MAYDAY. Flight control problem. Emergency return | Turkish Airlines Boeing 737-900 | Sofia, ATC
Вставка
- Опубліковано 9 лют 2022
- THIS VIDEO IS A RECONSTRUCTION OF THE FOLLOWING SITUATION IN FLIGHT:
06-FEB-2022. A Turkish Airlines Boeing 737-900 (B739), registration TC-JYF, performing THY1030 / TK1030 (Callsign THY2RQ) from Sofia Airport (Bulgaria) to Istanbul Airport (Turkey) after departure reported flight control problem, requested return back to Sofia and declared MAYDAY.
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PART OF TEXT VERSION OF COMMUNICATIONS THAT I'M ABLE TO INCLUDE HERE. Do you want more? Write in comments and I'll give you remaining part of text communications (Read if subtitles in video were fast):
TOWER: Turkish 2RQ, wind 160 degrees 7 knots RW 27 cleared for take-off. When airborne 123.7, nice flight.
THY2RQ: Cleared for take-off 27, Turkish 2RQ, have a good day, sir.
THY2RQ: Sofia, hello, Turkish 2RQ, climbing FL230.
RADAR: Turkish 2RQ, hello, Sofia Radar, identified, climb to FL230.
RADAR: Turkish 2RQ, and turn right direct to RILEX.
THY2RQ: Roger, proceeding direct to RUMEN, Turkish 4RQ.
RADAR: And waypoint after RUMEN, RILEX.
THY2RQ: Roger, RILEX, Turkish 4RQ.
THY2RQ: And Sofia, Turkish 2RQ, we have flight control problem. Request radar vectors to land back at Sofia. And we’re requesting to maintain 6000 approximately.
RADAR: Turkish 2RQ, copied. Turn left heading 110.
THY2RQ: Roger, left heading 110, Turkish 2RQ.
RADAR: Turkish 2RQ, and are you declaring an emergency?
THY2RQ: That’s affirm, Turkish 2RK, request… we’re declaring an emergency, MAYDAY-MAYDAY-MAYDAY.
THY2RK: And can you say again the heading, for Turkish 2RQ.
RADAR: Left heading 110.
THY2RQ: Roger, left heading 110, Turkish 2RQ.
RADAR: Turkish 2RQ, do you like to give a vectors for RW 27? Correction, RW 09.
THY2RQ: Yes, we can take vectors for RW 09.
RADAR: Turkish 2RQ, take heading 210, expect vectors for ILS approach RW 27, correction RW 09.
THY2RQ: Roger, left heading 210. Confirm?
RADAR: … take heading 210.
THY2RQ: Roger, left heading 210, expect radar vectors.
RADAR: Turkish 2RQ, take heading 2, maintain heading 210.
THY2RQ: Turning left heading 21… right heading 210, Turkish 2RQ.
RADAR: Turkish 2RQ, descend to 4500 feet.
THY2RQ: Roger, descend to 4500, Turkish 2RQ.
RADAR: Turkish 2RQ, and what is your indicated speed?
THY2RQ: Roger, we’re reducing now, Turkish 2RQ.
RADAR: And confirm that you’re able to fly the aircraft?
THY2RQ: That’s affirm.
RADAR: Turkish 2RQ, take heading further to the left 250
THY2RQ: Roger, to the left heading 250.
THY2RQ: Confirm, right heading 250?
RADAR: Correct, right heading 250.
THY2RQ: Roger, right heading 250, Turkish 2RQ.
RADAR: Turkish 2RQ, maintain 5000 feet. And are you able to turn final on your own?
THY2RQ: …request radar vectors and request descend 4500, Turkish 2RQ.
RADAR: Maintain 5000 feet because of terrain. Reduce speed 180 knots.
THY2RQ: Roger, maintain 5000, Turkish 2RQ.
RADAR: Turkish 2RQ, turn left heading 095.
THY2RQ: Roger, left heading 095, Turkish 2RQ.
RADAR: Turkish 2RQ, cleared to intercept localizer RW 09.
THY2RQ: Roger, cleared localizer on heading 095.
RADAR: Turkish 2RQ, continue left turn to heading 070.
------ This is maximum I can write here. Do you want more? Write in comments and I'll give you remaining part of text communications ------
THE VALUE OF THIS VIDEO:
THE MAIN VALUE IS EDUCATION. This reconstruction will be useful for actual or future air traffic controllers and pilots, people who plan to connect life with aviation, who like aviation. With help of this video reconstruction you’ll learn how to use radiotelephony rules, Aviation English language and general English language (for people whose native language is not English) in situation in flight, which was shown. THE MAIN REASON I DO THIS IS TO HELP PEOPLE TO UNDERSTAND EVERY EMERGENCY SITUATION, EVERY WORD AND EVERY MOVE OF AIRCRAFT.
SOURCES OF MATERIAL, LICENSES AND PERMISSIONS:
Source of communications - www.liveatc.net/ (I have a permission (Letter) for commercial use of radio communications from LiveATC.net).
Map, aerial pictures (License (ODbL) ©OpenStreetMap -www.openstreetmap.org/copyrig...) Permission for commercial use, royalty-free use.
Radar screen (In new versions of videos) - Made by author.
Text version of communication - Made by Author.
Video editing - Made by author.
HOW I DO VIDEOS:
1) I monitor media, airspace, looking for any non-standard, emergency and interesting situation.
2) I find communications of ATC unit for the period of time I need.
3) I take only phrases between air traffic controller and selected flight.
4) I find a flight path of selected aircraft.
5) I make an animation (early couple of videos don’t have animation) of flight path and aircraft, where the aircraft goes on his route.
6) When I edit video I put phrases of communications to specific points in video (in tandem with animation).
7) Together with my comments (voice and text) I edit and make a reconstruction of emergency, non-standard and interesting situation in flight.
![[REAL ATC] Turkish B77W is HIT BY SEVERE TURBULENCE | Multiple Injuries](/img/n.gif)
Fortunately it ended well, but some additional training in radio communication wouldn't hurt
I see a lot of hate regarding the ATC. His English is definitely not perfect, but it sure is enough for the pilots to understand him. I'm pretty sure that it is a very stressful situation that the video can not display in such way to make you feel the intensity of the said moment, and I can not imagine the way the situation felt in the control tower, so I do understand the mistakes made from nervousness. The only thing i can say is congratulations to the pilots and the ATC for bringing the aircraft back safely, and we all should be happy for the outcome :))
That’s all that matters in the end. Of course once the dust settled, both sides should analyze and take useful lessons away!
The poor ATC controller seemed more stressed than the pilots. He needs to brush-up on left vs right as this complicated things quite a bit. I'm glad the outcome was successful in the end.
I thought the same. The pilot did an excellent job with active listening and seeking confirmation several times. Particularly if not in her first language, this showcased how she has great attention to detail and avoided misinterpreting ATC instructions.
@@bikkies English is not first language for either of then
Aproach from that side of the runway is over Sofia City center, so... the question of "Do you have controls" was on point :)
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Souls on board, remaining fuel, nature of the emergency, assistance of the services needed
Didn't hear it
Excellent work of the pilots and the ground staff. A great tragedy over a big city was avoided. According to Bulgarian TV news prog., the plane was flying in an impossible roll. The testimonies are shocking. Even the flight attendants were crying. All on board performеd the ground collision command. Many passengers did say goodbye to their life. Thank you crew and ground control.
It sounds to me as if this is the second day on the job for the controller. He wanted them to turn RIGHT to 110, but said left. The pilot asked to confirm "RIGHT" but didn't stress the word enough for him to notice his mistake. He then took them turning left (as he requested) as a request from them to land runway 27 with the tailwind. Slowly the pilots started noticing his mistakes more and more and helping him correct his mistakes. He didn't stop confusing left and right until they had to vacate the runway at echo.
He’s a disaster waiting to happen!
Great pilots and handling.
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Good coorperatoon. Bravo.
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LBSF/SOF has high terrain all over. Primary task of both crew and ATC is to keep the a/c safe!!! Besides at certain times the tailwind onto RW27 could be up to 15 knots until short final. Would be nice with FC failure... I don't give a shit about their English as long as they understand each other. I did assesment with a native English speaking pilot some years ago in the sim at LSGG/GVA. He elected to fly the whole E/O procedure with an uncontrolable fire and landed After 17'. I told him 3 times we need to stay at 5000' and turn over the lake. MUST have had a problem with my English. It was an assesment after all.Eventually I stopped. I made it. He failed.
Holy shit, that controller was more nervous than the flight crew and had more problems between left and right than my 90 year old grandma when driving her 63 beetle.
I hope that the Turkish equivalent of the NTSB, along with the NTSB and Boeing, find out why this happened to a basically brand new plane - the 900 series. It may be one of those "one-in-a-million scenarios, or the first instance of a hidden flaw that needs a fleet wide fix.
Yes.. Good point Bill. I'm sure they would have looked into it as nothing should be taken for granted where aircraft and passenger safety is concerned. It would be in the interest of Turkish Airways who ate a very respected airline , to know what caused the flight control problems.. As you say , particularly as this is a nearly new 900 series B737..
I wouldn’t say it is that new. Boeing doesn’t produce the -900 series anymore, and this particular aircraft has been in service with Turkish for almost 10 years. The 900 has an outstanding track record, very minimal incidents.
A lot of corrections by both parties during this ordeal. Glad it all sorted out in the end.
They were stressed.
@@YouCanSeeATC
That doesn’t justify making such and so many corrections, imo
Seems the Bulgarian controller was having difficulties knowing his right from his left..
Turkish Airways crew are usually very professional. . I agree , I think it was probably a very stressful time in the cockpit having recently just taken off.. This is a critical time when a lot of parameters have to be accessed and figured out by the crew..
@@YouCanSeeATC not knowing left from right isn’t stress. It is incompetence.
Funny that the controller sounds more nervous than the pilot monitoring. Also, same one for radar, tower and ground?
The work of ATC was not good. They made a orbit over the city with flight control issue. The suitable RW for this is 27( approach over not populated area) and not 09 over the city.
Turn left turn right turn left turn right. Луда я напраиха туркинята
Да , пълен аматьор . Да го беше сменил някой старши
"Flight control problems" is a bit too generic, encompassing anything between "the slats don't want to retract" to "the MCAS is trying to kill us".
Problem with working in a foreign language. You know what you want to say but have to stop and think how to say it in a foreign language. (English is used so pilot and atc are both equally frustrated)
Not sure if it was a ATC language issue, competence issue, or both. But his communication was potentially dangerous. Hope his agency dealt with it. Glad I'm not flying in his airspace.
Maybe the ATC was a bulgarian person xD
I’ve never in my life heard a controller like this
Does not sound like the best ATC getting confused. Never asked for WHAT PROBLEM, FUEL, SOULS and if EQUIPMENT is needed even after MAYDAY. Only when they were on the deck they asked.
Agreed.. ATC didn't appear to be Gary professional in this situation and didn't seem to know his left from his right.. I think the situation caught him off guard.. The crew had enough on their plate to sort out without the controllers incompetence but fortunately it all ended well..
Why would he ask for fuel and souls on board after the plane had just departed from the same airport its landing on.The airport operations centre already has that information.Duh.
@@tsvetomirkrastev6930 It's policy in all emergency situations for ATC to ask fuel on board and souls on board (SOB) passenger count + crew.. THIS IS NORMAL PRACTICE.. They must also ask the nature of the problem or emergency so fire crew can be on standby after landing if required. You should not criticise procedures that you obviously know nothing about..
@@ianjameshodges2999 Im not arguing that asking these questions is not normal practice in an emergency,however the ATCO has discretion to act based on his experience and judgment.In this particular case asking for POB and FOB would just increase radio communication needlessly.The aircraft took off from Sofia airport, declared an emergency and landed at the same airport .The radar approach unit is also based at that airport.The information about ,passengers, crew and fuel is already available to the fire and rescue service which is also based at the airport.
Atc: Confirm you are able to fly the aircraft?
Pilot: No, we are not, we are trying to find the remote as we speak.
Perhaps its not an unreasonable question to ask when the crew declared flight control problems.They might have issues while performing turns or when descending.The ATC needs to estimate how much distance from the runway the aircraft might need before turning base.
Lot of confusion between Left & Right, Headings and Runway Nos.
Very disconcerting.
I want more
"Flight control problems" is very generic, and there is a huge difference between something like "stuck flaps" and something like "the elevator won't respond". For these situations, I wish pilots would be a little more specific about the exact nature of the problem.
Exactly ! More detail could have been given by the crew unless they could not determine the issues affecting the problem..
I would like to know as well, but ATC should know in order to help avoid making too many turns, level changes or whatever the flight controls are problematic for
@@BarryHofland. Yes you are quite right Barry.. The more information passed the better. Guess however the workload at critical times is not always easy for the crews.
Hence the question" Confirm you are able to fly the aircraft?"
Wow,,,, and it all ended okay. The controller needs to back up and get a refresher course and then come back.
Glad this ended well. Great piloting but this ATC really needs remedial training. We don't need controllers who consistently mixes up their body relative directions, handling emergencies.
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WOW, wow, wow.... get that ATC some training... oh my goodness
Look at yours ... First
remember kids it’s not a max
it is or not?
@@KingKIK0 NOT
max or not, it's a boeing piece of shit
@@SwordQuake2 mad asf
Nice video. Wish I could say the same for the com in this situation. Hopefully the PF was in better control of the situation than the pilot talking to ATC. Approach control's communication wasn't ideal either
I thought pilot monitoring did well. She was sharp at catching ambiguities/mistakes in ATC's wording, and seeking clarification.
Left is where your thumb is right.
ATC is all fucked up here. Get it right (or left) man.
I AGREE with your analysis BUT, No need to use bad language here mate.. Surely you can voice your remarks without using the "F " word.. there are kids on here my friend..
Tower didn’t ask souls on board and fuel remaining!
Many do not. it's mainly an American thing.
@@AirspotterUK Well they should, doesn’t matter if it’s mainly an American thing.
@Jack Waste of time doesnt achieve much if anything.
@@AirspotterUK Sure it does, especially for ground responding fire units. For pilots, saying that information is not a time waster, as it’s right in front of them.
I know the pilot has the info. The point sometimes they ask in time sometimes in weight.
When it comes to the firefighters.
They will keep working with or without the numbers at the time of the incident; it doesn't matter.
A fuel fed fire is a fuel fed fire, Having 5 extra tons or 1 hour more fuel makes no difference.
As for the number of people again in the early stages it won't change anything 50 or 100 people on board.
The fire service at least in the Europe will have access to this from the airline.
It's just one of those things that gets asked because it's always asked.
It doesn't change anything anymore.
Still clearly asking puts people at ease becuase it's been asked. So I guess that helps.
some pillock wants to learn his left from his right - before he kills someone! Well done to an already overworked pilot for staying on top of it
Pilot was on it, ATF not so much.
It was a little painful to listen to, but like they didn't fly into the terrain, so it's all good I guess.
Wow! Not very confidence inspiring with any of the parties involved.
Yikes
HORRIBLE COM SKILLS> HORRIBLE>
very poor communication from the pilot. her accent reminds me kinda indian. she kept saying roger to everything and she couldn't even reply back the correct runway designation before take off. (what is your speed ? Roger reducing :D ) Way too many mistakes.
and used wrong callsigns a few times
That’s just a nonsense comment my friend. Try to imagine yourself in an emergency situation. Would you even be able to remember your own name? In my opinion(15 years airline experience) she did very well on the radio. Kept it short and precise. If you know about aviation, you know that it is normal to make mistakes. In fact when the controller made right/left mistake, the PILOT corrected him. That shows that the pilots were on top of the problem and had good situational awareness.
@@danielfreifeldtaisen 25 years xp here. Let me ask you one thing. She even failed to reply T/O clearance correctly. There was no emergency whatsoever at that moment. Just by listening this entire video I can easily say she needs some serious aviation English lessons. If Heatrow asks you “what is your speed ? You can’t reply Roger reducing “ So you can clearly see that regardless of the emergency she got some issues of communication. I will learn what happened on that flight and write here so we can understand severity of the problem but as far as I know this same exact failure happened previously on this aircraft and that was sorted without Mayday. Anyway all written here is my own opinion
@@omerozgur1126 I’m waiting for your investigation Abi. I don’t think it’s fair to accuse the pilot of wrong doing. Of course we should speak correct on the radio. But you know as well as me that it often happens that pilots are not 100% standard. I don’t know her Level on her license. But I’m sure it’s above 4. And that’s plenty enough to make it understandable. I flew a lot in US and it’s unbelievable non standard. But everyone understands everyone. So it works. Same in Brazil. Same in Africa.
All opinions written here are my own personal opinions.