Engine overheat. High speed landing | United Boeing 767-400 | Newark, Real ATC
Вставка
- Опубліковано 15 лип 2024
- THIS VIDEO IS A RECONSTRUCTION OF THE FOLLOWING SITUATION IN FLIGHT:
21;22-MAY-2022. A United Airlines Boeing 767-400 (B764), registration N68061, performing flight UAL120 / UA120 from Newark Liberty International Airport, NJ (USA) to J Barcelona International Airport (Spain) being about 100 miles east of Boston at flight level 310 reported engine overheat, requested return, declared an emergency and requested to dump about 17000 pounds of fuel. Later the crew reported their intentions to make a reduced flaps landing.
Join me on Patreon: / you_can_see_atc
PART OF TEXT VERSION OF COMMUNICATIONS THAT I'M ABLE TO INCLUDE HERE. Do you want more? Write in comments and I'll give you remaining part of text communications (Read if subtitles in video were fast):
COMMENT: United 120 was at 31000 feed, about 100 miles east of Boston when the crew contacted Center Controller.
UAL120: Boston, United 120.
CENTER: United 120, go ahead.
UAL120: Yeah, so we’ve had a maintenance issue arise on the airplane. It’s gonna require us to return to Newark. So we'll need to change our destination to Newark International Airport, please.
CENTER: United 120, cleared to Newark via right turn direct NELIE, join the FLOSI FOUR ARRIVAL.
UAL120: Right turn direct NELIE, join the FLOSI FOUR ARRIVAL, United 120, thank you.
CENTER: United 120, is this issue an emergency or normal?
UAL120: Non-emergency now, negative on the emergency, United 120.
CENTER: Roger.
COMMENTS: They will declare an emergency later. Continue watching.
CENTER: United 120, do you need the… to NELIE?
UAL120: That would help, please.
CENTER: Direct to N E L I E and FLOSI FOUR ARRIVAL.
UAL120: N E L I E then FLOSI FOUR, right turn, United 120 Heavy.
CENTER: United 120, initial heading 265, direct NELIE when you’re able.
UAL120: Initial heading 265, direct when able, United 120, thank you.
UAL120: Center, United 120.
CENTER: United 120, go ahead.
UAL120: United 120, at this time we are in fact declaring an emergency. We have 238 souls on board. That is 238. And I can give you fuel in pounds at the moment or I'll just calculate time.
CENTER: Okay, United 120, do you… What’s… State the nature of the emergency?
UAL120: Nature of the emergency is an engine overheat message. It’s on the left engine of the aircraft. The engines are currently operating normally. However, we require reduced flap landing in Newark on 22R.
CENTER: So you have an overheat warning on the engine and you'll have to do reduced flaps? And you said 238 passengers?
UAL120: Yes, that is correct, 238 souls on board. Fuel remaining currently is 7+24. We will have to dump fuel. So we’ll need a place to dump fuel and that will be about just shy of 17000 pounds dumping.
CENTER: And… fuel dump… at this time?
UAL120: As soon as possible, United 120.
CENTER: United 120, fuel dumping is approved and I'll work on forwarding that information…
UAL120: Fuel dumping is approved. We’d also like to request 15000 feet to help us burn more fuel and reduce that dump amount.
CENTER: United 120, descend and maintain FL240.
------ This is maximum I can write here. Do you want more? Write in comments and I'll give you remaining part of text communications ------
THE VALUE OF THIS VIDEO:
THE MAIN VALUE IS EDUCATION. This reconstruction will be useful for actual or future air traffic controllers and pilots, people who plan to connect life with aviation, who like aviation. With help of this video reconstruction you’ll learn how to use radiotelephony rules, Aviation English language and general English language (for people whose native language is not English) in situation in flight, which was shown. THE MAIN REASON I DO THIS IS TO HELP PEOPLE TO UNDERSTAND EVERY EMERGENCY SITUATION, EVERY WORD AND EVERY MOVE OF AIRCRAFT.
SOURCES OF MATERIAL, LICENSES AND PERMISSIONS:
Source of communications - www.liveatc.net/ (I have a permission (Letter) for commercial use of radio communications from LiveATC.net).
Map, aerial pictures (License (ODbL) ©OpenStreetMap -www.openstreetmap.org/copyrig...) Permission for commercial use, royalty-free use.
Radar screen (In new versions of videos) - Made by author.
Text version of communication - Made by Author.
Video editing - Made by author.
HOW I DO VIDEOS:
1) I monitor media, airspace, looking for any non-standard, emergency and interesting situation.
2) I find communications of ATC unit for the period of time I need.
3) I take only phrases between air traffic controller and selected flight.
4) I find a flight path of selected aircraft.
5) I make an animation (early couple of videos don’t have animation) of flight path and aircraft, where the aircraft goes on his route.
6) When I edit video I put phrases of communications to specific points in video (in tandem with animation).
7) Together with my comments (voice and text) I edit and make a reconstruction of emergency, non-standard and interesting situation in flight.
Man that pilot was really on his game with the comms.
so was ATC
Yes, quite well done.
Yes. And ATC made a few small mistakes (different guys different issues). For example, after two handovers, the "left engine overheat" had been passed along as "right engine". Probably with... "not entirely sure, ask again" added. Souls on board was lost. Instead of using "souls on board", he asked for "passengers". The pilot silently corrected him (and did not simply answer the question: "227 passengers"). Small stuff, but not perfect.
Standard phraseology, helps a lot. Straight to the point and professional
This pilot was especially crisp in his communications. I like how he anticipated the souls & fuel request. He must be a controller's dream.
Most pilots are excellent at their job. This pilot operates at another level and should be the poster child for how all pilots should perform.
This was the FO on the radio. Good communicator, but the decisions involved were questionable. Why did they only dump 17K and then have to burn 10K more? If you declare an emergency, get the jet on the ground. And ATC doesn't care about your V speeds on landing.
@@tenpiloto yeah the Vref speeds were irrelevant to ATC
@@tenpiloto 767 can only dump fuel from the center tank. The rest in the main tanks can’t get dumped. ATC absolutely would like to know Vref because it’s a much faster approach speed than normal so they can plan the spacing correctly. We also don’t know if this was the FO or CA speaking.
@@tenpiloto No. There was no need for them to land immediately - the engine was still functioning. The only reason for the emergency was the high speed landing. They did need priority handling to dump/burn fuel and the long runway/ARFF standby for the fast landing. Plus, EWR is a primary hub for UA, so easier to manage passengers and crew/potentially replace the aircraft there. Additionally, EWR has a longer runway than BOS.
@@saxmanb777 I agree. Plus it gives greater context for why they needed ARFF on the arrival.
The communication was excellent by all involved. The pilot's read backs and informing the ATC of the situation were perfect.
this pilot is loud and clear, and not too fast. fantastic communication.
Always impressed by the calmness of the conversations
If the pilots of UAL120 see this, phenomenal work on the radios and coordination among the crew
Hello
well , I'm ATC at Baghdad International Airport , I newly Certified as Tower Controller ,
I really thank you to post videos like this it will rise our experience as ATCs to deal with unusual situations ...
let share short real story happened with me :
it was morning during my ground training (raeltime ) American pilot reported FOD "foreign object debris" on the Taxiway
I said :'' report type of FOD"
pilot :" Ground , juice and yoghurt , looks like a breakfast !!"
I sent the inspection officers and it was true!!! a breakfast on the Taxiway ''
it was the weirdest thing I believe happened in aviation 🤣😂😅
wish you well
Mohammed
Hello, Mohammed. thank you for your comment. I'm really happy that my work helped you somehow. Thank you for the feedback.
@@YouCanSeeATC thank You 🙏
Careless. Any type of FOD can be highly dangerous if it gets in the wrong place
That IS a funny communication. 😁
YOU-NIGHT-ED 120, well done
😁
That pilot communication is top-notch. Extremely clear and precise.
Always good to see a good outcome in the end. Absolutely professional and calm between pilots and ATC -- Kudos!! 💕✈✈💕
Awesome job by the pilots and ATC.
👍
picturebook comms on this one, wow
👍
This wasn’t a fun flight to be on, but watching this after the fact is interesting. The pilots’ first attempt to tell us about what was going on didn’t go through so we noticed we were turning around quite a bit before he called in to confirm it. Thankful it wasn’t any worse than it was.
Very professional!
Awesome comms by the FO!
The international experience of the crew is clearly visible. Information is communicated clearly. Unlike as in the US, no shortcuts. Instructions are repeated in full as acknowledgement. This is standard practice across almost all the world. Consummate professional. Great crew. 👌🏼
Thank you for your comment 🙂
Shortcuts are needed sometimes. As long the meaning is the same. Sorry you cant do that on your old language.
@@CFITOMAHAWK2 old language ?
@@BangaloreAviation Yes, old, ugly language..
United is a US Airline based in Illinois ??? The voice doesn't indicate where someone is from. But it does indicate something else, common even in North America, including the USA. The pilot could have only flown in USA, and still would sound the same.
Excellent video - thank you!
Also excellent work by everyone involved -- pilots & controllers.
Is there a way for the required EM information, souls and fuel, to be passed along from one facility to the next? It seems the questions are repeated all too often -- not critical in this situation, but if the pilot work load were higher it could be a needless distraction.
Thanks again for your videos!
Yeah you'd think someone from the facility could call ahead of the handoff and let the next facility know that info. But I guess they might prefer to avoid playing telephone with important info and make sure everyone has accurate info from the source the whole way.
Very efficient in comms all around
Imagine the passengers saying what the heck is going on with all this turning lol
It's so cool knowing that this stuff happened right over my house (I live on approach to Newark)
If you could get the audio of BA67, it happened may 24th and was cabin depressurization. LHR-PHL and turned back to London pretty quickly.
Unfortunately Atc comms from UK are unavailable.
Yeah, it would be so cool if UK comms were available.
I didn’t know United had 400’s. Rare equipment.
767-400s are from Continental Airlines
I learned sometime ago why they don’t say good bye but hasn’t anyone said it by accident??
Why did they need reduced flaps landing ?
Is dumping fuel over land bad? Or does the fuel dry up before it hits the ground?
its kerosense and evaps as long as its not too cold outside and above 10,000 ft
120's Pilot was guaranteed NOT a fellow Military Aviator 🤣
Couple questions, why was fuel dumped over the city? Isn’t that supposed to be done away from populated areas?
Also, if both engines were operating normally then why were they forced to perform a high speed landing?
They were at 17000, way above the minimum of 6000 for the fuel to dissipate.
They didn’t have all the flaps available for landing.
I think the checklist assumption here is that they would have reduced performance on one engine, hence flaps 20.
one engine was reduced in power, but otherwise operating normally - eg. 80% one side and 60% on other - flaps will exacerbate asym thrust
Flosi four arrival???
RK entry is the gate?
No, it's the stub taxiway that leads into the ramp area. RK is the farthest "north" entry way to Terminal C. www.aopa.org/ustprocs/20220519/NE-2/ewr_airport_diagram.pdf
Fuel dump over Marshfield and the suburbs?
At 17000 the fuel would have dissipated before 10000. When you have an emergency you can’t always choose where you are or how close your target airport is. There’s a fine line between dumping fuel to make landing safer and having enough fuel to make the runway. By having to turn back out to sea in this instance, it would have used up more fuel. Also we don’t know what the weather was like over sea, if there was a cell then the pilots wouldn’t want to be in that while troubleshooting an overheating engine!
Anyone know why the plane couldn’t divert to Boston?
It could’ve if the probe was urgent. Going back to a base would allow them to have replacement crews and probably a replacement aircraft.
@@wadesaxton6079 Plus it's a lot easier to rebook passengers out of EWR than BOS. They arrived back at EWR at 1:36 AM local, where the flight was cancelled.
The runway was longer also
@@xslickrickx2103 runway 22R at EWR is 11,000 feet. Boston doesn’t have a runway in that neighborhood in length?
@@MrVin720 Boston’s longest runway is about 10000ft. I’m not a pilot so I don’t know how much 1000ft matters but the pilots in the audio were concerned about the high speed landing.
gotta suck as a passenger flying for a few hours for nothing
I concur, but it is one of the better of all possible outcomes.
Beats crashing every time.
Was on this flight, and I’m only happy they found out the problem just a little bit past the coastline
uniTed one TwenTy
65.1 pounds of fuel?
65100
65.1 kilopounds 🤪
Why a fast approach tho???
Max weight and reduced flaps on landing.
HEHE.
12:50 65.1 pounds is roughly 30kg?? Surely that's too little
I'm sure that was 65100 pounds.
@@YouCanSeeATC typical fuel miscommunication on ATC. There really should be a standard to how the number is given for any avoidance of doubt (although I guess here that's common sense)
It’s obviously given in thousands of pounds
This was the FO on the radio. Good communicator, but the decisions involved were questionable. Why did they only dump 17K and then have to burn 10K more? If you declare an emergency, get the jet on the ground. Land overweight. And ATC doesn't care about your V speeds on landing. This is an indicated engine overheat, not a fire.
A 767 can only dump fuel from the center tank. The real emergency was a fast approach speed and they were probably still overweight when they landed. The concern was with the tires and brakes getting hot.
I imagine the decision to mention V speeds was to help ATC judge distances and time, since that's quite a lot faster than what they might be used to dealing with. Also helps ATC understand more clearly that the nature of the emergency is not actually the engine issue but rather the brakes and stopping distance.
@@SodawarsGaming ATC deals with way too many types that operate at many different weights--V speeds in this case were irrelevant. All they needed to know was that it was going to be an overweight landing which might involve hot brakes and a possible but unlikely runway overrun.