears I'm sure you don't. Perhaps you should come back when you have a clue.

@@chuckschillingvideos read the guy above though no idea what u mean

@@happygillmor Going unconscious is not the same as suffocation. You will regain consciousness long before you hit the ground. Sheesh.

They need to know what the pilots want to do??

My mistake. It is correct now.

As usual...

The cabin altitude most probably didn't reach the threshold.

@@HapyLLIuTeJIb Ya, good they reacted quickly, otherwise will hear screaming at the back lol

​@@ybing Or they just pass out

@@ybing that wasn't exactly "emergency descent". 32k to 10k in more than 5 minutes.

@@HapyLLIuTeJIb yep, i think is the pressurization not holding up so they have time to descent slowly, probably no one at the back noticed

Weather

Didn’t need to.

Runway has to be long enough, weather, etc

@@saxmanb777 pilot's discretion

This is a map of Florida lol

Depends on if they are Republican or Democrat.

The actual souls can change from the manifest at the last minute.

No they don’t

Wow you must be a full time certified ATC worker with the way you judge everything 😂 It was all professional and they let the pilot choose where to land and what airport he was comfortable with and they gave him plenty of time to do check list and maintain control of the aircraft before answering questions, you're acting like they ask questions just cause or to annoy or distract the pilot, they do it to prepare for what could happen and the intensity of it and to get information across to everyone.

I simply can't believe that you wasted all of this much time making all of those points.

These are all dumb comments.

@@RLTtizME Yeah I thought that, too. I hope this guy isn't ATC either.

@@RLTtizME I want the folks that matter know that the system needs improvement. Comms are critical and critical comms need to be handled more efficiently.

You should work and train atc people

They need to know that as it may require ambulances to be deployed

Absolutely none.

For the medics on the ground to know if anyone could have suffered from oxygen deprivation, which at the altitude they were at would only take a few moments to occur

@@ScaledNotesMusic Thank you. My assumption was about right then, but I did wonder if it was something the fire crews would want notifying about too.

Without oxygen at 32000 ft, many people will go unconscious under a minute. Most likely, the altitude did not go all the way to 32k, but still. Older people and those with heart or respiratory ailments would be affected. Medical would need to be on hand after landing. The pilots may have been unaware of the goings on in the passenger compartment due to the chaos.

The explain in the video. Weather

Because they need to notify ambulance crews of possible oxygen deprivation

It is routine for an emergency.

This is standard shortening. 738 stands for 737-800. 739 for 737-900. 734 for 737-400.