Leading edge flap asymmetry. Aloha Air Cargo Boeing 767 has problem over Miami. Real ATC
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- Опубліковано 1 чер 2024
- THIS VIDEO IS A RECONSTRUCTION OF THE FOLLOWING SITUATION IN FLIGHT:
30-APR-2024. An Aloha Air Cargo Boeing 767-300 (B767) on behalf of Northern Air Cargo, registration N566NC, performing flight NAC802 / NC802 from Miami International Airport, FL (USA) to San Juan Luis Munoz Marin International Airport (Puerto Rico) shortly after takeoff from Miami Airport stopped climb at 3000 feet, declared an emergency and reported leading edge flap asymmetry. The flight crew decided to return to the airport of departure and requested the emergency trucks to meet them after landing. The airplane landed safely on runway 9, vacated the runway and stopped on taxiway for inspection.
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Image from thumbnail was provided by a passenger.
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Timestamps:
00:00 Description of situation
00:17 Leading edge flap asymmetry after takeoff. The pilots declare an emergency. Airplane is returning
03:28 Any HazMat on board? Fuel and souls on board
04:14 The flight crew is turning inbound final
05:58 The airplane is on frequency of Miami Tower
06:33 Landing at Miami Airport. Communications on the ground
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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.
Thank you very much for picking this Incident up!🙂👍
Good job!
does that mean one flap up and one down? or just one stuck up... or stuck down?
Description said slat asymmetry, so guess one was up and other was down. Just don't use slats, what's the big deal?
@@clqudy4750It's Huge deal!!! I'm losing sleep
@@clqudy4750 They likely couldn’t get one or more of them to move.
Yukon..Aloha..
I'm overweight... 😅
Try Golo.....🤑
Radio procedures were a little…loose…
“Equipment standingby…”
what does it means for equipment ?
The airport fire fighters, and possibly even ambulances and stuff, depending on the emergency. In this case "the equipment" is fire trucks dispatched to the runway that the emergency plane is going to land on, just standing by in case of fire. The fire fighters usually inspect the plane too, after an emergency landing, checking for hot brakes so they don't catch fire if heavy breaking is used in the emergency landing.
I wish ATC would get the "overweight landing" out of their lexicon. All PART25 aircraft are certified to be landed at the maximum gross weight well above the maximum landing gross weight. It just isn't an issue.
It's a lot easier than saying "we're gonna roll farther than usual and our brakes are gonna be hot."
But you're correct, landing weight is essentially infinite, if you're not concerned about taking off again.
@@aaronclark524 Nobody cares in an emergency where you're going to roll out. If you are landing over weight, perhaps you should use the entire length, check landing distance tables and brake cooling tables to know how hot they could get. It isn't a V1 cut maximum effort stop with little runway remaining. Just like the QRH directs you to and you'll be fine. Science!
This flight was planned between Florida and Puerto Rico i think. Thats not very far for a B767; a few weeks back a Delta 767 between the eastern USA and Germany, dumped fuel and turned back to land. They didn't start their oceanic crossing yet, still they dumped fuel before landing. So the "landing heavy" thing may not be possible if you are still near MTOW.
It was a United 763 out of Dulles for Munich; ua-cam.com/video/UsmpSXENC-4/v-deo.html. My bad.