Only thing they could do better is have air stairs ready or let them take the closest gate to the landing runway. A climb out and turning back probably took 20 minutes or more to get on the ground, then they could either meet the plane with air stairs or move another plane, give them the closest Gate and have fire/paramedics waiting. It seems like they had a long taxi to their gate and every minute counts. All in all though they all did a pretty solid job. It's just sorta sad they prioritize the runway being open or getting the emergency aircraft off the runway instead of getting to the patient as fast as possible.
I remember being on the ramp when this came in! The longest line of vehicles I've ever seen trailed it back to the gate and they hung around this plane much longer than the usual duration. The highest response I've ever seen in months. Ambulance was doin their thing on-board while others did a lot of inspecting. I knew this would pop up on this channel I just didn't know when 🤠
The pilot said passenger when they were turning on G, so i decided that that was a passenger. Just because the Center controller frequency is unavailable we don't know exactly.
@@timblack33 as you well know , it takes years to build Brand power but just days to destroy. MCAS was a poorly rolled out Tech. A fact already proved. Without spending a cent Airbus rolled in Billions.
As ex cabin crew I can appreciate how textbook this scenario is here. We are trained very well to look after all pax as and when required and also to keep the flight deck crew informed of the situation 'in the back'.
in lower airspace there is a speed limit I wasn't listing close enough but they say something to the pilots during an emergency to tell them they can break the speed limit in an emergency like this. (I think it;s 250 knots below 10,000)
If anyone is wondering why they always ask for fuel and souls onboard it's because it's kinder than asking, "How big is the fireball going to be and how many body bags do we need to bring with us?"
Not really. They ask for the fuel endurance in time so ATC can get an idea of how long they have before you need to land, not for the fireball. And the number of souls is so emergency services knows how many people they're accountable for. Transmit a distress or urgency message consisting of as many as necessary of the following elements, preferably in the order listed: If distress, MAYDAY, MAYDAY, MAY-DAY; if urgency, PAN-PAN, PAN-PAN, PAN-PAN. Name of station addressed. Aircraft identification and type. Nature of distress or urgency. Weather. Pilots intentions and request. Present position, and heading; or if lost, last known position, time, and heading since that position. Altitude or flight level. Fuel remaining in minutes. Number of people on board. Any other useful information.
Out of curiosity, if the brakes had over heated and one or more of the tyres deflated, would they have continued to the gate or would they have stopped and opened a door to get the patient out?
They would have stopped the aircraft and handled the threat of hot brakes while getting air stairs up to get the paramedics on board to manage the patient.
They know before landing what the brake energy or the required brake cooling time should be. Sure, with any landing, a brake could apply more than others and overheat before the others. An overweight landing in a Boeing is a nothing burger. You use normal landing procedures but you definitely want to have an idea of how much energy you're going to put into the brakes. Your question is a very good one for pilots to consider. As we've seen with a lot of videos on here, many pilots are quick to taxi off the runway, especially after a maximum effort rejected takeoff stop. Before moving off the runway you need to be certain your brakes and tires are ok because you don't want to create a worse situation on a smaller taxiway or even on the ramp where emergency services will have a hard time maneuvering around you.
It would depend on many factors and ultimately be the pilots call. If the brakes were on fire or at risk of catching fire they aren't going to park the aircraft anywhere near a terminal building. If there was actual fire attempting to bring air stairs to board the aircraft mid field would also be quite dangerous. Its not 100% clear in the transcript but it sounds like 18L was long enough that they were able to do a longer roll out and avoided over cooking the brakes.
@legohead6 runways 18L and 18R are both 13,400 feet long so it does help on the longer rollouts, but it doesn't guarantee that the brakes won't heat up if they are landing heavy. I've seen them heat up within minutes after landing and the temps don't hit their peak until up to 30 minutes. It makes it tough because by then, they are more than likely parked at the gate.
Well since inspection was ok, would depend on destination but would probably have to add fuel , depending on hours crew had accumulated (or would be end of next flight) might have to replace some crew. If passengers were allowed off they would have to reboard etc etc etc. in other words departure time would be “up in the air” 😆
Provided the landing wasn't hard, the inspection for an overweight landing in a modern aircraft like the 787 shouldn't take long at all. As a pilot I would imagine an hour or so to inspect and fuel the jet and the required paperwork. Maybe a maintainer out there has a better answer.
18L. Coming in from the north (heading south) 18L is the one closest to the terminals, while 18R is the one farthest away. If he had landed from the south (heading north) it would have been 36R.
I don’t get it. Calling Mayday is not the same as an medical emergency. Mayday implies a direct danger for the aircraft. So not sure why calling mayday at best should be pan in my view. Anyone willing to explain? Thanks.
I agree with you, I think I heard ‘crew member’ rather than a passenger so maybe as it was a crew member they panicked or thought they needed to act quicker?!
1: There is no difference in the way that Pan-Pan and Mayday is handled. In both cases, the airplane has the sky that it needs. This is a large part of the reason that "Emergency" works just as well as either of those calls, with the exception that the terms Mayday and Pan-Pan might be easier to pick out of a crowded frequency. 2: ICAO definition of a Mayday: "A condition of distress, being threatened by serious and or imminent danger and requiring immediate assistance." This was exactly that, a serious danger requiring immediate assistance (in this case, an immediate landing, medical assistance, and firefighter response to ensure no fire as a result of excess energy in the landing. This was definitely not "A condition of urgency which does not require immediate assistance. PAN-PAN may be appropriate when an immediate weather deviation is necessary or to advise of a threatening meteorological condition."
@@BabyMakR No it's not a waste. But there is a cost to saving lives. Thankfully that cost is built into the cost of your ticket and you pay for it regardless.
This type of emergency is not something the average person wants to pay for. I once got airlifted out of the High Sierra's mountains, by helicopter. To determine if it was a real emergency, they told me that I'd have to pay for it, and I told them that I had a VISA card and good credit, so if I had to pay for it for 30 years, so be it. I never got a bill.
Overweight landings are not a big deal. The maximum landing gross weight is for day to day operations and for structural life of the airframe. Part 25 airplanes are certified to land at their maximum gross weights without issue. An inspection will need to be performed to make sure the pilot didn't land above the maximum sink rate or G limit. Other than that, it's normal.
I don't know because Center controller frequency is unavailable.I mentioned that in the beginning. This video was posted only to show the work of the pilot, atc and ground services.
its a fully loaded 787, it cant nose dive into the airport like a bush plane. Plus the pilots have checklists and procedures to follow before they are ready to land and that all takes time.
I've got thousands of hours in many Boeing aircraft up to 767's and you can drop those things out of the sky. Don't need a 13 mile final to lose 3,000 or 4,000 feet which he was when he turned final. I'm sure all checklists were done. What's your experience? Probably zip. ATC should have just given him a visual when he was downwind and cleared everyone out of the way.@@legohead6
there are two major call-ins used, mayday and pan-pan, roughly mayday is used in any emergency where there is the threat of loss of lives and or ground services or control assistance is needed to end the flight safely, pan-pan is used to notify ground control of a non-life threatening situation that may or may not develop further with no ground services required in an immediate sense...
This is the first time in a long time we've seen common sense in an emergency return without dumping fuel! Why waste tons of fuel when a simple gear inspection is all that is required to return the aircraft to service?
Well, the inspection is required because there is a chancec of something breaking. While fuel is expensive, It is outweighed by the cost of something breaking on the airplane. That said, i suspect the reason why they didn't dump fuel is that for one they didn't have time, and also they were over a densely populated area.@@36thstreethero
Are you qualified to make a judgment on a professional cres RT? I am, 30 year commercial pilot, Instructor. For the last 15 years I taught airline pilot cadets. While not strictly the way Europeans and Australians do RT, i found nothing wrong with the RT here. It was clear and concise. I wish not professionals would just shut up and stop commenting on how the pro's do things.
![Lp. Сердце Вселенной #60 РОЖДЕНИЕ ЛОЛОЛОШКИ [Финал] • Майнкрафт](http://i.ytimg.com/vi/YoR0pAV9FVQ/mqdefault.jpg)
I am especially proud to hear the pilot (CO or XO) say that they appreciated everyone's role in this incident.
Only thing they could do better is have air stairs ready or let them take the closest gate to the landing runway. A climb out and turning back probably took 20 minutes or more to get on the ground, then they could either meet the plane with air stairs or move another plane, give them the closest Gate and have fire/paramedics waiting. It seems like they had a long taxi to their gate and every minute counts. All in all though they all did a pretty solid job. It's just sorta sad they prioritize the runway being open or getting the emergency aircraft off the runway instead of getting to the patient as fast as possible.
I remember being on the ramp when this came in! The longest line of vehicles I've ever seen trailed it back to the gate and they hung around this plane much longer than the usual duration. The highest response I've ever seen in months. Ambulance was doin their thing on-board while others did a lot of inspecting. I knew this would pop up on this channel I just didn't know when 🤠
Thanks for those details. Did you record it by any chance?
The pilots definitely sounded cool and calm. As always a testament to their dedication to the craft.
You weren't listening to the video were you.
FO (I think), was shaken. Unusual situation, lots to do to turn things back to DFW. And may have been new to the airplane. Stressful for anyone.
Crew member rather than a passenger. 7:06 "We hope everything turns out well for your crew member."
Hope so, too.
The pilot said passenger when they were turning on G, so i decided that that was a passenger.
Just because the Center controller frequency is unavailable we don't know exactly.
@@YouCanSeeATC Good call. I guess the pilot would have a better idea than those on the ground.
popped the Dreamer down 40 tons over weight without even a flinch , what a plane.
Amen and most people Flock to these videos to comment anytime a 737 has so much as a hiccup
Hold your horses, we don't know yet for any damage
@@timblack33 as you well know , it takes years to build Brand power but just days to destroy. MCAS was a poorly rolled out Tech. A fact already proved.
Without spending a cent Airbus rolled in Billions.
"We have the paramedics taking care of her".
That's music to this old, retired paramedic's ears..🙂
That was a very fast return. Good work everybody.
I really like your channel. 👍🏼Great work as always ✈️🛬🚒🚑
As ex cabin crew I can appreciate how textbook this scenario is here. We are trained very well to look after all pax as and when required and also to keep the flight deck crew informed of the situation 'in the back'.
Great job by all hands. God bless.
Incredible pilots,!
“Appreciate everybody’s role” 👍👍❤
in lower airspace there is a speed limit I wasn't listing close enough but they say something to the pilots during an emergency to tell them they can break the speed limit in an emergency like this. (I think it;s 250 knots below 10,000)
For the almighty algorithm, here is a comment. Fly safe.
👍👍👍
Second to last line - did the fire command imply this was a crew member down?
Kudos to the pilots for doing piloty things and well done to the controllers for understanding their job standards phraseology.
If anyone is wondering why they always ask for fuel and souls onboard it's because it's kinder than asking, "How big is the fireball going to be and how many body bags do we need to bring with us?"
It's more like how many fire appliances and ambulances, but yeah.
It's so if something was to go wrong, how many people are they looking for, so they don't go looking for somebody if everyone is out and safe
The word souls is poetic.
Not really. They ask for the fuel endurance in time so ATC can get an idea of how long they have before you need to land, not for the fireball. And the number of souls is so emergency services knows how many people they're accountable for.
Transmit a distress or urgency message consisting of as many as necessary of the following elements, preferably in the order listed:
If distress, MAYDAY, MAYDAY, MAY-DAY; if urgency, PAN-PAN, PAN-PAN, PAN-PAN.
Name of station addressed.
Aircraft identification and type.
Nature of distress or urgency.
Weather.
Pilots intentions and request.
Present position, and heading; or if lost, last known position, time, and heading since that position.
Altitude or flight level.
Fuel remaining in minutes.
Number of people on board.
Any other useful information.
Bad comment. Soul refers to living person. There may be a deceased person being transported on board.
Out of curiosity, if the brakes had over heated and one or more of the tyres deflated, would they have continued to the gate or would they have stopped and opened a door to get the patient out?
They would have stopped the aircraft and handled the threat of hot brakes while getting air stairs up to get the paramedics on board to manage the patient.
They know before landing what the brake energy or the required brake cooling time should be. Sure, with any landing, a brake could apply more than others and overheat before the others. An overweight landing in a Boeing is a nothing burger. You use normal landing procedures but you definitely want to have an idea of how much energy you're going to put into the brakes.
Your question is a very good one for pilots to consider. As we've seen with a lot of videos on here, many pilots are quick to taxi off the runway, especially after a maximum effort rejected takeoff stop. Before moving off the runway you need to be certain your brakes and tires are ok because you don't want to create a worse situation on a smaller taxiway or even on the ramp where emergency services will have a hard time maneuvering around you.
@JohnSmith-zi9or so you want someone to sit on the runway after a reject for 3-4 minutes waiting for the brake temps to peak?
It would depend on many factors and ultimately be the pilots call. If the brakes were on fire or at risk of catching fire they aren't going to park the aircraft anywhere near a terminal building. If there was actual fire attempting to bring air stairs to board the aircraft mid field would also be quite dangerous. Its not 100% clear in the transcript but it sounds like 18L was long enough that they were able to do a longer roll out and avoided over cooking the brakes.
@legohead6 runways 18L and 18R are both 13,400 feet long so it does help on the longer rollouts, but it doesn't guarantee that the brakes won't heat up if they are landing heavy. I've seen them heat up within minutes after landing and the temps don't hit their peak until up to 30 minutes. It makes it tough because by then, they are more than likely parked at the gate.
How long would that 787 have to be on the ground but can take-off again, after an event like this?
Well since inspection was ok, would depend on destination but would probably have to add fuel , depending on hours crew had accumulated (or would be end of next flight) might have to replace some crew. If passengers were allowed off they would have to reboard etc etc etc. in other words departure time would be “up in the air” 😆
@@marlinweekley51it would have to do an overweight landing inspection too so it probably wouldn’t be going back out for a couple of hours
@@marlinweekley51 INAFF!
I was in a similar situation before on an Airbus A350 and we delayed 4 hours.
Provided the landing wasn't hard, the inspection for an overweight landing in a modern aircraft like the 787 shouldn't take long at all. As a pilot I would imagine an hour or so to inspect and fuel the jet and the required paperwork. Maybe a maintainer out there has a better answer.
SAVE ,
Did he land 18R?
18L. 18L and 18R are too close to each other on the area map.
@@YouCanSeeATC aah okay, i was indeed confused by the map
DFW has 4 parallel Runways which pairs are separated by the Terminal. West is 18L/R and East 17L/R.
Correction: 5 parallel runways 17 L/C/R! DFW sure has alot of runways 😅
18L. Coming in from the north (heading south) 18L is the one closest to the terminals, while 18R is the one farthest away.
If he had landed from the south (heading north) it would have been 36R.
❤
I don’t get it. Calling Mayday is not the same as an medical emergency. Mayday implies a direct danger for the aircraft. So not sure why calling mayday at best should be pan in my view. Anyone willing to explain? Thanks.
I agree with you, I think I heard ‘crew member’ rather than a passenger so maybe as it was a crew member they panicked or thought they needed to act quicker?!
The Mayday was due to the overweight landing I assume but I agree, the Pan call is correct
1: There is no difference in the way that Pan-Pan and Mayday is handled. In both cases, the airplane has the sky that it needs. This is a large part of the reason that "Emergency" works just as well as either of those calls, with the exception that the terms Mayday and Pan-Pan might be easier to pick out of a crowded frequency.
2: ICAO definition of a Mayday: "A condition of distress, being threatened by serious and or imminent danger and requiring immediate assistance." This was exactly that, a serious danger requiring immediate assistance (in this case, an immediate landing, medical assistance, and firefighter response to ensure no fire as a result of excess energy in the landing. This was definitely not "A condition of urgency which does not require immediate assistance. PAN-PAN may be appropriate when an immediate weather deviation is necessary or to advise of a threatening meteorological condition."
Mayday means assistance is needed in an emergent manner.
Does the passenger travel medical insurance covers million of dollars wasted by airline or is it paid by airline's insurance?
It’s not millions of dollars, but to your point, it’s not cheap. Airlines have this type of thing built into their revenue model.
Waste? Saving someone's life is a waste now?
@@BabyMakR No it's not a waste. But there is a cost to saving lives. Thankfully that cost is built into the cost of your ticket and you pay for it regardless.
This type of emergency is not something the average person wants to pay for. I once got airlifted out of the High Sierra's mountains, by helicopter. To determine if it was a real emergency, they told me that I'd have to pay for it, and I told them that I had a VISA card and good credit, so if I had to pay for it for 30 years, so be it. I never got a bill.
lol 99% of visas dont have a high enough limit for that flight.
@@jillcrowe2626
"land overweight at Dallas to safe passenger"
wut
Overweight landings are not a big deal. The maximum landing gross weight is for day to day operations and for structural life of the airframe. Part 25 airplanes are certified to land at their maximum gross weights without issue. An inspection will need to be performed to make sure the pilot didn't land above the maximum sink rate or G limit. Other than that, it's normal.
@@JohnSmith-zi9or what does that have to do with the botched title of this video? "land overweight... to safe passenger"? The title makes zero sense.
@@onartica It makes a lot of sense. But it isn't grammatically correct.
On the subject of overweight landings! www.boeing.com/commercial/aeromagazine/articles/qtr_3_07/AERO_Q307_article3.pdf
Dare we mention it?????
You are a vegan?
Passenger inconcious for what?
I don't know because Center controller frequency is unavailable.I mentioned that in the beginning. This video was posted only to show the work of the pilot, atc and ground services.
@@YouCanSeeATC ok, i Hope the hospital succeeds to save his/her Life
Emergency aircraft and they take him out to a 13 mile final.
its a fully loaded 787, it cant nose dive into the airport like a bush plane. Plus the pilots have checklists and procedures to follow before they are ready to land and that all takes time.
I've got thousands of hours in many Boeing aircraft up to 767's and you can drop those things out of the sky.
Don't need a 13 mile final to lose 3,000 or 4,000 feet which he was when he turned final. I'm sure all checklists were done. What's your experience? Probably zip. ATC should have just given him a visual when he was downwind and cleared everyone out of the way.@@legohead6
Mayday for a fully functional plane?
Medical emergency can warrant a mayday, yes. Mayday and "declaring an emergency" are synonymous in civilian air traffic communication.
No time to be wasted with a serious medical Emergency on board
They were landing overweight.
Mayday to get on the ground immediately, for whatever reason.
there are two major call-ins used, mayday and pan-pan, roughly mayday is used in any emergency where there is the threat of loss of lives and or ground services or control assistance is needed to end the flight safely, pan-pan is used to notify ground control of a non-life threatening situation that may or may not develop further with no ground services required in an immediate sense...
This nonsense will become increasingly common. We all know why.
Americans being overweight?
Very poor RT technique by that American pilot.
This is the first time in a long time we've seen common sense in an emergency return without dumping fuel! Why waste tons of fuel when a simple gear inspection is all that is required to return the aircraft to service?
@@36thstreethero RT is radio-telephony.
Well, the inspection is required because there is a chancec of something breaking. While fuel is expensive, It is outweighed by the cost of something breaking on the airplane. That said, i suspect the reason why they didn't dump fuel is that for one they didn't have time, and also they were over a densely populated area.@@36thstreethero
Are you qualified to make a judgment on a professional cres RT? I am, 30 year commercial pilot, Instructor. For the last 15 years I taught airline pilot cadets. While not strictly the way Europeans and Australians do RT, i found nothing wrong with the RT here. It was clear and concise. I wish not professionals would just shut up and stop commenting on how the pro's do things.
Why