More videos from Amsterdam -- KLM and Transavia have a CLOSE CALL at Amsterdam - Schiphol ua-cam.com/video/vwvFNGgBmbk/v-deo.html -- KLM Boeing B739 has FLAPS ISSUE at Amsterdam ua-cam.com/video/E7LW7WEK3sA/v-deo.html -- Flybe Dash-8 GEAR COLLAPSES landing at Amsterdam ua-cam.com/video/nZLJl17JaZ8/v-deo.html -- Netherlands Air Force F-16 suffers a Bird Strike at Amsterdam ua-cam.com/video/udO-4DICPn4/v-deo.html
@@dabneyoffermein595 The quality between tower and jet was probably fine. The pilot asking for things to be repeated was likely due to the cockpit running checklists and flying, and also communicating back and forth between each other, which takes priority over ground coms at the time. What you hear is a civilian's recording away from the airport which is poorer quality.
Agreed! Watch the Austrian Smoke in Cockpit at Washington - American ATC starts asking the pilots about the weight of the fuel in pounds when they only get it in kgs - crazy
As a somewhat regular traveler into Schiphol, it's always reassuring to consistently hear calm, professional folks like this in the tower anytime EHAM ATC is featured here!
What absolutely superb ATC! Their declaration of an emergency (regardless of the choice of phraseology) was briefly acknowledged and they were immediately handed over to a discrete frequency. As an emergency aircraft, they were given continual uninterrupted communication with a dedicated controller, who coordinated with other controllers handling other aircraft on both approach and tower frequencies. Only when safely on the ground, having acknowledged no remaining problems, were they handed over to ground control. This is exemplary ATC handling of an emergency!!
The use of a discrete frequency for the emergency aircraft gives very clear and uncluttered communications. I guess that things are better for all the other customers as well. (I wonder how many had a spare channel earwigging the discrete?)
Not always a good idea. You may be overburdening the pilot with frequency change. And sometimes they might tune into a wrong frequency. And then you will lose the aircraft
@@karebu2 ehh, if the pilot is too busy to swap freqs he can just say 'unable'. And even if he entered the emergency channel wrong he could just flip back to the main or look it up in the directory. Its better than when an emergency plane is trying to talk with atc and then a random plane that just tuned in asks for a takeoff clearance or landing instructions and interrupts them.
While it clears the clutter for the emergency craft, it does limit situational awareness for other aircraft that are listening in on the Approach frequency. There's something to be said for using a discrete channel, or not to use one. I suspect the congestion around EHAM has something to do with it - too much chatter on the common freqs.
Agreed. Especially when he denied equipment to stand by. "Need emergency services?" -- "Nah, I'm good. I flew single engine aircraft in flight school." :-)
I think the aircraft has a lot to do with this as well, pulls up all the checklists automatically, you have full autopilot and auto-land, trim is automatic - releases a TON of potential workload off of the pilots so they can focus on flying the plane and communicating.
The most for a 2-engine aircraft, yes! Lufthansa had one go out in a 747 once while doing a company video. The cockpit crew kept passing around some chocolates.
My question is why they wanted left turns if the left engine failed? Wouldn't left turns increase the chance of the left engine fire (if there was any) reaching the fuselage? I don't think it's difficult to turn into a live engine to the point that they would specifically request turns into the dead engine.
@@deepspace The rule of thumb is to turn into the good engine, as bank into the running engine increases rudder authority, and banks away from it decrease it. Where they were not climbing, and were also pretty light after a long trip, they wouldn't have been needing much thrust, so they also would not need a lot of rudder, so not a huge concern. As far as I heard, the crew never specified which engine had failed, just that one engine had failed (not "number one"). The request for left turns suggests to this piston twin pilot that number 2 had failed.
I’ve seen a lot of interactions between emergency aircraft and atc but it still gives me the feel goods when I here the professionalism and calmness between them
I've listened to Amsterdam several times and they always seem to have a plan for any type of event and the controllers switch to it straight away. Loitering near the ILS is sensible but not always done. Good work by all.
This is the first incident I've watched where the tower asked the aircrew which direction they preferred to turn. Seems like that should be standard practice when an engine failure is reported.
better to have the pilots make all the calls they want. They might have other issues going against a set in stone standard solution, asymmetrical thrust, and all that
Absolutely. One of the best I’ve heard. I understand the reasoning but the last thing I’d want to do right after declaring an emergency is to mess around with the radio.
@@ericb9426 The frequency is the discrete emergency frequency so the pilots just have to change once. Controllers then broadcast on that frequency I think even fire truck will use that to communicate with the pilots when necessary. Otherwise you would be switching from radar to approche to arrival tower etc. Also at airport that don't use it you run the risk of getting stepped on by other pilots that are unaware of the ongoing emergency.
In the U.S., it isn't like this because for some reason beyond comprehension, we don't use standard ICAO phraseology. In other places, the language barrier is more distinct. Northern Europeans generally speak excellent English. I've met several people from this region who I thought were Americans or Brits (you can actually tell which dialect was taught in their school or at home) when I first spoke to them. It's very impressive to see how well two languages are mastered at such an early age there.
I think actually hearing the emergencies on the internet for a few years has improved the whole emergency process. They used to be much less inefficient about communications
Well done to the professional ATCs at Amsterdam, and to the Delta pilots for keeping their cool. It's so amazing. They act like it's just a walk in the park when it's anything but. These are the kind of pilots I want flying my plane.
and that’s how it is done folks… efficient, chat to a minimum and even a discrete frequency!! respect to those controllers. A lot of controllers in the US should watch and learn from this
Nicest controller ever, I feel like he also went to the airport gift shop and sent flowers to the flight deck when they arrived at the gate. 😂 On a more serious note, this is unusual for such a new engine model - I believe these are still under 100% factory Rolls Royce maintenance/warranty but I could be wrong.
Pilot: “We’ve lost one engine.” Tower: "I think they're called Native Americans nowadays. Anyways, if your doors and windows are all still closed he couldn't have gone far. We can look for him after you land."
ATC asked if they needed to roll the trucks, the answer was no. The pilots didn't think it was a big deal, they could land and taxi on their own. No need to add extra work load by asking for souls/fuel then.
@@Tiger313NL thanks! I’m curious what factors led the pilots to judge this situation as less serious than other emergencies involving a single engine failure
@@andriworld I think it is just protocol to roll the trucks in the US whenever a emergency is declared. In Europe they only roll when the nature of the emergency asks for the trucks to be rolled.
@@andriworld They're trained to do single engine landings. They'll declare an emergency anyway, but if there's nothing else going on, and for instance weather isn't a factor, then they should be able to land. The runway they landed on is 3800m/12000+ft long, which means they have plenty of time to slow down, even without using thrust reversers. I think the weather was decent too, but I can't remember that far back.
Nice job. Super nice job by atc! Vectored holding back and forth across final, so the distance doesn’t get out of control. Nicely paced and calm. Most of these ive seen lately would have benefitted by the aircraft being a little more forward with stating intentions and desires. But it’s crazy busy in the cockpit during these, so I understand. Atc doesn’t really NEED to know. That discreet freq would be a great thing during these events. Again, nice job by all.
Delta is particularly lucky that Amsterdam controllers are proficient in English. The lack of standard phraseology can become a major contributing factor in these situations. Much is owed to AMS control for going the extra mile in this situation.
@@zachjones6944 Delta flies to many other destinations where controllers are not as proficient with conversational English. This is why ICAO standard radio phraseology exists, and why flight crews traversing the globe need to become familiar with its use.
At my airline, we are advised to declare PAN PAN X3 for an engine failure (flameout) until a relight is achieved. If not achieved or it’s an engine fire etc then the MAYDAY x3 should be declared. I’m guessing different airlines/territories will have variances in this. The thinking is that once the aircraft is under control, a MAYDAY call will activate “unnecessary” bells and whistles ie emergency equipment plus a ton of administrative work and reports and probably won’t be warranted as a true MAYDAY / emergency situation would. I know others will disagree but I’m putting it out and would like to hear other pilots thoughts ….
I have seen that a330 at SeaTac a couple months ago when it was sitting in limbo. Kinda looked like maybe some work was getting done to it because it was in the back of the hanger they have there. Im not one it speculate but this could have been after the work?
If they sat long enough during covid parking, they require a significant check to get back into service. Most airlines just moved the planes around to avoid this. Anyways I believe engine maintenance on such a new plane is still exclusively performed by RR, could have been in there for anything or simply it’s return to flight checks if that’s where they parked it.
Interesting. I watched a plane do a 180° turn over my town tonight around 7pm-ish. Turned out to be another Delta Airbus. It started descending rather fast, at on point went from 38,000' to 11,000' within a few mins. I brought up Flight tracker 24 and it was an A350 (N504DN), flight DAL134 from Detroit to Amsterdam. It was diverted back to Detroit for some reason. Wonder what it was.
Is pan pan pan or mayday mayday mayday not used over radio when it’s regarding a flying situation? At least here in Norway when it’s comes to ship traffic, we are strictly told to use that, and never declaring an emergency. Just wondering, been watching a few of this vids now, and not once so I think I’ve hear either of them being used.
I watch these videos and I commonly wonder why the issues occurred in the first place. Its interesting how the problems are dealt but I'm curious what was wrong with the engine. There a better place to find out other than google? It's pretty hit or miss
exactly, meaning you are turning "into" your dead engine, this makes sense since the plane will naturally start yawing left because of the differential thrust (Eng 1 zero, Eng 2 more than zero). The thrust on the right causes a rotational moment pushing the plane to the left, making left turns preferable out of just convenience, but also, if you were to turn "out" of your dead engine (go right in this case) the remaining engine's thrust does not contribute nearly as much to forward momentum of the plane.
@@schwig44 normally you turn into your good engine because that engine can increase thrust and increase the lift on the wing. But this applies to props more than huge airliners
@@tomstravels520 yeah, understandable, it's one of those things you re-learn when going to commercial jets, like flare technique and taxiing. The actual difference is likely due to the thrust available from a single engine and the distance from the centerline, and placement of the wings. Basically with an airliner you are wasting more energy counteracting the natural yaw rate , so it's better to turn into your dead engine. Don't get me wrong, with enough altitude you could safely turn out instead, but real life emergency you just do it by the book. Just energy management differences across the aircraft types
I always though that you never turn over the dead engine? So I did not expect them to take left turns with nr 1 dead... But good job on atc. Interesting to see that they go to a discrete frequency in case of an emergency. In the States they stay on the normal frequency between the rest of the traffic. I guess the air traffic controller on the discrete frequency is also an extra dedicated controller?
Is it just me or does it seem like the the time between the emergency declare and ATC getting the nature of the emergency and so fourth was a bit too long? It was probably only 20 seconds but if you are in an emergency that is a long time.
This length of time is OK. The pilots’ first priority is to fly the plane and make the situation as safe as can be. Having to talk to ATC will slow this down. This is why ATC says “when available, explain details.” They’re giving the pilots the time needed for them to sort out the situation in the sky. It doesn’t really matter when ATC gets this info - once any emergency is declared, ATC will clear the area around the emergency aircraft so they do have the space to make the plane safe. Remember - aviate, navigate, communicate.
Large aircraft can turn either way. It’s only a “piston twin” level of aviation where turns would be considered depending on the engine that has failed.
Curious.....when this happens do they make an announcement to the passengers that there is an engine failure? Or do they simply say we are experiencing a mechanical issue?
You probably should let the flight attendants know a landing is immanent. If it’s via PA, it’s probably better to understate the issue, a-la the ‘you may have noticed, we’ve lost 4 engines’ announcement.
Of course they tell the passengers and crew because they are in an emergency situation. That’s probably why they flew several orbits, to create time to run through checklists and do the necessary PA’s.
Of course I guess that fan would be windmilling as he landed (see? I’ve learned a lot from you pilots), but seems to me I don’t hear of this on approach nearly as often as I do on takeoff - compressor stalls or what have you - or maybe it’s not uncommon at any phase of flight. Maybe I just see more videos of it happening around takeoff or at altitude...
They lost #1, but asked for left hand turns. Isn't that the opposite that is recommended? I've always heard/read that you should turn opposite the dead engine.
Anybody here talking about turning into dead engine etc. This is not King Air, it's A330. All that crap with "no turning into dead engine" does not apply for Cat A or B jet aircraft. As well as there is no mention any of that in FCOM or FCTM of A330, as well as terrain, obstacles and Engine out SID's don't ask which engine you will lose.
Comments from commercial pilots say that for big airliners it doesn't matter, there are no restrictions on direction of turn in single-engine-out procedures.
It depends to be honest, some aircraft are likely to induce a downward spiral if you turn into the engine, some are difficult to turn away from it. It's slightly more common to turn away from it, especially if there is debris or fire coming off. In this case they turned into their engine. There can be other specifics to an aircraft, such as which hydraulics are tied to which engine that can affect the choice and so on so really you need experience and knowledge of the type to make an informed decision which is best or if it matters.
I often get confused at why ATC ask them if they need the trucks rolling after declaring an emergency. Most airports and ATC’s I’ve spoke to say that if an emergency is declared, either by the pilot or ATC themselves, that they roll trucks like they would in a scenario where trucks were needed immediately. They’re not gonna take a risk and not roll trucks because it costs them pretty much nothing to roll the trucks and err on the side of caution. Emergency was declared by the pilot so trucks rolling aren’t going to change the paperwork. Better to be safe than sorry, never know what caused the failure and in rare cases, that’s lead pilots thinking they were fine and was just a mere fault, to then land and have the engine start catching on fire. But yeah, ATC sometimes ask pilots who declare an emergency, even PAN PANs, if they want the trucks but roll them regardless of the answer. Just like ATC who declare an emergency even though the pilots didn’t want to do so.
Maybe because if would have had to stay in flight longer, I don't know if that's how it works of course but that would be the only thing I could think off. Some of the runways are a long drive so if no trucks are needed he could land quicker.
More videos from Amsterdam
-- KLM and Transavia have a CLOSE CALL at Amsterdam - Schiphol ua-cam.com/video/vwvFNGgBmbk/v-deo.html
-- KLM Boeing B739 has FLAPS ISSUE at Amsterdam ua-cam.com/video/E7LW7WEK3sA/v-deo.html
-- Flybe Dash-8 GEAR COLLAPSES landing at Amsterdam ua-cam.com/video/nZLJl17JaZ8/v-deo.html
-- Netherlands Air Force F-16 suffers a Bird Strike at Amsterdam ua-cam.com/video/udO-4DICPn4/v-deo.html
Great work, VAS, as always. Also a beautiful virtual demo of the aircraft.
I like it how ATC doesn’t start asking a gazillion questions immediately but initially just rogers the emergency.
Seems to be standard at AMS judging from the ATC calls in the other videos in the pinned comment. Very good stuff indeed.
is it me or were the radio comms poor as hell quality-wise? Sounded so scratchy and of poor audio quality.
Because you can’t do anything about it, and distracting pilots in an emergency with a bunch of frivolous questions could cause a loss of the aircraft
@@dabneyoffermein595 The quality between tower and jet was probably fine. The pilot asking for things to be repeated was likely due to the cockpit running checklists and flying, and also communicating back and forth between each other, which takes priority over ground coms at the time. What you hear is a civilian's recording away from the airport which is poorer quality.
Agreed! Watch the Austrian Smoke in Cockpit at Washington - American ATC starts asking the pilots about the weight of the fuel in pounds when they only get it in kgs - crazy
Always proud to have very professional ATC in The Netherlands!
Dealt with them many many times, and confirm always professional!!
Top notch! Discrete freq and only necessary communication. Wish it was everywhere like this.
As a somewhat regular traveler into Schiphol, it's always reassuring to consistently hear calm, professional folks like this in the tower anytime EHAM ATC is featured here!
Apart from how Discrete pronounced “ground”, as if he just said “grond” lol
What absolutely superb ATC! Their declaration of an emergency (regardless of the choice of phraseology) was briefly acknowledged and they were immediately handed over to a discrete frequency. As an emergency aircraft, they were given continual uninterrupted communication with a dedicated controller, who coordinated with other controllers handling other aircraft on both approach and tower frequencies. Only when safely on the ground, having acknowledged no remaining problems, were they handed over to ground control. This is exemplary ATC handling of an emergency!!
The use of a discrete frequency for the emergency aircraft gives very clear and uncluttered communications. I guess that things are better for all the other customers as well. (I wonder how many had a spare channel earwigging the discrete?)
Not always a good idea. You may be overburdening the pilot with frequency change. And sometimes they might tune into a wrong frequency. And then you will lose the aircraft
@@karebu2 Only one frequency change vs a lot of radio switches until touchdown.
@@karebu2 ehh, if the pilot is too busy to swap freqs he can just say 'unable'. And even if he entered the emergency channel wrong he could just flip back to the main or look it up in the directory.
Its better than when an emergency plane is trying to talk with atc and then a random plane that just tuned in asks for a takeoff clearance or landing instructions and interrupts them.
While it clears the clutter for the emergency craft, it does limit situational awareness for other aircraft that are listening in on the Approach frequency. There's something to be said for using a discrete channel, or not to use one. I suspect the congestion around EHAM has something to do with it - too much chatter on the common freqs.
@@aeternusdoleo4531 Given the pattern they were given all other incoming traffic must have been redirected to runway 24
Huge respect to the people to the pilots and the controller, one of the most professional and calm I have seen
An American atc would have asked them to confirm emergency, are you declaring a mayday like a dozen times.
@@safeejsafeej8519 You found one where they say mayday in America?
@@653j521 it is used all over the world...
That was the most relaxing engine out I have ever heard. My god was there even an emergency?? Pilots and ATC were just chillin.
Agreed. Especially when he denied equipment to stand by. "Need emergency services?" -- "Nah, I'm good. I flew single engine aircraft in flight school." :-)
I think the aircraft has a lot to do with this as well, pulls up all the checklists automatically, you have full autopilot and auto-land, trim is automatic - releases a TON of potential workload off of the pilots so they can focus on flying the plane and communicating.
The Neo can fly pretty comfortably on one engine.
The most for a 2-engine aircraft, yes! Lufthansa had one go out in a 747 once while doing a company video. The cockpit crew kept passing around some chocolates.
Last answer from atc "Anytime". Gives me a super feeling! Happy Landings.
Professionalism from both sides. Well done to all concerned ✈️🛫🛬🛩
I like how ATC first asked the pilots which direction they wanted to turn.... a great question to ask in this scenario.
My question is why they wanted left turns if the left engine failed? Wouldn't left turns increase the chance of the left engine fire (if there was any) reaching the fuselage? I don't think it's difficult to turn into a live engine to the point that they would specifically request turns into the dead engine.
@@user-ez5vq9fd2t Then you'd be surprised. It IS much easier to turn into the dead engine in a twin.
@@deepspace The rule of thumb is to turn into the good engine, as bank into the running engine increases rudder authority, and banks away from it decrease it. Where they were not climbing, and were also pretty light after a long trip, they wouldn't have been needing much thrust, so they also would not need a lot of rudder, so not a huge concern. As far as I heard, the crew never specified which engine had failed, just that one engine had failed (not "number one"). The request for left turns suggests to this piston twin pilot that number 2 had failed.
@@richsarchet9762 2:58, engine one was out.
@@richsarchet9762 They specifically say "number 1" at one point.
I’ve seen a lot of interactions between emergency aircraft and atc but it still gives me the feel goods when I here the professionalism and calmness between them
I've listened to Amsterdam several times and they always seem to have a plan for any type of event and the controllers switch to it straight away. Loitering near the ILS is sensible but not always done. Good work by all.
I can't help but feel that if certain other flights had this quality ATC things could have worked out very differently.
Good ATC, he handled it well, gave the pilots what they needed and then stayed out of their way so they could safely get the plane on the ground.
ATC earned a raise for his composure and handling. perfect execution
with all the terrible and unprofessional interactions that get publicity, I like that this one was textbook. well done to all.
This is the first incident I've watched where the tower asked the aircrew which direction they preferred to turn. Seems like that should be standard practice when an engine failure is reported.
better to have the pilots make all the calls they want. They might have other issues going against a set in stone standard solution, asymmetrical thrust, and all that
Why can’t everyone have good communication like that?
Absolutely. One of the best I’ve heard. I understand the reasoning but the last thing I’d want to do right after declaring an emergency is to mess around with the radio.
@@ericb9426 The frequency is the discrete emergency frequency so the pilots just have to change once. Controllers then broadcast on that frequency I think even fire truck will use that to communicate with the pilots when necessary. Otherwise you would be switching from radar to approche to arrival tower etc. Also at airport that don't use it you run the risk of getting stepped on by other pilots that are unaware of the ongoing emergency.
In the U.S., it isn't like this because for some reason beyond comprehension, we don't use standard ICAO phraseology. In other places, the language barrier is more distinct. Northern Europeans generally speak excellent English. I've met several people from this region who I thought were Americans or Brits (you can actually tell which dialect was taught in their school or at home) when I first spoke to them. It's very impressive to see how well two languages are mastered at such an early age there.
Mist do but we tend to hear only the questionable ones.
Great this discrete frequency
I think actually hearing the emergencies on the internet for a few years has improved the whole emergency process. They used to be much less inefficient about communications
Well done to the professional ATCs at Amsterdam, and to the Delta pilots for keeping their cool. It's so amazing. They act like it's just a walk in the park when it's anything but. These are the kind of pilots I want flying my plane.
The discrete frequency to handle emergencies really make a big difference all round, great idea and superbly handled.
"Left or Right turns" - what a thoughtful question
@Andreas because it doesn't matter in that particular aircraft.
Amsterdam controllers very professional
Man… your animation even shows the engine out! Love it!
Another ATC, cool as a cucumber...these folks are just absolute gems.
Damn this was beautifully done from both sides.. Outstanding.
Very professional, fantastic ATC, good work
Amazing job by air traffic control. Perfect example of great help by them and no unnecessary chatter
Nice video and it’s nice that pilots and ATC handled this so well. Since I’ve flown DL many times into Schiphol (EHAM), it’s also quite reassuring.
and that’s how it is done folks… efficient, chat to a minimum and even a discrete frequency!! respect to those controllers.
A lot of controllers in the US should watch and learn from this
and around the world where it is even less consistent than the US...
I really like the discrete frequency method Nederlands' ATC uses for dealing with emergencies. I wonder how many other countries have employed this?
It’s also good that the controller was giving radar vectors and then cleared them to land instead of multiple hangovers and frequency changes.
Excellent idea on the discrete frequency.
Emergencys at Amsterdam are always soo smooth. ATC is just there to help with no ego or anything in the way. Super cool to listen to.
Oh Amsterdam, such a nice place to stay.
But alas, for that no. 1 engine it was just too far away...
Excellent communication on all ends!! Great job!! 💕✈💕✈💕✈
Gotta love those ultra efficient and quiet engines
Always love flying into eham, controllers are absolute brilliant every single time.
The farther up the chain, the more professional. Major airline, major airport, cool and calm. You get the hissyfits and static from the amateurs.
Nicest controller ever, I feel like he also went to the airport gift shop and sent flowers to the flight deck when they arrived at the gate. 😂
On a more serious note, this is unusual for such a new engine model - I believe these are still under 100% factory Rolls Royce maintenance/warranty but I could be wrong.
Pilot: “We’ve lost one engine.”
Me: “Have you tried looking where you saw it last?”
Well ElAl lost 2 engines on a 747 before crashing in a flat in Amsterdam bijlmer in the 90's so yea that happened quite littaraly.
Me: Have you tried looking behind the couch? That's usually where I find the remote for the TV and the cats.
Pilot: “We’ve lost one engine.”
Tower: "I think they're called Native Americans nowadays. Anyways, if your doors and windows are all still closed he couldn't have gone far. We can look for him after you land."
I love a good dad joke :-)
oh man, I couldn't help myself getting all sorts of fired if I was ATC 🤭
In most similar videos they tell souls/fuel and request the trucks. Thoughts?
ATC asked if they needed to roll the trucks, the answer was no. The pilots didn't think it was a big deal, they could land and taxi on their own. No need to add extra work load by asking for souls/fuel then.
@@Tiger313NL thanks! I’m curious what factors led the pilots to judge this situation as less serious than other emergencies involving a single engine failure
@@andriworld I think it is just protocol to roll the trucks in the US whenever a emergency is declared. In Europe they only roll when the nature of the emergency asks for the trucks to be rolled.
@@andriworld They're trained to do single engine landings. They'll declare an emergency anyway, but if there's nothing else going on, and for instance weather isn't a factor, then they should be able to land. The runway they landed on is 3800m/12000+ft long, which means they have plenty of time to slow down, even without using thrust reversers. I think the weather was decent too, but I can't remember that far back.
Thanks all! Makes sense
Brilliantly handled by all parties involved.
Always good to hear how calm and professional everyone is in this kind of situation.
That rudder work after landing was superhuman! 😋
Guess he doesn't have analog peripherals or its using a pirated version of FS2020
Nice job. Super nice job by atc! Vectored holding back and forth across final, so the distance doesn’t get out of control. Nicely paced and calm. Most of these ive seen lately would have benefitted by the aircraft being a little more forward with stating intentions and desires. But it’s crazy busy in the cockpit during these, so I understand. Atc doesn’t really NEED to know.
That discreet freq would be a great thing during these events.
Again, nice job by all.
Both the Delta captain and the ATC completely cool. Unreal
ATC and pilots were so cool and calm....well done ✅
It's professionalism like this that makes me feel totally safe to fly
Good job, got it on deck quick & efficient, no dicking around.
A UPS 747-8 had an engine fire shortly after takeoff from HKG a few days ago, any chance to get that audio?
Delta is particularly lucky that Amsterdam controllers are proficient in English. The lack of standard phraseology can become a major contributing factor in these situations. Much is owed to AMS control for going the extra mile in this situation.
Dutch is very similar to English. Most, if not all Western Europeans are proficient in English.
@@zachjones6944 Delta flies to many other destinations where controllers are not as proficient with conversational English. This is why ICAO standard radio phraseology exists, and why flight crews traversing the globe need to become familiar with its use.
At my airline, we are advised to declare PAN PAN X3 for an engine failure (flameout) until a relight is achieved. If not achieved or it’s an engine fire etc then the MAYDAY x3 should be declared. I’m guessing different airlines/territories will have variances in this. The thinking is that once the aircraft is under control, a MAYDAY call will activate “unnecessary” bells and whistles ie emergency equipment plus a ton of administrative work and reports and probably won’t be warranted as a true MAYDAY / emergency situation would. I know others will disagree but I’m putting it out and would like to hear other pilots thoughts ….
Now these people, are pros.
Excellent communication here
ATC: Peace man. Losing an engine can be like heavy.
Fantastic ATC.
I have seen that a330 at SeaTac a couple months ago when it was sitting in limbo. Kinda looked like maybe some work was getting done to it because it was in the back of the hanger they have there. Im not one it speculate but this could have been after the work?
If they sat long enough during covid parking, they require a significant check to get back into service. Most airlines just moved the planes around to avoid this. Anyways I believe engine maintenance on such a new plane is still exclusively performed by RR, could have been in there for anything or simply it’s return to flight checks if that’s where they parked it.
The first pilot seemed so disappointed when the engine failed lol
Adds insult to injury landing halfway to London on the Polderbaan after that! Hope they enjoyed the LONG taxi...
It is the longest runway so they won’t need reverse thrust to slow down. Makes sense with one engine.
Funny that ATC is so chill and quick that pilots sounds like they thought maybe ATC missed emergency declaration
missed the 15 min taxi to gate. skiphol
Interesting. I watched a plane do a 180° turn over my town tonight around 7pm-ish. Turned out to be another Delta Airbus. It started descending rather fast, at on point went from 38,000' to 11,000' within a few mins. I brought up Flight tracker 24 and it was an A350 (N504DN), flight DAL134 from Detroit to Amsterdam. It was diverted back to Detroit for some reason. Wonder what it was.
Is pan pan pan or mayday mayday mayday not used over radio when it’s regarding a flying situation? At least here in Norway when it’s comes to ship traffic, we are strictly told to use that, and never declaring an emergency. Just wondering, been watching a few of this vids now, and not once so I think I’ve hear either of them being used.
The simple answer to that is US pilots, with an understanding ATC, used to the differences in FAA vs. ICAO RT language.
@@csgergo80 ah, that explains it, thanks for the knowledge! 😊
I watch these videos and I commonly wonder why the issues occurred in the first place. Its interesting how the problems are dealt but I'm curious what was wrong with the engine. There a better place to find out other than google? It's pretty hit or miss
Always good to hear a EHAM recording
Left turns? But engine one was out.
exactly, meaning you are turning "into" your dead engine, this makes sense since the plane will naturally start yawing left because of the differential thrust (Eng 1 zero, Eng 2 more than zero). The thrust on the right causes a rotational moment pushing the plane to the left, making left turns preferable out of just convenience, but also, if you were to turn "out" of your dead engine (go right in this case) the remaining engine's thrust does not contribute nearly as much to forward momentum of the plane.
@@schwig44 normally you turn into your good engine because that engine can increase thrust and increase the lift on the wing. But this applies to props more than huge airliners
@@tomstravels520 yeah, understandable, it's one of those things you re-learn when going to commercial jets, like flare technique and taxiing. The actual difference is likely due to the thrust available from a single engine and the distance from the centerline, and placement of the wings. Basically with an airliner you are wasting more energy counteracting the natural yaw rate , so it's better to turn into your dead engine. Don't get me wrong, with enough altitude you could safely turn out instead, but real life emergency you just do it by the book. Just energy management differences across the aircraft types
@@schwig44 Nope, i am not a pilot but know this isn't how it's done. The other reply explains it
@@tomstravels520 Ah okay, that explains it
Good thing they had another engine.
I always though that you never turn over the dead engine? So I did not expect them to take left turns with nr 1 dead... But good job on atc. Interesting to see that they go to a discrete frequency in case of an emergency. In the States they stay on the normal frequency between the rest of the traffic. I guess the air traffic controller on the discrete frequency is also an extra dedicated controller?
Man! HATS off to the ATC Controller!
A rare moment when the controller takes the time and gives the aircraft a dedicated freq.
Hats off to all participants.
Came her for the flappy rudder. wasn't disappointed.
Is it just me or does it seem like the the time between the emergency declare and ATC getting the nature of the emergency and so fourth was a bit too long? It was probably only 20 seconds but if you are in an emergency that is a long time.
This length of time is OK. The pilots’ first priority is to fly the plane and make the situation as safe as can be. Having to talk to ATC will slow this down. This is why ATC says “when available, explain details.” They’re giving the pilots the time needed for them to sort out the situation in the sky. It doesn’t really matter when ATC gets this info - once any emergency is declared, ATC will clear the area around the emergency aircraft so they do have the space to make the plane safe. Remember - aviate, navigate, communicate.
Hiya, sorry, but this flight was flown in the night of may 15th to may 16th instead of may 10th
Hey can you post something about the UA at CDG?
3:56 That rudder was working overtime!
(flashbacks to that one American Airlines flight that broke up over New York)
Why all the turns?
So cool and relaxed... just another day at the office.....
Awh dang thee old Donnie Darko
where is the soles on board and fuel?
Excellent ATC!
Why would you prefer left turns with the #1 engine out? I thought you always avoided turning into the failed engine.
That applies more to props
Large aircraft can turn either way. It’s only a “piston twin” level of aviation where turns would be considered depending on the engine that has failed.
Maybe if a jet has a safely caged engine but if it’s severe engine damage I’d avoid turning into that. That probably wasn’t the case here.
How many airports will hand off emergencies to their own frequency like this? First time I've seen it.
Curious.....when this happens do they make an announcement to the passengers that there is an engine failure? Or do they simply say we are experiencing a mechanical issue?
They probably don't tell the passengers anything if there are no obvious signs of trouble. Keeps them calm, lets the crew focus on their job.
You probably should let the flight attendants know a landing is immanent. If it’s via PA, it’s probably better to understate the issue, a-la the ‘you may have noticed, we’ve lost 4 engines’ announcement.
Of course they tell the passengers and crew because they are in an emergency situation. That’s probably why they flew several orbits, to create time to run through checklists and do the necessary PA’s.
Very lucky I could see smoke coming out of engine one once landed. Mickey Mouse did a wonderful job landing
Thank you for this video.
Of course I guess that fan would be windmilling as he landed (see? I’ve learned a lot from you pilots), but seems to me I don’t hear of this on approach nearly as often as I do on takeoff - compressor stalls or what have you - or maybe it’s not uncommon at any phase of flight. Maybe I just see more videos of it happening around takeoff or at altitude...
Engine out incidents as not as rare as the industry would prefer us to believe.
This seems to be happening more and more recently...Possibly aircraft that have been parked for a while.
They lost #1, but asked for left hand turns. Isn't that the opposite that is recommended? I've always heard/read that you should turn opposite the dead engine.
For props yes. Large commercial airliners are more stable in the air
Thank you Thomas.
With all piloting skills equal, would the passengers have been able to tell something was up?
whoever recorded the sim video has an input spike issue - just look at that rudder go lol
professionalism!
Good Service to assign one freq to emergency traffic
Anybody here talking about turning into dead engine etc. This is not King Air, it's A330. All that crap with "no turning into dead engine" does not apply for Cat A or B jet aircraft. As well as there is no mention any of that in FCOM or FCTM of A330, as well as terrain, obstacles and Engine out SID's don't ask which engine you will lose.
That was incredibly efficient. Speed yours. go there. we're good to go. cleared ILS. Have a good day. Next!
Does anyone know why the engine failed?
How old is that plane, I wonder?
Question, would it be more advisable to declare an emergency in this situation or a PAN?
more like a pan pan to me..
When losing one of two engines is it advised to turn into or away from the missing engine or does it not matter at all?
Comments from commercial pilots say that for big airliners it doesn't matter, there are no restrictions on direction of turn in single-engine-out procedures.
It depends to be honest, some aircraft are likely to induce a downward spiral if you turn into the engine, some are difficult to turn away from it. It's slightly more common to turn away from it, especially if there is debris or fire coming off. In this case they turned into their engine. There can be other specifics to an aircraft, such as which hydraulics are tied to which engine that can affect the choice and so on so really you need experience and knowledge of the type to make an informed decision which is best or if it matters.
@@carbon1255 Thank You
I often get confused at why ATC ask them if they need the trucks rolling after declaring an emergency. Most airports and ATC’s I’ve spoke to say that if an emergency is declared, either by the pilot or ATC themselves, that they roll trucks like they would in a scenario where trucks were needed immediately.
They’re not gonna take a risk and not roll trucks because it costs them pretty much nothing to roll the trucks and err on the side of caution. Emergency was declared by the pilot so trucks rolling aren’t going to change the paperwork. Better to be safe than sorry, never know what caused the failure and in rare cases, that’s lead pilots thinking they were fine and was just a mere fault, to then land and have the engine start catching on fire.
But yeah, ATC sometimes ask pilots who declare an emergency, even PAN PANs, if they want the trucks but roll them regardless of the answer. Just like ATC who declare an emergency even though the pilots didn’t want to do so.
Maybe because if would have had to stay in flight longer, I don't know if that's how it works of course but that would be the only thing I could think off. Some of the runways are a long drive so if no trucks are needed he could land quicker.
It's a first engine failure for A330 NEO?