*Thankfully this happened at the least busy time in New York!!* Anyway, Kudos to pilots and controllers for a nice cooperation to keep everything flow safe!
It's always a pleasure to listen to an excellent job on everyone's part. I just can't understand how, with our modern technology, the radio communications have not improved. Blocked calls are bad enough.
Isn't it bad idea to give a clear to land to the #2 plane? What if more radio gets blocked and say the RF doesn't get off the runway? Why wouldn't they give proceed but not cleared until you hear from us? Seems like that was a bad idea.
I love how they actually use 121.5 like they’re supposed to and then ATC tries to get them to switch to other frequencies knowing they can’t be reached on any other frequency.
These guys are incredible. I’ve watched several of these and out of all, a radio failure is by far the scariest. Not only did tower handle it but he stayed two steps ahead every time. The guy is a genius. You know which one im talking about!
@@rc2634 no...the point is that kept talking to eachother in french that they will crash...sounding like to cats meowing at eachother...it was more of a joke but we are beyond that :D
@@rkan2 121.5 is the emergency frequency, also known as guard. everybody has to monitor to it, and inadvertently, you'll transmit on it at some point in your career. which will usually be answered by meows, Yyou are on guuuaaaaardddddd, etc by morons. it's regularily used for such dumbfuckery, blocking the frequency of its actual use.
Man this was more stressful than many mechanical/other emergencies lol. Inability to communicate across an entire area and with an emergency return to a busy airport, feels way more dangerous than someone with engine failure or whatever clearly communicating intentions and getting in safely.
It would have been Much more harrowing and dangerous if it wasn't a stuck mic, but just dead silence, with all radios out including the Ident radio. there would be no way for tower to know what was going on. The pilot would have to navigate himself to a safe area and do left turns to indicate the problem and wait for the airport to visual signal him that it is okay to come back and land. You can imagine the possible errors. mistakes and bad timings that could lead to. Tho to be honest I expect the pilot to use a cell phone to call the tower, lol.
@Taran Ainsley Which is why you always read back what ATC tells you. This way ATC knows you got the message. Thus this needn't be a big problem for anyone but the stricken aircraft. As long as ATC can get the message out that there is an aircraft on frequency with a broken radio/stuck mic. Good thing is the stricken aircraft squawked 7600 letting ATC know they had radio problems. ATC at that point closed all operations and handled it as an emergency. As a pilot, they really have to trust that ATC/tower/ground got things under control for them at that point so they can land "deaf".
I imagine. If you parked in a stable turn pattern to stay out of trouble. A fighter would show up and waggle it's wings at you to literally guide you to the flight-slope after an hour or so. Total loss of radio isn't crippling, just really inconvenient.
@@glenmcgillivray4707 You are sort of correct, kind of. Sort of. But, without a radio, how would you even know which part of the sky would be safe to circle around in? From a "will the plane fall out of the sky on its own" perspective, yes, radio failure is largely a non-issue. HOWEVER, from a "I hope nothing bad happens before we unload the passengers" perspective, total radio failure is probably the single most dangerous scenario outside of a hijacking. At the speeds these things travel, you have seconds to spot another plane, figure out if your paths will intersect or not, decide what to do, and then convince a multi-ton aircraft to do it. Imagine this: You are driving a motorcycle, so you must maintain at least a minimum speed. For "reasons" normal driving conditions mean you can only see about 4 seconds in front of your vehicle, 2 or 3 seconds to the side, and are almost completely blind to the rear. Really, if you can't make contact with ANYONE, your best shot is to squawk "No Radio", circle for a while to give ATC time to notice and start clearing the area, and then line up for the longest, straightest approach path you can find and trust ATC to clear your path down. Not to disrespect your "wait for a jet escort" idea. It's a reasonable one. I just don't know where the trade off between "waiting for directions" and "land before I run into anything or cause someone else to run into something" lies.
Lmao I was immediately thinking droid sounds. Apparently Ben Burtt was into amateur radio and made a lot of his sounds with that type of equipment so it makes sense. Really superb way of approaching sound design imo. All the x wing comms are on slightly un-tuned single side band which sounds really cool too.
Stuck mic is one of the most frustrating situations for controllers. Years ago at DEN TRACON watched a Texas International DC9 barrell towards the front range at 12000 feet in a right downwind to runway 8 at Stapleton nighttime IFR with a stuck mic. About 20 seconds prior to potential impact with terrain. Pilot reversed course and landed safely. The TRACON pucker factor was pretty high! Passengers never knew how close they came to tragedy.
After reading a bunch of the comments complaining about how antiquated the radios are in aviation I remembered something I was told in the past. Now, this was for public service channels rather than aviation but the reason for using analog over digital was because of range capabilities and even when the channel was blocked there was a chance that a blocked communication would be heard appropriately anyway. Because digital signals require higher bandwidth and strength to be readable it reduces both the distance and the ability to overcome someone blocking the channel with a hot mic, or radio failure like this. Feel free to correct me if I am wrong but I think I am remembering correctly.
No expert in aviation, but with some background in electronics, signals and waves, I can affirm that, on the contrary, digital frequency-modulated signals should use less bandwidth that analog FM or AM. A digital signal gains a lot of signal-to-noise ratio, so it can be decoded pretty good in noisy environments where an analog transmission would not be readable. In terms of 'strength', that would depend on the power output of the transmitter and frequency. Higher frequencies can be blocked more easily by obstacles while lower frequencies are less sensitive (thus, more far-reaching). Normally, lower frequencies are reserved for AM comms and analog-FM comms, that's why they are usually more far-reaching (but noisier). While a digital signal uses a very narrow frequency-band, in order to represent a broader audio bandwidth, it has to increase its bitrate, which means it must use a higher frequency. I believe the problem with aviation comms is standardization: common frequencies and equipment must work seamlessly for all aircraft GLOBALLY, including models from the 60's that still fly.
@@gastonpossel IIRC the reason aviation radio uses AM is that if two people are transmitting on the same frequency simultaneously, with AM you hear both superimposed, making it obvious that someone's being stepped on, whereas with FM the person getting stepped on is completely blocked out with no indication that anyone else was trying to transmit.
6:43 in the video the controller say "This is NY Center on GUARD" not "continue on GUARD". I only mention this as I thought it was interesting that it seemed that NY Center were the only one that could talk to them. The TRACON also tried GUARD but with no respons. I also thought it was interesting that AA2234 were still able to hear the controller even after they got a stuck mic on GUARD. How does that work? 1:22 in the video you can hear one of the pilot say "It's stuck. We have a hot mic. How does that happen?" so they knew almost straight away after they got it the second time. Great job by all and great video as always.
I guess their stuck mic was on and off so they happened to hear NY on 21.5 then mic got stuck for a few seconds again. Happily they were able to communicate at least for a couple vectors back to the airport.
They had multiple radios. Any radio they set to transmit was stuck in transmit. So they set one to receive only, on guard. That let them hear transmissions from controllers. They then tuned another radio to guard, set it to transmit, and shut it off. To talk, they turned it back on and off. They got the stuck mic reports after that because it's a little clumsy to turn the transmitting radio on and off quickly. Once they had a working system, they stuck with it, demanding the controllers keep them on guard rather than trying to coordinate frequency changes.
@@rivalarrival Thanks for that. I was struggling to understand how this situation could occur with what I assumed was multiple radio redundancy. Sounds like it was an unusual enough fault to break that redundancy.
@Jo Fox..Yes, it may seem scary, but if you stick to your planned departure procedures, we will anticipate your actions and clear the way. The procedures are set up, so ATC protects your filed routing to your destination. And when you get there they know that the aircraft will hold over the airport, until such time to execute an approach nearest to his ETA.
I've had a similar problem flying another aircraft type departing into London TMA. We solved it by selecting to put the stuck mic to transmit on 123.450 which is usually a shit-chat frequency while monitor our normal frequency on VH2. And when we had to transmit we just selected the stuck mic back to original freq. I don't know if this would've been possible on the 757 or if this was the problem for them but for a stuck mic it should work on most aircraft types.
That's exactly how they handled it, and explains the stuck mic reports they got near the end. It took them a little time to get the transmitting radio off frequency.
Wow , amazing lesson, i tought that you have to completly forget about fly and concentrate all the crew attention over the radio issue, and , in some cases , ask to passengers for help. You are a wise men.
I don't know if it's my overly cautious nature, but when I was flying light aircraft, I ALWAYS carried a handheld radio and a handheld garmin with altimeter, even had the gps programmed with all airports in country. My instructor and I once did a full 200km flight with only these to test effectiveness (covered instruments, not off), worked brilliantly as a backup - completed the full flight on them.
I'm still a student pilot, so I haven't invested too much into equipment at this point, but I do plan on keeping a handheld radio with me for exactly these cases. Technically, that wouldn't actually be legal, though. Germany has some weird laws and handheld radios may only be used by ground stations. You can't even have it as emergency backup - it's the presence of the radio itself that is illegal, not its use. I'll probably keep one anyway. If I don't need it, nobody will know. If I do need it... glad to have it.
@@Yotanido You can also use your phone if not too high. Keep the tower numbers with you at all time. If bad reception, use SMS and text a friend that can relay.
@@Yotanido What if you jumped on a Radio Operators License? I have an Extra class license, you pay $10 here and keep them for life. Technically its a Ham Radio License, but still it would justify carrying a radio even if the Air frequencies are outside the Ham bands. My radio can transmit on Ham bands, Air bands, M.A.R.S and more so it would be hard for them to ping me for it. Is that a possibility for you?
No joke but I remember hearing the story of a pilot being vectored in for a landing in IFR conditions after declaring a 7600 squawk using text messages! It was a GA aircraft.
@@spicyweasel they do have text messaging system. It's called ACARS if I'm not mistaken. You can hear in the video the controller ask other plane of same airline to send them ACARS messages. It is mostly used by companies to communicate with their pilots.
@@kerucutgaming2216 Yes I do know about ACARS. But in the situation I described earlier the pilot had to use his cell phone and descend to a better altitude to SMS the tower. I found the video for you. ua-cam.com/video/UQtvi1ijPQ4/v-deo.html
This is one of the most intense videos I've seen so far. Just wow!! The way ATC handled that was incredible. Great job all around. That was seriously scary
I love how the priority was also on minimizing disruptions to the operations, and they were already vecoring in the next two aircraft to land before the emergency aircraft was even 5 miles out. And everything worked out.
Well remember, it was the CREW who figured out how to talk to the TOWER, not the other way around. the crew was dealing with an equipment failure but they knew their jobs.
More commonly known as "jamming" in this context. It is one of the downsides of the simple analog radios used in aviation and a big yawning vulnerability in the system.
@@DaveWhoa I'll tell you a story about when I was in the Navy. Stationed on a supply ship, got orders to head out into the Atlantic to do a hide and seek war game with some destroyers and a few aircraft. We were the rabbit and they were the fox. We had a real smart Electronics Tech on the ship and he decided to turn our transmitters into high powered jammers. He had the carpenter make giant reflectors out of 2x4s and aluminum sheeting and he placed them right next to the 20 foot tall antennas, each pointing in a different direction. I'm assuming he increased the power on those transmitters, but I don't know for sure. Anyway, he started broadcasting AC/DC Back In Black album nonstop. Apparently, it worked because about an hour later we get a sat message from the fleet admiral back in Norfolk telling us to knock it off. We never got picked to be the rabbit again.
This makes you see how weak is the system by a tiny failure, but I'm glad to know that there's training of all sorts. We had here in Argentina a few months ago a saboteur with a handheld radio impresonating ATC, luckly nothing happened.
Cesar Queti the fact that they could still vector the emergency aircraft and all others in the vicinity is actually a testament to the strength of the system. Notice how they didn’t even have to use light signals to guide him in, and had plenty of resources to maintain contact with the aircraft despite a major radio failure.
I hadn't heard about that one. I probably wasn't subscribed to the channel yet and only watching a few here and there. I'll have to see if I can track it down. Update: found it! ua-cam.com/video/7WKZNGisSqM/v-deo.html
Just another example of how talented commercial pilots and controllers are. This is a nightmare scenario and it was pulled off safely with just a brief interruption of commercial traffic. Well done to all involved
WOW...talk about tough conditions, this really mucked things up......Glad turned out Great..Could have had a different ending for sure....great work by everybody...Kudo's
Very interesting to see an hear how such an emergency is handled. I just wondered, do'nt they have an spare portable radio in the cockpit, so if the onboard radios fail, they can used that one? Since it will be used very seldom one should make sure its battery is alsways fully loaded though.
Seems like an interesting case study in the failure of a complex engineering system. Notwithstanding the fact that it all turned out ok, are there any lessons to be learned from this that might change protocols or aspects of system design?
Using a 1930's radio frequency system for modern air traffic control. Advantage is that everyone hears every transmission, when everyone is following standard radio procedures. Disadvantage is that one stuck mic can ruin everyone's day. Some Electrical/Electronics engineer might have an idea for how to update the system, but it would not be cheap. It would mean updating radios in every ATC center, control tower and aircraft on the planet.
@@fhuber7507 I am one of those electrical engineers, and also a pilot, and I very much prefer human voices over analog AM for reliability and robustness in conditions that make digital radio solutions fall over quickly.
@@VASAviation Espero que no. I'd much rather deal with AM radios under poor conditions like stuck mic than the same than the same with any digital radio system. Y digo esto como ingeniero eléctrico y piloto.
I know at my job some microphones timeout after 60 seconds and will make a loud audible 1 second "beep" if it does ever timeout. I wonder if something like that can be implemented in airplanes.
This radio failure effectively jammed the tower & departure frequencies. The sudden cease of communication, something so natural as expecting a light to turn on by pressing a light switch, is a frightening prospect that one tends to forget.
Great and timely video, as always! Just curious, was and is there any communications recordings available about Delta 1425 (the one that lost the engine cone mid flight from Atlanta to Baltimore)? I see very little mention of it anywhere, except the cabin videos.
If anyone is still watching this video, why is there no way for ATC to communicate to a Plane through some type of messaging or vise versa when there is RF? Thanks!
Because air traffic still uses the outdated simplex AM transmission system that should have been replaced by a modern system similar to what everyone else uses now... With simplex AM the receiver is off when the transmitter is on. You need to press a button when you want to talk and when that button gets stuck you can only talk, not listen. Compare that to your phone where you can talk and listen at the same time, due to much more modern techniques. But in air traffic, everything is 25 years behind the times!
5:42 AAL2234: "This is the only freq I'm copying anybody on" Then... 7:37 I wonder if JFK TWR could have used Guard instead, since nothing came through anyway.
I don't know about this, but it seems that having a backup system of communicating via text would help when the radio is out. Or would the text messages be on the same frequency as the radio?
I do like how they kept telling him he had a stuck mic well after he and everyone else acknowledges he has a Radio Failure... so even in real life we have those annoying pop up messages.
How do you get all of these!? I have radio failure and general emergency calls set to notify me on flight radar 24 but can’t seem to get any alerts from North America
Just out of curiosity, CPDLC allows controllers to send pilots text messages directly right? Why is this not the standard and voice only a backup? Is it just impractical to ask pilots to text and aviate at the same time? Seems kind of dangerous one broken mic can prevent anyone on the frequency from communicating at all. Maybe ATC sends messages through CPDLC and pilots reply by voice? That way ATC can still provide instructions even without pilot confirming receipt of message in a similar situation? Just seems weird to me in 2021 we don't have a better system than every plane in an area being on a communal frequency that only allows one person to talk at a time.
@@algrant33 CPDLC is apparently standard or oceanic flights that are too far out for decent VHF reception. I'm not saying voice itself is bad. I'm saying not being able to talk because some other plane is having equipment failure and they have their push to talk stuck down seems dangerous.
Someone correct me, but if youre on an ifr flight plan (which is required by airlines) cant you still continue to your destination or clearance limit under 7600? Is that not what AVEF is supposed to be for? Did they have to turn back around?
not really, you gotta "check out" and "check in" in each sector. get your landing clearance, all of that. it happens from time to time that you get your military fighter jet escorts if you go silent on the radio for too long
@@VASAviation Honestly, not really. I imagine there would be some interesting conversation between ATC and surrounding aircraft when a plane goes NORDO. Still really neat video, especially in this specific instance!
Cellphone masts aren't designed to direct signals upwards; since the vast majority of customers are on the ground. Although some commercial aeroplanes do have sat-phones.
Yes, every ATC facility has a normal phone and phone number that can be found online. For example, I have my local towers phone number stored Incase I would experience a radio failure in the area
All of the pilots are meant to monitor 121.5 (emergency frequency), and this was in use during the incident (the term "on guard" implies the transmission is on that frequency). Unfortunately, the radio also tied up that frequency. The controller asked another pilot from the same airline to send a digital message to the pilot as well, and the emergency aircraft also set their transponder to squawk the code "7600" which means "no radio/NORDO". The squawk code is picked up by part of the airport's radar system, which is why the track shows up with the red letters that indicates an emergency condition. In general, these commercial planes have a pile of options for a technical fault like this, and it should not jeopardize the safety of any flights, but if they can't use the radio normally ( or like here, block the normal frequency) then normal operations can't proceed as usual.
Your first move should be to turn on one of the backup battery powered handheld radios in your flight bag and use that. Oh wait, the commercial airlines are probably too complacent and arrogant to properly equip their pilots with handhelds.
@9:06 I don't understand with an emergency in progress because a plane with a radio failure is landing (maybe on 4R), WHY would ATC tell AA276 that they are CLEARED TO LAND on 4R. That just seems silly to clear a plane to land when clearly they should NOT be CLEARED TO LAND. Is it only the USA that clears planes to land before they are truly clear to land? It's like clearing a plane to land on speculation.
Because in the US ATC is allowed to issue a CONDITIONAL landing clearance. ATC told AAL276 the conditions for his landing clearance as part of the transmission. If the crew confirms that clearance, they acknowledge the condition and be ready for the clearance to be cancelled if the conditions aren't met. As with everything - the PIC has the right to say "no" to anything they are uncomfortable with.
There is a video on this topic on the channel: ua-cam.com/video/ZBKxggsV-88/v-deo.html Outside the US, ATC usually says "continue approach, expect late landing clearance" in these situations.
Only in the US. There was an Air Canada flight cleared for landing at SFO, then tower tried to cancel the landing clearance but Air Canada didn't her them, so they landed. If they would stop giving landing clearances 100 miles out this wouldn't have happened.
@@VMCAviationVideos Are you talking about Air Canada 759? That had nothing to do with clearances. That had to do 100% with the crew. www.mercurynews.com/2018/09/25/ntsb-to-determine-probable-cause-of-why-air-canada-plane-nearly-landed-on-crowded-sfo-taxiway/
Seems really strange they did not yet change that very old radio system. If an aircraft can block everyone because of an open mic that really is an issue. At least I would think there should be a "distinct" frequency for both sides so that at least ground can still talk even if others can not talk because of such a mic stuck issue.
True.. It should not be in this way. But there are so many factors, I can think of some: 1. Investing new system is costly. If the aviation industry has no major reason to force the manufacturer to make a new one, they will just use the existing radio system. 2. Training pilots to use the old system has lower cost than training pilots to use the new system. 3. Existing pilots need to be re-trained. 4. New radio system can't help company make money directly. Therefore, no need to be most advanced, acceptable would be fine. As long as no safety issue is compromised, company prefer not to change it.
It would be very difficult to replace AM VHF as the changeover would need to be coordinated world wide. Part of the problem here was the pilots not knowing their mic was stuck. Simple monitoring of this and an EICAS message notifying them might’ve helped them understand the cause of the RF failure. Disabling the affected ACP would resolve this.
The likely solution is make a brief broadcast on the jammed channel informing aircraft assigned to that channel to switch to alternate frequency nnn.n, then make the same announcement on guard so that the aircraft who couldn't hear on the jammed frequency get the message as well. Now communication can resume somewhat normally on the alternate, and the offending aircraft remains on the primary. The final challenge that remains is communicating with the aircraft with the stuck mic, as their alternate receivers are likely desensed by the active transmitter. The likely reason that AAL2234 could still establish coms on guard is that 121.5 is nearly 15 megahertz off from the radio transmitting on 125.7, and the effects of receiver desense decrease the further away you get from the transmitter frequency.
Forgive my ignorance if the plane was around 3,000-5,000 AGL couldn't they just call operations or the tower on a cell phone from the cockpit? Then they switched to 7600 they figured it out the radio was useless.
Its near impossible to get a cell signal in the air under the right circumstances, the towers are aiming the signal toward the ground, not the sky. Ive flown in small airplanes, you lose signal the moment you get up in the air, after around 200ft which is where most towers reside
Carrying a handheld backup radio in your flightbag might be a wiser way of handling this situation. It is what they tell general aviation pilots to do. It is the same advice is given to boaters, carry backup handheld battery powered radios in case your built in radios fail.
I remember one incident where a small plane lost some of the electrical systems, and ended up text-messaging the tower. (No go on voice.) Can't recall where I saw it. Edit: Found it. It's more dramatic than I remembered. The plane lost all electrical. ATC tracked down the pilot's name & phone number. Tried calling, no go. Text messaging worked. See here: fearoflanding.com/atc/atc-heroes-a-super-bowl-save/
I don't know if it's the same on planes, but as a HAM radio operator I would have lowered my power in a situation where my mic was stuck and stepping on other transmissions
It might be how it’s visualized but I’m not sure why he made that company AA descend right in front of him, looked for a while they were on a collision course, especially with one of them 7600, just keep them at 6000 until they clear
No. Most transport-level aircraft radios generate sidetone (the audio you hear back as you transmit) by activating the receive chain simultaneously. This is also common on ground ATC systems that use multiple voting receivers, they activate a receiver at a different site as you transmit. It is designed like this to give you confidence that your transmitter is working properly, if it's not you get a noticeable silence. If conditions are right, you can hear heterodyne squeal or even a message.
![[REAL ATC] Gulfstream CAUSES CHAOS ON DEPARTURE at Seattle!](http://i.ytimg.com/vi/_2YsabrDEug/mqdefault.jpg)
![[REAL ATC] Gulfstream CAUSES CHAOS ON DEPARTURE at Seattle!](/img/tr.png)
![[REAL ATC] Brickyard E170 BOTH ENGINES FAILED enroute | Diverts to Nashville!](http://i.ytimg.com/vi/bCkdZq4nfYE/mqdefault.jpg)
*Thankfully this happened at the least busy time in New York!!*
Anyway, Kudos to pilots and controllers for a nice cooperation to keep everything flow safe!
Yeah was surprised how well it went was sure someone would want to jump the gun......Kudo's for sure
It's always a pleasure to listen to an excellent job on everyone's part. I just can't understand how, with our modern technology, the radio communications have not improved. Blocked calls are bad enough.
I agree, great job by everyone
Isn't it bad idea to give a clear to land to the #2 plane? What if more radio gets blocked and say the RF doesn't get off the runway? Why wouldn't they give proceed but not cleared until you hear from us? Seems like that was a bad idea.
@@JP-pf5pz If the radio was blocked for the #2 plane they wouldn't hear the landing clearance
I love how they actually use 121.5 like they’re supposed to and then ATC tries to get them to switch to other frequencies knowing they can’t be reached on any other frequency.
These guys are incredible. I’ve watched several of these and out of all, a radio failure is by far the scariest. Not only did tower handle it but he stayed two steps ahead every time. The guy is a genius. You know which one im talking about!
It’s you isn’t it?
Wow, 121.5 being used for an actual emergency rather than pilots meowing at eachother
like the french pilots who stalled everyone to death...they meowd to dead at each other all the way from 40.000ft. how fuckin retarded is that ?
@@sr-fw7xk i am sorry, What are you talking about?
@@sr-fw7xk and they were talking in the frequency during the crash?
@@sr-fw7xk Wasn't that an A330? And what does that accident have to do with Guard?
@@rc2634 no...the point is that kept talking to eachother in french that they will crash...sounding like to cats meowing at eachother...it was more of a joke but we are beyond that :D
You're listening to 121.5 KGRD: you're on guard!
GUAAARRRRRRDDDDDDDD
What does it mean?
@@rkan2 121.5 is the emergency frequency, also known as guard. everybody has to monitor to it, and inadvertently, you'll transmit on it at some point in your career. which will usually be answered by meows, Yyou are on guuuaaaaardddddd, etc by morons. it's regularily used for such dumbfuckery, blocking the frequency of its actual use.
rkan2 aviation term for emergency frequencies 121.5 & 243.0
Long time listener, first time caller
Man this was more stressful than many mechanical/other emergencies lol. Inability to communicate across an entire area and with an emergency return to a busy airport, feels way more dangerous than someone with engine failure or whatever clearly communicating intentions and getting in safely.
It would have been Much more harrowing and dangerous if it wasn't a stuck mic, but just dead silence, with all radios out including the Ident radio. there would be no way for tower to know what was going on. The pilot would have to navigate himself to a safe area and do left turns to indicate the problem and wait for the airport to visual signal him that it is okay to come back and land. You can imagine the possible errors. mistakes and bad timings that could lead to. Tho to be honest I expect the pilot to use a cell phone to call the tower, lol.
@Taran Ainsley Which is why you always read back what ATC tells you. This way ATC knows you got the message.
Thus this needn't be a big problem for anyone but the stricken aircraft. As long as ATC can get the message out that there is an aircraft on frequency with a broken radio/stuck mic. Good thing is the stricken aircraft squawked 7600 letting ATC know they had radio problems. ATC at that point closed all operations and handled it as an emergency.
As a pilot, they really have to trust that ATC/tower/ground got things under control for them at that point so they can land "deaf".
I imagine. If you parked in a stable turn pattern to stay out of trouble. A fighter would show up and waggle it's wings at you to literally guide you to the flight-slope after an hour or so. Total loss of radio isn't crippling, just really inconvenient.
@@glenmcgillivray4707
You are sort of correct, kind of. Sort of. But, without a radio, how would you even know which part of the sky would be safe to circle around in?
From a "will the plane fall out of the sky on its own" perspective, yes, radio failure is largely a non-issue.
HOWEVER, from a "I hope nothing bad happens before we unload the passengers" perspective, total radio failure is probably the single most dangerous scenario outside of a hijacking.
At the speeds these things travel, you have seconds to spot another plane, figure out if your paths will intersect or not, decide what to do, and then convince a multi-ton aircraft to do it.
Imagine this:
You are driving a motorcycle, so you must maintain at least a minimum speed. For "reasons" normal driving conditions mean you can only see about 4 seconds in front of your vehicle, 2 or 3 seconds to the side, and are almost completely blind to the rear.
Really, if you can't make contact with ANYONE, your best shot is to squawk "No Radio", circle for a while to give ATC time to notice and start clearing the area, and then line up for the longest, straightest approach path you can find and trust ATC to clear your path down.
Not to disrespect your "wait for a jet escort" idea. It's a reasonable one. I just don't know where the trade off between "waiting for directions" and "land before I run into anything or cause someone else to run into something" lies.
@@glenmcgillivray4707
Go to about 6:10 to see how close they got to another plane. They descend THROUGH the flight path where it was circling.
2:24 oh look, an imperial probe droid has landed on earth and is transmitting.
I thought of something very familiar. This had me rolling.
Lmao I was immediately thinking droid sounds. Apparently Ben Burtt was into amateur radio and made a lot of his sounds with that type of equipment so it makes sense. Really superb way of approaching sound design imo. All the x wing comms are on slightly un-tuned single side band which sounds really cool too.
7:46 An emergency going on and someone's partying in the background o;
poor AAL954 indeed lol. got the wrong guy!
Stuck mic is one of the most frustrating situations for controllers. Years ago at DEN TRACON watched a Texas International DC9 barrell towards the front range at 12000 feet in a right downwind to runway 8 at Stapleton nighttime IFR with a stuck mic. About 20 seconds prior to potential impact with terrain. Pilot reversed course and landed safely. The TRACON pucker factor was pretty high! Passengers never knew how close they came to tragedy.
willyt is there a video about that ?
I love how they squawked 7600 and you see "RF" appear in Red at 3:34. Very cool to actually see this.
76 - "radio needs fix"
@@CraZy291 "need a radio fix" 😉
Radio fuckered
It's not a radio failure, it's surprise silence!
It's not a lootbox xD
It’s not kidnapping, it’s surprise adoption
*BLOCKED*
After reading a bunch of the comments complaining about how antiquated the radios are in aviation I remembered something I was told in the past. Now, this was for public service channels rather than aviation but the reason for using analog over digital was because of range capabilities and even when the channel was blocked there was a chance that a blocked communication would be heard appropriately anyway. Because digital signals require higher bandwidth and strength to be readable it reduces both the distance and the ability to overcome someone blocking the channel with a hot mic, or radio failure like this. Feel free to correct me if I am wrong but I think I am remembering correctly.
No expert in aviation, but with some background in electronics, signals and waves, I can affirm that, on the contrary, digital frequency-modulated signals should use less bandwidth that analog FM or AM. A digital signal gains a lot of signal-to-noise ratio, so it can be decoded pretty good in noisy environments where an analog transmission would not be readable. In terms of 'strength', that would depend on the power output of the transmitter and frequency. Higher frequencies can be blocked more easily by obstacles while lower frequencies are less sensitive (thus, more far-reaching). Normally, lower frequencies are reserved for AM comms and analog-FM comms, that's why they are usually more far-reaching (but noisier). While a digital signal uses a very narrow frequency-band, in order to represent a broader audio bandwidth, it has to increase its bitrate, which means it must use a higher frequency. I believe the problem with aviation comms is standardization: common frequencies and equipment must work seamlessly for all aircraft GLOBALLY, including models from the 60's that still fly.
@@gastonpossel IIRC the reason aviation radio uses AM is that if two people are transmitting on the same frequency simultaneously, with AM you hear both superimposed, making it obvious that someone's being stepped on, whereas with FM the person getting stepped on is completely blocked out with no indication that anyone else was trying to transmit.
6:43 in the video the controller say "This is NY Center on GUARD" not "continue on GUARD". I only mention this as I thought it was interesting that it seemed that NY Center were the only one that could talk to them. The TRACON also tried GUARD but with no respons. I also thought it was interesting that AA2234 were still able to hear the controller even after they got a stuck mic on GUARD. How does that work?
1:22 in the video you can hear one of the pilot say "It's stuck. We have a hot mic. How does that happen?" so they knew almost straight away after they got it the second time.
Great job by all and great video as always.
I guess their stuck mic was on and off so they happened to hear NY on 21.5 then mic got stuck for a few seconds again. Happily they were able to communicate at least for a couple vectors back to the airport.
They had multiple radios. Any radio they set to transmit was stuck in transmit. So they set one to receive only, on guard. That let them hear transmissions from controllers. They then tuned another radio to guard, set it to transmit, and shut it off. To talk, they turned it back on and off.
They got the stuck mic reports after that because it's a little clumsy to turn the transmitting radio on and off quickly.
Once they had a working system, they stuck with it, demanding the controllers keep them on guard rather than trying to coordinate frequency changes.
@@rivalarrival Thanks for that. I was struggling to understand how this situation could occur with what I assumed was multiple radio redundancy. Sounds like it was an unusual enough fault to break that redundancy.
Until I heard this I never realised how scary it must be to be flying Nocom in an airspace as busy as that.
@Jo Fox..Yes, it may seem scary, but if you stick to your planned departure procedures, we will anticipate your actions and clear the way. The procedures are set up, so ATC protects your filed routing to your destination. And when you get there they know that the aircraft will hold over the airport, until such time to execute an approach nearest to his ETA.
I've had a similar problem flying another aircraft type departing into London TMA. We solved it by selecting to put the stuck mic to transmit on 123.450 which is usually a shit-chat frequency while monitor our normal frequency on VH2. And when we had to transmit we just selected the stuck mic back to original freq. I don't know if this would've been possible on the 757 or if this was the problem for them but for a stuck mic it should work on most aircraft types.
That's exactly how they handled it, and explains the stuck mic reports they got near the end. It took them a little time to get the transmitting radio off frequency.
wait, you saying pilots got a dedicated shitposting frequency?
@@mfaizsyahmi Yea offcourse! How else are we suppose to road rage? (air rage)
I was just wondering how long aviation type radios would transmit before their finals burned up.
@@kd5you1 It's all solid state. With half decent cooling, you should be able to transmit for decades
We can all be Monday morning quarterbacks, but the crew did the most important thing, “fly the airplane”.
Wow , amazing lesson, i tought that you have to completly forget about fly and concentrate all the crew attention over the radio issue, and , in some cases , ask to passengers for help. You are a wise men.
I’m sure they wouldn’t have asked you to help them.
@@flyerdon3116 sure. They would ask to you wise men, and you will wisely say " fly the airplane" . A truly ray of light over the situation
@@rastachicagomataderos There have been multiple crashes due to pilots forgetting to fly the plane while troubleshooting issues.
Hey, where did that spring fly off to? It belongs right here in the mike key. Help me look for it.
I don't know if it's my overly cautious nature, but when I was flying light aircraft, I ALWAYS carried a handheld radio and a handheld garmin with altimeter, even had the gps programmed with all airports in country. My instructor and I once did a full 200km flight with only these to test effectiveness (covered instruments, not off), worked brilliantly as a backup - completed the full flight on them.
I'm still a student pilot, so I haven't invested too much into equipment at this point, but I do plan on keeping a handheld radio with me for exactly these cases.
Technically, that wouldn't actually be legal, though. Germany has some weird laws and handheld radios may only be used by ground stations. You can't even have it as emergency backup - it's the presence of the radio itself that is illegal, not its use.
I'll probably keep one anyway. If I don't need it, nobody will know. If I do need it... glad to have it.
@@Yotanido You can also use your phone if not too high. Keep the tower numbers with you at all time. If bad reception, use SMS and text a friend that can relay.
@@Yotanido What if you jumped on a Radio Operators License? I have an Extra class license, you pay $10 here and keep them for life. Technically its a Ham Radio License, but still it would justify carrying a radio even if the Air frequencies are outside the Ham bands. My radio can transmit on Ham bands, Air bands, M.A.R.S and more so it would be hard for them to ping me for it. Is that a possibility for you?
@@Xanthopteryx good idea
@@Yotanido
That sounds like a law to be proudly violated.
Do they still have those "follow me" signs on the ground units?
Of course
Should’ve just sent the pilots a Facebook chat message!
AOL Voice: "You've got mail!"
No joke but I remember hearing the story of a pilot being vectored in for a landing in IFR conditions after declaring a 7600 squawk using text messages! It was a GA aircraft.
@@spicyweasel they do have text messaging system. It's called ACARS if I'm not mistaken. You can hear in the video the controller ask other plane of same airline to send them ACARS messages. It is mostly used by companies to communicate with their pilots.
@@kerucutgaming2216 Yes I do know about ACARS. But in the situation I described earlier the pilot had to use his cell phone and descend to a better altitude to SMS the tower. I found the video for you. ua-cam.com/video/UQtvi1ijPQ4/v-deo.html
This is one of the most intense videos I've seen so far. Just wow!! The way ATC handled that was incredible. Great job all around. That was seriously scary
I love how the priority was also on minimizing disruptions to the operations, and they were already vecoring in the next two aircraft to land before the emergency aircraft was even 5 miles out. And everything worked out.
Well remember, it was the CREW who figured out how to talk to the TOWER, not the other way around. the crew was dealing with an equipment failure but they knew their jobs.
thought it odd that they already cleared the aircraft behind for landing... maybe just say "continue approach" in this situation?
Love hearing pilot, other pilots, and ATC working so well together. Job well done by all.
great teamwork from everyone involved getting them back down and to the gate safely!
this is effectively an inadvertent "Denial-of-Service attack"
More commonly known as "jamming" in this context. It is one of the downsides of the simple analog radios used in aviation and a big yawning vulnerability in the system.
@@ghstark and this was just accidental - makes me wonder what sort of fun antics the electronic warfare planes like the Growlers can get up to lol :)
@@DaveWhoa I'll tell you a story about when I was in the Navy.
Stationed on a supply ship, got orders to head out into the Atlantic to do a hide and seek war game with some destroyers and a few aircraft. We were the rabbit and they were the fox.
We had a real smart Electronics Tech on the ship and he decided to turn our transmitters into high powered jammers. He had the carpenter make giant reflectors out of 2x4s and aluminum sheeting and he placed them right next to the 20 foot tall antennas, each pointing in a different direction. I'm assuming he increased the power on those transmitters, but I don't know for sure. Anyway, he started broadcasting AC/DC Back In Black album nonstop. Apparently, it worked because about an hour later we get a sat message from the fleet admiral back in Norfolk telling us to knock it off.
We never got picked to be the rabbit again.
@@operator0 hahahaha that's beautifully brilliant! :)
@@operator0 Haha, awesome
This makes you see how weak is the system by a tiny failure, but I'm glad to know that there's training of all sorts. We had here in Argentina a few months ago a saboteur with a handheld radio impresonating ATC, luckly nothing happened.
Cesar Queti the fact that they could still vector the emergency aircraft and all others in the vicinity is actually a testament to the strength of the system. Notice how they didn’t even have to use light signals to guide him in, and had plenty of resources to maintain contact with the aircraft despite a major radio failure.
That video is on this channel. Crazy to be that vulnerable too
I hadn't heard about that one. I probably wasn't subscribed to the channel yet and only watching a few here and there. I'll have to see if I can track it down.
Update: found it! ua-cam.com/video/7WKZNGisSqM/v-deo.html
@@VASAviation do you have the link ?
@@VASAviation nevermind i found it
Nicely done by everybody involved..... controllers, NORDO aircraft, and other aircraft trying to assist. Well orchestrated across the board.
I love how the (co-)pilot says ''You got a hot mic'' at 1:24
"the hell is that" "how did that happen" around the same time
Just another example of how talented commercial pilots and controllers are. This is a nightmare scenario and it was pulled off safely with just a brief interruption of commercial traffic. Well done to all involved
WOW...talk about tough conditions, this really mucked things up......Glad turned out Great..Could have had a different ending for sure....great work by everybody...Kudo's
Very interesting to see an hear how such an emergency is handled. I just wondered, do'nt they have an spare portable radio in the cockpit, so if the onboard radios fail, they can used that one? Since it will be used very seldom one should make sure its battery is alsways fully loaded though.
Nah thats not the practise..
1:50 What ATC sounds like in Star Wars
Anybody hear the "whoo" at 7:49 😂
Yes!
One big party in the tower...
I liked [tapping noises] lol
@@Sarah.Riedel me to. "Sir you have a stuck mic" *[tapping intensifies]*
@@king999art That is a hot mic 😏
Seems like an interesting case study in the failure of a complex engineering system. Notwithstanding the fact that it all turned out ok, are there any lessons to be learned from this that might change protocols or aspects of system design?
Using a 1930's radio frequency system for modern air traffic control.
Advantage is that everyone hears every transmission, when everyone is following standard radio procedures.
Disadvantage is that one stuck mic can ruin everyone's day.
Some Electrical/Electronics engineer might have an idea for how to update the system, but it would not be cheap. It would mean updating radios in every ATC center, control tower and aircraft on the planet.
Hoping radios get improved
@@fhuber7507 I am one of those electrical engineers, and also a pilot, and I very much prefer human voices over analog AM for reliability and robustness in conditions that make digital radio solutions fall over quickly.
@@VASAviation Espero que no. I'd much rather deal with AM radios under poor conditions like stuck mic than the same than the same with any digital radio system. Y digo esto como ingeniero eléctrico y piloto.
I know at my job some microphones timeout after 60 seconds and will make a loud audible 1 second "beep" if it does ever timeout. I wonder if something like that can be implemented in airplanes.
This radio failure effectively jammed the tower & departure frequencies. The sudden cease of communication, something so natural as expecting a light to turn on by pressing a light switch, is a frightening prospect that one tends to forget.
Great and timely video, as always! Just curious, was and is there any communications recordings available about Delta 1425 (the one that lost the engine cone mid flight from Atlanta to Baltimore)? I see very little mention of it anywhere, except the cabin videos.
I couldn't find anything interesting
Highly skilled pilots and ATC. Crisis averted!
If anyone is still watching this video, why is there no way for ATC to communicate to a Plane through some type of messaging or vise versa when there is RF? Thanks!
Because air traffic still uses the outdated simplex AM transmission system that should have been replaced by a modern system similar to what everyone else uses now...
With simplex AM the receiver is off when the transmitter is on. You need to press a button when you want to talk and when that button gets stuck you can only talk, not listen.
Compare that to your phone where you can talk and listen at the same time, due to much more modern techniques.
But in air traffic, everything is 25 years behind the times!
Good video with no tacky and unnecessary sims. The way these videos should be done.
I don't find them tacky at all but thanks though
Michelle Bradley the sims looks great, the only thing tacky here is your pink hair. Oof
@@VASAviation Depending on the incident, well done sims can really add to the video
@@Dfpijgyt564s65sgt Haha, too funny
I lost radios on my very first solo flight away from RDU. Landed at a practice field. I was PISSED!
5:42 AAL2234: "This is the only freq I'm copying anybody on" Then... 7:37 I wonder if JFK TWR could have used Guard instead, since nothing came through anyway.
Why can't we have Steve controlling on IVAO or VATSIM after his retirement?
8:29 caption problem 2x -- caption reads "straight as we can" but I hear "quick as we can"
No big deal
Couldn't the second officer make calls on his radio? I'm not a pilot but just wondering how this could happen on an airliner---no back up????
The radios are the same for both pilots. This may be a short somewhere deeper in the radio electrical system than just the push to talk switch.
I don't know about this, but it seems that having a backup system of communicating via text would help when the radio is out. Or would the text messages be on the same frequency as the radio?
Pull the radio circuit breaker and use the handheld portable radio you should have?
Or use one receive-only, and the handheld to xmt.
That is what's known a a shaky do! Nice work by A TV there!
1:25 "that's a hot mic [...] how the hell did that happen?"
Hand held backup radio transceiver for less than $300 would have made this a lot easier to deal with. Icom, Sporty’s, Yaesu
Airliners have thick, electrically heated windscreens which act as a faraday cage. You aren't going to do shit with a 2.5W HT
I do like how they kept telling him he had a stuck mic well after he and everyone else acknowledges he has a Radio Failure... so even in real life we have those annoying pop up messages.
I think the idea was that, if he can hear on Guard, then he should mean he can hang up on Guard.
Sadly that was not the case.
How do you get all of these!? I have radio failure and general emergency calls set to notify me on flight radar 24 but can’t seem to get any alerts from North America
Jonny 6631 • My FR is programmed to send alerts and I get them all, NA included
You also you flight radar or what program do you use?
@@dog_house875 FR24 will only notify you if the aircraft squawks 7600. You should have received this notification
So what app do you use vas?
"YOU'RE ON GUARD!" "GUAAAAAARD!"
Could you go around the back and pop the circuit breaker?
Just out of curiosity, CPDLC allows controllers to send pilots text messages directly right? Why is this not the standard and voice only a backup? Is it just impractical to ask pilots to text and aviate at the same time? Seems kind of dangerous one broken mic can prevent anyone on the frequency from communicating at all. Maybe ATC sends messages through CPDLC and pilots reply by voice? That way ATC can still provide instructions even without pilot confirming receipt of message in a similar situation? Just seems weird to me in 2021 we don't have a better system than every plane in an area being on a communal frequency that only allows one person to talk at a time.
We don't even let people text and drive, and you want people to text and fly? Voice is synchronous and immediate
@@algrant33 CPDLC is apparently standard or oceanic flights that are too far out for decent VHF reception. I'm not saying voice itself is bad. I'm saying not being able to talk because some other plane is having equipment failure and they have their push to talk stuck down seems dangerous.
Someone correct me, but if youre on an ifr flight plan (which is required by airlines) cant you still continue to your destination or clearance limit under 7600? Is that not what AVEF is supposed to be for? Did they have to turn back around?
not really, you gotta "check out" and "check in" in each sector. get your landing clearance, all of that. it happens from time to time that you get your military fighter jet escorts if you go silent on the radio for too long
If you are in vmc, must land as practical
You'd think the electronics can be redesigned by incorporating a Time-Delay (TD) with a momentary to help reset a fully energized and stuck circuit.
Isn’t jfk tower theoretically be using light signals for Nordo aircraft?
Affirm
Light gun signals are pretty simple, you can't tell the aircraft which taxiways to take. A follow me would be much easier
Smiley1701 it still doesn’t disregard that light signals still should come when the aircraft is in flight. It’s icao standard.
With how often I get 7600 alerts from FlightRadar, surprised there isn't more radio failures on this channel
Have you ever wondered why?
@@VASAviation Honestly, not really. I imagine there would be some interesting conversation between ATC and surrounding aircraft when a plane goes NORDO.
Still really neat video, especially in this specific instance!
Couldn't they use a cellphone to re-establish communication? I'm unsure how high transmission of those will go.
Cellphone masts aren't designed to direct signals upwards; since the vast majority of customers are on the ground.
Although some commercial aeroplanes do have sat-phones.
A boeotian question : In case of dead radio in the vincinity of an airport, is there a phone number than can be used by pilot to contact the ground ?
911
Yes, every ATC facility has a normal phone and phone number that can be found online. For example, I have my local towers phone number stored Incase I would experience a radio failure in the area
@@holdenm1400 Ok, thanx.
All of the pilots are meant to monitor 121.5 (emergency frequency), and this was in use during the incident (the term "on guard" implies the transmission is on that frequency). Unfortunately, the radio also tied up that frequency. The controller asked another pilot from the same airline to send a digital message to the pilot as well, and the emergency aircraft also set their transponder to squawk the code "7600" which means "no radio/NORDO". The squawk code is picked up by part of the airport's radar system, which is why the track shows up with the red letters that indicates an emergency condition. In general, these commercial planes have a pile of options for a technical fault like this, and it should not jeopardize the safety of any flights, but if they can't use the radio normally ( or like here, block the normal frequency) then normal operations can't proceed as usual.
Your first move should be to turn on one of the backup battery powered handheld radios in your flight bag and use that. Oh wait, the commercial airlines are probably too complacent and arrogant to properly equip their pilots with handhelds.
It’s amazing to hear how much is going on there! Great job communicating by everyone!
7:20 is the highlight LOL glad its handled
Maybe they could have fired a few flares from the ground?
A distinct color for the intended runway to land on?
improvised communications is a way to miscommunicate. There are allowances in the reg and in procedure to handle this.
The only RF I've seen on a 57 was the hydraulic quantity. Refill. Cool stuff. Learn something new all the time.
Wow, no one is commenting on the radio about transmitting on... "You have a stuck mic on Guard!" Ahh... THERE it is!.
Watching this high was a mistake. The demon voices around 2 minutes in are trying to get me
@9:06 I don't understand with an emergency in progress because a plane with a radio failure is landing (maybe on 4R), WHY would ATC tell AA276 that they are CLEARED TO LAND on 4R. That just seems silly to clear a plane to land when clearly they should NOT be CLEARED TO LAND. Is it only the USA that clears planes to land before they are truly clear to land? It's like clearing a plane to land on speculation.
Because in the US ATC is allowed to issue a CONDITIONAL landing clearance. ATC told AAL276 the conditions for his landing clearance as part of the transmission. If the crew confirms that clearance, they acknowledge the condition and be ready for the clearance to be cancelled if the conditions aren't met. As with everything - the PIC has the right to say "no" to anything they are uncomfortable with.
There is a video on this topic on the channel: ua-cam.com/video/ZBKxggsV-88/v-deo.html Outside the US, ATC usually says "continue approach, expect late landing clearance" in these situations.
Only in the US. There was an Air Canada flight cleared for landing at SFO, then tower tried to cancel the landing clearance but Air Canada didn't her them, so they landed. If they would stop giving landing clearances 100 miles out this wouldn't have happened.
@@VMCAviationVideos Are you talking about Air Canada 759? That had nothing to do with clearances. That had to do 100% with the crew. www.mercurynews.com/2018/09/25/ntsb-to-determine-probable-cause-of-why-air-canada-plane-nearly-landed-on-crowded-sfo-taxiway/
@@CAPFlyer He's talking about Air Canada 781
wonder if u could do the aussie jetstar flight that forgot his landing gear.few days ago
Do you have an inter company channel he may be monitoring or maybe his cell phone number. Lol
Sounds like those scout droids from star wars.
ExiledLife exactly what I thought of - Hoth!
Yuyuko!!
So we can send a man to the moon, split atoms, but have no backup for a “stuck mic.”
Seems really strange they did not yet change that very old radio system. If an aircraft can block everyone because of an open mic that really is an issue. At least I would think there should be a "distinct" frequency for both sides so that at least ground can still talk even if others can not talk because of such a mic stuck issue.
Unfortunately that's how VHF and air band works. I think radios should be improved too (apart from ACARS or Selcal systems)
True.. It should not be in this way. But there are so many factors, I can think of some:
1. Investing new system is costly. If the aviation industry has no major reason to force the manufacturer to make a new one, they will just use the existing radio system.
2. Training pilots to use the old system has lower cost than training pilots to use the new system.
3. Existing pilots need to be re-trained.
4. New radio system can't help company make money directly. Therefore, no need to be most advanced, acceptable would be fine. As long as no safety issue is compromised, company prefer not to change it.
It would be very difficult to replace AM VHF as the changeover would need to be coordinated world wide. Part of the problem here was the pilots not knowing their mic was stuck. Simple monitoring of this and an EICAS message notifying them might’ve helped them understand the cause of the RF failure. Disabling the affected ACP would resolve this.
The likely solution is make a brief broadcast on the jammed channel informing aircraft assigned to that channel to switch to alternate frequency nnn.n, then make the same announcement on guard so that the aircraft who couldn't hear on the jammed frequency get the message as well. Now communication can resume somewhat normally on the alternate, and the offending aircraft remains on the primary. The final challenge that remains is communicating with the aircraft with the stuck mic, as their alternate receivers are likely desensed by the active transmitter.
The likely reason that AAL2234 could still establish coms on guard is that 121.5 is nearly 15 megahertz off from the radio transmitting on 125.7, and the effects of receiver desense decrease the further away you get from the transmitter frequency.
A lot of planes already have the capability being built these days. A small LED light or a shadows or light emitted behind the COM1 logo
by 1:30 they were aware of an issue cause you hear one of them go “stuck mic… how the hell did that happen?”
Wouldnt it be a solution for AAL2234 to tune in a frequence that is not used and try to call with phone?
Sure it would. But they just don't understand the system and what is going wrong.
Shows the weakness of still using the “party channel” aspect of radios.
I mean he was told they have a stuck mic. Its easy to disable your radios. Sometimes is missing here.
Should be a small bright red light that indicate when you are transmitting.
There is in some aircraft
Dumb question but why couldn’t one of the pilots just call the ACT with a phone?
Sparta Gaming the cellular system doesn’t broadcast/receive at even fairly low altitudes.
Can't they use the ACARS to communicate whit ATC in case of radio failure? I'm just asking, I don't work in this field
It's separate digital transceiver. In this case was broken mic swith jamming operational frequency.
The Dispatchers can contact via ACARs but many ATC and other Company traffic can not.
Forgive my ignorance if the plane was around 3,000-5,000 AGL couldn't they just call operations or the tower on a cell phone from the cockpit? Then they switched to 7600 they figured it out the radio was useless.
Its near impossible to get a cell signal in the air under the right circumstances, the towers are aiming the signal toward the ground, not the sky. Ive flown in small airplanes, you lose signal the moment you get up in the air, after around 200ft which is where most towers reside
@@111himan Strange, I have flown in small airplanes and had cell reception up to 12000 feet
VMC Aviation Videos where in the heck do u fly where u get reception at that altitude? Must be a joke
@@flyingphobiahelp Not a joke, tracked my own flight at 12500 feet on flight radar
@@flyingphobiahelp ummm there was a lot of research done on this topic after 9/11. It is no problem getting a cell phone signal below like 10,000
is it not possible to phone the tower in a situation like this?
@All_Roads thanks for that i am by no means an aviation expert but i enjoy watching these videos
Carrying a handheld backup radio in your flightbag might be a wiser way of handling this situation. It is what they tell general aviation pilots to do. It is the same advice is given to boaters, carry backup handheld battery powered radios in case your built in radios fail.
I remember one incident where a small plane lost some of the electrical systems, and ended up text-messaging the tower. (No go on voice.) Can't recall where I saw it.
Edit: Found it. It's more dramatic than I remembered. The plane lost all electrical. ATC tracked down the pilot's name & phone number. Tried calling, no go. Text messaging worked. See here:
fearoflanding.com/atc/atc-heroes-a-super-bowl-save/
What’s the app do u using for see this screen with airplanes and the airports taxis runways terminals ...
That's not an app
You finally zoomed in on the radar so everyone can actually see it and read it. Thank you.
I've been doing this for months
God damn these controllers were really pushing tin up hill. Lucky the skilled pilots were able to find their way back to Kennedy.
I don't know if it's the same on planes, but as a HAM radio operator I would have lowered my power in a situation where my mic was stuck and stepping on other transmissions
You typically can't lower the power in this case. About the only option is to power off the radio.
I like that as a passenger on the plane, you most likely have no clue whats going on up front and this just seems like a normal flight
Whatever happened to the tower light signals?
What radar are you using? is it just pure editing or a program because I would love that. Thanks :)
We developed this program foe VASAviation
It might be how it’s visualized but I’m not sure why he made that company AA descend right in front of him, looked for a while they were on a collision course, especially with one of them 7600, just keep them at 6000 until they clear
9:00 a plane with a radio failure around and still clearing planes to land before the runway is clear. Seems a bit risky to me.
" communications are pretty sh..aky right now"
what does [BLOCKED] mean?
I love NY ATC.
"Somebody's got an open mic" is useless to say, no? It's not like they can hear you, right?
No. Most transport-level aircraft radios generate sidetone (the audio you hear back as you transmit) by activating the receive chain simultaneously. This is also common on ground ATC systems that use multiple voting receivers, they activate a receiver at a different site as you transmit. It is designed like this to give you confidence that your transmitter is working properly, if it's not you get a noticeable silence. If conditions are right, you can hear heterodyne squeal or even a message.
its to inform other traffic on that frequencie to double check what they hear, as to not crash because hearing the wrong massage
hello that driver is a professional with out proper tools .all of you make sure on you flying bag is a portable radio with fresh batteries . saludos
it sound like worn mic wires so his mic is shorting and thats cuase hot mic and static noises at same time
Great idea!
They really should put a hand held radio in the cockpit for this kinda thing! surely they can disable the radios if stuck TX
What was the cause of the failure?
Didn't chooch.
Jizz in the radio
@@karlsandin4515 Is that an observation or an implied command?
This is exactly why when I fly I carry a handheld
when u use headset from aliexpress)