We improved our Canadian Radar display thanks to Navcan and it looks very real now. Also thanks to IVAO-XA for this amazing radar map. As always, thanks to Late for helping with his awesome simulation!
David Hanny Being from Montreal, I hear her voice often on the Departure/Approach frequency. What is awesome is that she could switch from English to French and back to English within a heartbeat without flinching.
I loved this one. In particular due to the understanding of just how much those controllers are having to deal with when this stuff happens. Having to suddenly change a bunch of plans to get everything smoothed over in an efficient manner.
This is so cool to see. Im am currently in training for my ATC license at CYRC. Super cool to see some live footage from a place i know. Love these vids!
same happened to CRJ700 few days ago in Stockholm Arlanda, the same aircraft came back to the airport on 03.03 (flight SK4232) and 04.03 (SK195) with the same exact reason as they couldn't retract landing gear
Captain Maggie’s School of Landing Gear Issues course offers great insight to pilots who wish to brush up on their skills. She’ll even throw in a free box of Kleenex for nose gear issues. I heard she gives extra credit for pilots who can land on only one main gear.
I'm new to this, so maybe someone can help. Why land on 24L (9600 ft.) instead of 24R (11,000 ft.)? Even the controller says 24L is longer. The only displaced threshold I can see is for 06L, but that should have no impact landing on 24R, correct? Maybe I'm reading the charts wrong? Thanks for anyone that can explain.
Why were TSC774 unable to 24R? Seems approach knew that too since they asked. I checked aircraft type of TSC774 and its a A330-200 and thats not the superjumbo what I know, so very strange they rather waited for 24L instead setting up for 24R.
@@pio909 ooh just that, in case something happen, like a brake or flaps failure just at touchdown, but is it really allowed to have a runway which is under maintenace open at all? If something happens that causes a runway overrun, they will run into the maintenace area, possibly hurting personell or equipment and/or damaging the aircraft.
Normally when there is an emergency ATC will cancel the STAR on the runway they need for the emergency landing. Air Transat refused to switch runway 24L for 24R. So, basically, ATC cancelled the restrictions and let Air Transat land on 24L. They asked Swiss 87 to extend the downwind because of this.
It’s a standard practice in Canada. Even if you are cleared to descent to lower altitude, you have to abide by the charted altitudes and speeds of the STAR. Canceling the restrictions means that you don’t have to follow the altitudes and speeds on the STAR and just follow the controller’s instruction. You can usually get down faster, or fly faster, typically. As opposed to the USA, you get a clearance to an altitude, you disregard the STAR.
Are the waypoints (like "LOKBU" and "STAR") visible on this graphic? I don't see them represented anywhere (though it would be neat to know their whereabouts somehow).
When commercial airliners communicate with ATC as, say, "Swiss 87" are they using (part of) the physical plane's call number, the airline's flight number, or some other identifier??
Each airline has it's own callsign, so for them it's "Swiss" and their flight was #87, their plane reg. is HB-JHE (HB country code for Switzerland). Private planes, without an airline normally go by their tail number.
When the gear fails to retract, why not continue the flight with a fuel stop in say, Gander? Wouldn't that be safe and more economical and convenient than rebooking all the passengers and compensating them for the delay?
Am I missing something? From everything I can see, runway 22R is longer than 22L, yet ATC say that 22L is the longest runway as does the Air Transat flight who say that they will wait for 22L as they don't want 22R? What am I missing here as I've also just double checked online and have confirmed that 22L is only 9,600 ft, against 22R which is 11,000 ft? Any ideas what I've missed here anybody?
@@VASAviation Sorry, I meant 24L and 24R....... So what I meant is that they are saying that 24L is longer than 24R, but airport info shows 24R as being longer?
I'm not sure if I'm reading it correctly, but it seems to me that after 10:00 flights ACA760 and ROU1883 are very close to each other not even maintaining the required difference of 1.000ft in altitude. Can someone help me out here?
As mrfrenzy said, at least one of them is probably doing a visual approach, once that clearance is read back then they don’t need the usual 3 miles or 1000 feet separation for the terminal. The other possibility is that they have an approach monitor position open which closely watched the position and tracks of both aircraft, and allows the aircraft to be side by side on approach. I’m currently training for CYYC terminal and we have the same procedures with our parallels, which are a mile apart.
It’s Montreal so both official canadian language are accepted. I am base in Montreal and I am actually impressed that most of the comm were in english that day.
Michiel Vandermarliere French ATC services are available in both English and French within the Montreal Centre FIR ( Quebec and Eastern Ontario ). The language used is at the pilot discretion but they must stick to that language for the duration of the flight within the FIR. ATC are bilingual and would switch from one to another on the spot depending the situation. French is mostly used by Quebec-based crews (national and regional carriers) and local pilots. Of course, almost every international crews use English, except maybe Air France.
Lui Gomez 24R is shorten by Notam so no widebody aircraft can land at the airport while they are on the runways. That’s why the approach controller gave priority to all those widebody before landing Swiss.
No. Probably not. If gear pins were the problem, they would simply return without concern and no Pan call. Maybe a little embarrassed even. I think it's a failure of the gear shortening mechanism. Without it functioning, the gear will not fit and possibly damage the gear doors and tires. The gear will come down again and indicate safe, so they are not in a hurry to land.
When the green hydraulic system has had a low level due to ie leakage or maintenance, after servicing a circuit breaker needs to be reset or you'll end up with this. Not saying this is what happened but it is a possibility.
![[REAL ATC] British Airways A380 into Minneapolis | Medical Emergency](/img/n.gif)
We improved our Canadian Radar display thanks to Navcan and it looks very real now. Also thanks to IVAO-XA for this amazing radar map.
As always, thanks to Late for helping with his awesome simulation!
Do you have anything from that Gatwick EasyJet screwballing?
@@vakieh4381 nope. UK ATC has pretty heavy restrictions on listening, recording and distribution.
Well, if the gear are gonna get stuck, I'd certainly prefer them being down than up. XD
Indeed
No biggies. Ever seen a penguin flies out the water, slides to a complete stop on snow/ice ?
That female air traffic controller has such a clear voice. Something about it is different, and it makes her all the more understandable.
David Hanny Being from Montreal, I hear her voice often on the Departure/Approach frequency. What is awesome is that she could switch from English to French and back to English within a heartbeat without flinching.
That's because in montreal that is the accent. From all the french it causes our english to be more pronounced
If Celine Dion did ATC instead of that music stuff.
@@atubebuff She would sing her song titled 'fly'.
The controller working final 👍🏻👍🏻
This channel is highly addictive. Its 5:00 am here i spent whole night listening to this
Wonderfully clear communication from everyone on this one.
The incident report states that there was found to be damage to the right main gear hydraulic cylinder.
Thanks. My first instinct was that someone forgot to remove the downlock pin.
You are definitely on the top of your game on this one., these are always a joy to watch and listen to, keep up the good work.!
Thank you!!!!
I loved this one.
In particular due to the understanding of just how much those controllers are having to deal with when this stuff happens. Having to suddenly change a bunch of plans to get everything smoothed over in an efficient manner.
Really cool and professional ATCs ✈👍👍👍
1:18 clearest transmission of radio ever!
Even when pilots are dealing with an emergency they always have time to thank the controllers when changing frequencies.
What emergency? The gear is down and locked. They can't fly to the destination, but gear staying down is not unsafe.
@@muf722 In general.
Yes. Wish that would carry over to real life. Great video, I really enjoyed this.
That controller sounds like a news reporter
Assuming you mean clear and easy to understand.
@@philtll Yep.
😄
I love those videos, where ATC and pilots do everything right and are very professional, like this one
Wow that controller on final approach speaks so clearly!
This is so cool to see. Im am currently in training for my ATC license at CYRC. Super cool to see some live footage from a place i know. Love these vids!
Good luck!
@@VASAviation appreciate man, should be licensed within a month 😁
Le monde est petit je suis en pairing avec ton pere à Vegas live!
@@TheMarcgoss impossible! Haha, effectivement le monde est petit 😅 bon vol a vous deux! 👨✈️
Eric bergeron Eille c’est plein de Québécois ici!!!!!
Can we get the german air force pilots who did the belly landing in Phoenix a few days ago?
Very soon
That's some good ATC people. Awesome job planning the landings.
same happened to CRJ700 few days ago in Stockholm Arlanda, the same aircraft came back to the airport on 03.03 (flight SK4232) and 04.03 (SK195) with the same exact reason as they couldn't retract landing gear
Thank you so much for putting up all these fine videos. This channel is outstanding.
Wow, great ATC work. Kept all those plates spinning.
Wow at 9:46, did you notice when ACA760 fired the afterburner?
Yeah didn't you hear, they added a bunch of F-16s to their fleet.
Captain Maggie’s School of Landing Gear Issues course offers great insight to pilots who wish to brush up on their skills. She’ll even throw in a free box of Kleenex for nose gear issues. I heard she gives extra credit for pilots who can land on only one main gear.
This is the best emergency to have.
The shortening mechanism in the 330 broke ( so the wheels can fit in the wheel well), it took 2 days for it to be fixed and fly out
Love the FSX reconstruction!
As a heavy aircraft mechanic, have seen two aircraft return because the gear lock pins (mechanics put them in while towing).
This wasn't due to pins
Cool love the animation. Makes it so much better.
lol for one second I thought your title is a news headline
Another brilliant video Sir , big 👍
When did Celine Dion become an ATC? Ha! She is awesome on the mic and keeping all the traffic going.
Nicely done. Good comms.
I'm new to this, so maybe someone can help. Why land on 24L (9600 ft.) instead of 24R (11,000 ft.)? Even the controller says 24L is longer. The only displaced threshold I can see is for 06L, but that should have no impact landing on 24R, correct? Maybe I'm reading the charts wrong? Thanks for anyone that can explain.
24R is under construction and the lenght of the runway was reduced so 24L was actually longer than 24R during that time.
@@charleshartmann That explains it, thank you!
I saw this happening live there were so many emergency cars and trucks on the ground
Fantastic channel- much appreciated
Thanks for watching!
Can't retract the gear...that's a good problem to have. I've had four situations where I couldn't get the gear down. Good times, good times.
Why were TSC774 unable to 24R? Seems approach knew that too since they asked. I checked aircraft type of TSC774 and its a A330-200 and thats not the superjumbo what I know, so very strange they rather waited for 24L instead setting up for 24R.
if im correct runway maintenance
@@pio909 ooh just that, in case something happen, like a brake or flaps failure just at touchdown, but is it really allowed to have a runway which is under maintenace open at all? If something happens that causes a runway overrun, they will run into the maintenace area, possibly hurting personell or equipment and/or damaging the aircraft.
Due to maintenance, 24R length has been greatly reduced.
WOW! What's creepy is thats the airline, destination, departure airpot and flight number I'm going to be on in May. Weird
Awesome vid!
What is the STAR and the cancelled restrictions at 7:06?
Normally when there is an emergency ATC will cancel the STAR on the runway they need for the emergency landing. Air Transat refused to switch runway 24L for 24R. So, basically, ATC cancelled the restrictions and let Air Transat land on 24L. They asked Swiss 87 to extend the downwind because of this.
@@rtroajax Thank you
@@paradiserelaxation6081 Thank you
Sven you’re welcome! 👍🏻✈️
It’s a standard practice in Canada. Even if you are cleared to descent to lower altitude, you have to abide by the charted altitudes and speeds of the STAR. Canceling the restrictions means that you don’t have to follow the altitudes and speeds on the STAR and just follow the controller’s instruction. You can usually get down faster, or fly faster, typically. As opposed to the USA, you get a clearance to an altitude, you disregard the STAR.
04:19 .....we are declaring PÄNPÄN PÄNPÄNPÄN
I wonder what your German accent sounds like.
@@francescadarimini6476 Very Swiss.
@@SimplyTakuma Na, dann ist ja alles gut!
Great video 👍
What's the amber target with a (V) that comes in around 8:39 on the lower right?
VFR traffic
Are the waypoints (like "LOKBU" and "STAR") visible on this graphic? I don't see them represented anywhere (though it would be neat to know their whereabouts somehow).
Negative, waypoints are not represented on this map.
Silly question - Isn't 24R the longer runway? Why ask if they (TSC774) can take it then?
Maintenance works have shorten its LDA
When commercial airliners communicate with ATC as, say, "Swiss 87" are they using (part of) the physical plane's call number, the airline's flight number, or some other identifier??
Each airline has it's own callsign, so for them it's "Swiss" and their flight was #87, their plane reg. is HB-JHE (HB country code for Switzerland).
Private planes, without an airline normally go by their tail number.
When the gear fails to retract, why not continue the flight with a fuel stop in say, Gander? Wouldn't that be safe and more economical and convenient than rebooking all the passengers and compensating them for the delay?
Absolutely not. You don't cross the Atlantic from Gander to Europe with the gear extended and full passengers.
@@VASAviation why not? Is it an issue of comfort or stress to the airframe?
Shortening mechanism failure like the Aer lingus hat a few years ago ?
Am I missing something? From everything I can see, runway 22R is longer than 22L, yet ATC say that 22L is the longest runway as does the Air Transat flight who say that they will wait for 22L as they don't want 22R? What am I missing here as I've also just double checked online and have confirmed that 22L is only 9,600 ft, against 22R which is 11,000 ft?
Any ideas what I've missed here anybody?
No runways 22 here
@@VASAviation Sorry, I meant 24L and 24R.......
So what I meant is that they are saying that 24L is longer than 24R, but airport info shows 24R as being longer?
24R is under maintenance now
I was on the Nolinor 951 mentioned at 2:18
How come?
Do the emergency gear retraction checklist items.
Oops someone forgot to pull the gear pins out
Did they ferry with the gear down?
Negative, they fixed it in YUL
air canada jazz had to emergency land like 1 day ago LOL and then this.
I'm not sure if I'm reading it correctly, but it seems to me that after 10:00 flights ACA760 and ROU1883 are very close to each other not even maintaining the required difference of 1.000ft in altitude. Can someone help me out here?
They have visual separation when landing on parallell runways. That's why ATC asks if they can see eachother.
As mrfrenzy said, at least one of them is probably doing a visual approach, once that clearance is read back then they don’t need the usual 3 miles or 1000 feet separation for the terminal. The other possibility is that they have an approach monitor position open which closely watched the position and tracks of both aircraft, and allows the aircraft to be side by side on approach. I’m currently training for CYYC terminal and we have the same procedures with our parallels, which are a mile apart.
Wait why what's there French on the frequency around 8 minutes? I thought everyone had to speak English...
French is allowed
@@VASAviation interesting, is there any kind of protocol to make sure both sided speak French? Nice video BTW (as always)
Well, Canada is half French speaking so most of the local airlines and ATCs speak French too
It’s Montreal so both official canadian language are accepted. I am base in Montreal and I am actually impressed that most of the comm were in english that day.
Michiel Vandermarliere French ATC services are available in both English and French within the Montreal Centre FIR ( Quebec and Eastern Ontario ). The language used is at the pilot discretion but they must stick to that language for the duration of the flight within the FIR. ATC are bilingual and would switch from one to another on the spot depending the situation. French is mostly used by Quebec-based crews (national and regional carriers) and local pilots. Of course, almost every international crews use English, except maybe Air France.
The tower controller sounded annoyed with them asking for a runway full stop.
Lui Gomez 24R is shorten by Notam so no widebody aircraft can land at the airport while they are on the runways. That’s why the approach controller gave priority to all those widebody before landing Swiss.
Not really
Gear pins…
Better'n not being able to extend them.
Swiss FLT87: Technically we can't dump fuel... Delta FLT89: Hold my beer.
Were gear pins in?
No. Probably not. If gear pins were the problem, they would simply return without concern and no Pan call. Maybe a little embarrassed even. I think it's a failure of the gear shortening mechanism. Without it functioning, the gear will not fit and possibly damage the gear doors and tires. The gear will come down again and indicate safe, so they are not in a hurry to land.
Doesn't the 330 also have a gear pressure switch? That may have failed fooling the system to think it was still on the ground?
When the green hydraulic system has had a low level due to ie leakage or maintenance, after servicing a circuit breaker needs to be reset or you'll end up with this. Not saying this is what happened but it is a possibility.
I don’t think they would know if the gear pins were in. But I have had this once in my aviation career. It ended up being a broken gear handle.
KiberHD No, because the PTU would pick up the slack.
God damn it... why speak so fast...
When the simulation re do doesn’t have gear tilt
They’re not speaking French?
To expand I used to have friends flying into CYUL and tried to listen but they always spoke French
The controllers are NOT speaking ENGLISH
Often specially when its air france or a regional Canadian aircraft
Here in Montreal, we speak English and French. At the 1st communication, they already know if you want to do it in French or in English.
Topaz Powell they speaking which language?? I heard English....
Damn scarebus computer NOT smart enough to retract its wheels !!!! DUUUH!!!!!!!
First. Good work, as always.