Pilots LOSE CONTROL on Takeoff | Uncommanded PITCH UP Attitude
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- Опубліковано 6 вер 2024
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Keeping an eye on N413FX. Two consecutive returns for the same dangerous problem...
Great job from the pilots regaining control and putting it back down safely!
Did someone put MCAS on that airplane? I mean they didn't tell the Boeing pilots either.
Disregard my previous message; misread the website. 😅
What type of aircraft was this? I missed it if it was mentioned. Thanks.
@@Watchdog_McCoy_5.7x28 embraer 545
@@ThatCodeBlueboth in July.
The New York controllers get snippy when pilots do not understand them but cannot understand clear information that is given to them..
Indeed. The pilot was completely clear and concise, no subtitles needed. And yet ATC acted as if they were on a phone call only half listening to what he was saying.
Well, I would rather they ask questions if they aren’t 100% sure. Even if the questions seem repetitive or unnecessary.
This is just one guy, in a rare situation. Give him and his colleagues a break.
I'm not a pilot but my opinion after watching hundreds of hours of aviation related videos is that sometimes understanding radio communications, especially in busy airspace, is a special skill not unlike deciphering cave drawings. 😅 That said, these pilots were calm, concise and careful in speech. Adding to their growing list of issues by forcing them to repeat themselves is ridiculous. I noticed the pilots switched radio comms from the brit to an american. While not standard good on them to quickly realize communication accent might be an issue and change duties. Great CRM if that's what happened. That said it should be unnecessary.
These transmissions are recorded from independent receivers, not ATC receivers. Could be the reception by ATC was not as good as what we hear.
I would refuse to fly that plane after 2 issues like that until root cause was found. Well done by pilots, super dangerous.
Don't fly in black airspace.
Two NTSB reports later and management will do something about it hopefully.
I would not fly until root cause found AND rectified AND validated.
@adb012 Some issues seem fixed, are tested and validated, then reappear for no obvious reason. Could be a tiny chafe in a wire in just the right spot to cause a second or two of malfunction. Then not show itself for a month or years, or two days later but never appear again.
@@slartybarfastb3648… What I meant was simply that, in contrast to what the OP said, just finding the root cause doesn’t fix anything.
So…I was the controller that talked to the aircraft on departure. What these UA-cam videos don’t play for you is ALL of the other traffic on the same frequency and show you how busy the controller really is at the time of the situation. Yeah, he said MAYDAY but when you’re working departures off of 4 airports and taking arrivals from 4 additional facilities because you’re that short-staffed, you wanna make sure you’re comprehending EVERYTHING that pilot is saying. The public has no idea how busy EWR approach controllers are.
If I were you, I would change my name to abovegroundcontroler. Gives people more confidence :D
"copy Mayday, say intentions"
Then give them what they need.
It's not rocket science.
And yet some people here go straight to the racist "DEI hire" comments. You wouldn't be working in one of the busiest, if not THE busiest TRACON facility in the country without substantial experience. Shit pisses me off. I'm sorry on their behalf.
Thank you for giving your side of the story and thank you for remaining professional. Everyone in the sky, pilots and passengers alike, appreciate your work every day.
As someone in and out of EWR multiple times a week, thanks for the immense efforts, it doesn’t go unnoticed
Anyway, well done Victor, to go back and pull the prior incident. That was a pro move and why you’re the best in the business!
Always, thanks!!
right? that was the best 'but wait...theres more' moment anyone could have asked for
Yet another reason why autonomous and single pilot commercial passenger operations are a hard no-go IMHO.
There are millions and millions of of successful autonomous flights. Think drones.
@@AlbertHess-xy7ky Yeah, that's ALMOST the same as a passenger plane
@@AlbertHess-xy7ky and thousands and thousands of unsuccessful one's, still a high success rate - but drones don't carry ppl. No-one cares if a drone goes down.
I thought the first pilot said the left seat only lost control input, then the second pilot (Captain presumably) came on to clear things up.
I'm not a pilot though, and it wouldn't be Fly By Wire system here?
@@AlbertHess-xy7ky And no one is tracking when they crash either....
What the hell is wrong with ATC in the US? "mayday, mayday" "Roger, you said Mayday, right?" "yes, we had a loss of control." "Ok, you said mayday and you had a loss of control, right?" "yes, we had a momentary pitch up." "Ok, so you had a full loss of control, right?"
Say fuel, souls on board, do you intend to divert or continue to your destination?
I agree. ATC sounded unprepared and scared.
Got me on my nerves indeed. I was typing the captions like "F, YES!! He said Mayday FOUR TIMES!!"
Also apparently not passing any information of that emergency aircraft to the next controller
Diversity hire.
If the pilot calls Mayday and ends the call with standby, why do controllers always insist on asking a bunch of questions right away? Especially when they literally just stated the reason for the emergency. Pilots can of course just ignore ATC calls when they are busy with an emergency but there is always an instinct to reply right away.
And in general ATC seems to be talking a lot in this case. Why list all the possible options instead of just asking “Flexjet say intentions?“
I’m not saying ATC did a bad job by any means but this is just something I notice with a lot of emergencies.
It's called ATC inexperience. Aviation is not not like it was 20- 30 yrs ago (both pilots & controllers)
ATC did do a bad job. Repeatedly. All they had to do was say "Flexjet copy your MAYDAY, request intentions when able." Instead they tied up the circuit getting them to pass info again that they clearly understood the first time.
That pitch up was around 8000 fpm.
I see over 10k fpm at one point before they got it under control... not sure they were ready to be astronauts that day.
@@MeppyManCause? Trim went haywire?
Would love to hear from the maintenance team at Flexjet on this…. I had something similar happen to me a few years ago in my own plane.. I was on autopilot, straight and level.. all of a sudden the AHARS sensor thought we were diving towards the ground. The auto pilot immediately pitched up like a rocket ship. The AHARS unit was faulty. Turning off the AP was the fix, but it would have been disastrous if we were in the clouds.
It sounds like this jet is fly-by-wire.. could have been a problem with the sensors in the pilot-side stick 🤷♂️
@@jgrazzi its a FBW aircraft
Yikes
Jesus, the pilot could not be ANY more clear and the controller has to ask three times what happened?
Seriously!!!!! Maddening!
I don’t think Jesus was the pilot.
Yeah actually he could be more clear. He said the lost control and had an uncommanded climb followed by a descent. It sounds like they're and to drive straight into the ground. He neglected to mention they were back in control.
@@DavidPruittbullshit "we had a momentary loss of control, standby." The controller acknowledged the mayday and nothing else.
His next statement was that the left seat pilot has lost their controls. The controller responds asking if they have lost all control. He's not fucking listening to basic statements.
From a pilot - Go easy on NYC area ATC
They do a great job, in an incredibly busy area.
Verifying an emergency, and the aircraft declaring, is good practice.
As a controller not in the states I would have said "roger your mayday and momentarily loss of flight controls, say intentions (or vector until pilot has enough time to give intentions)"
Yeah: "maintain heading if able, and stay above 2000" (unless a CFIT or collision is imminent). It's the controllers role to clear the airspace for the mayday plane.
I would love to hear the CVR on that one.... When you're already pointing up and get an uncommanded more up, some words would follow
"OH SHITTTT" comes to mind!
@@blake86303 yep, I reckon that would've only been the start of it
@@rodneywallace2984 Followed of course by a few interjections concerning an apparently brain dead controller who doesn't understand the word Mayday.
Whisky-Tango-Foxtrot
@@beenaplumber8379 Apparently in the US you are supposed to say "I am declaring an emergency" instead of Mayday or Pan Pan.
Dang, that departure controller needs to take the plugs out of his ears and LISTEN to the pilot's transmission! "Mayday Mayday Mayday Mayday." then explains the mayday. ATC "You said mayday? and asks for the nature. Pilot reports a momentary loss of control and left-seat pilot lost his controls. ATC: "You lost all control?" Then the approach controller picking up the event was passed none of the prior information, only that the aircraft was returning to their control and wasn't even sure they'd declared an emergency. Isn't information commonly exchanged for situations like this?
Gee, way to add chaos and confusion into a very stressful event!
I hope you realize this is a cleaned up version of ATC recordings that does not include the dozens of other tasks they have to juggle at the same time.
Yeah the first controller didn't seem to know what was going on. Kept misunderstanding what the pilots were saying, made them repeat information they already provided, never really established what the emergency aircraft wanted to do and then apparently handed them off without passing on all the information. Luckily the second controller seemed much more focused and switched on.
or maby put them back in if they are hearing aids
That's nightmare fuel for sure - twice on the same aircraft consecutively
Was that first controller asleep?... MAYDAY said four times and he still questioned it!
UK controller here, do US ATC do any kind of emergency training? A common theme with a lot of emergencies recently seem to be some kind of startle effect, it comes across the controllers weren’t really listening and then not actually paying attention to what the pilots are saying or they don ‘t seem to understand the implications of the emergency situation the pilots are reporting. Not sure which is worse.
Just gotta say I have a close family member who flies for this company and actually this fleet. While I don't know these pilots, I couldn't be more proud of how calm and professional they were admidst a very serious problem in a very crowded airspace. It's good to know my family member works amongst such professionals. Kudos to Flexjet and these pilots specifically.
Wow that was fast. That was today. I was flying IFR today just a few miles West of TEB and it was not a fun day to be having an emergency. On departure early morning flew into the soup with clouds at 900’. Arriving we didn’t break out until about 1400’ with moderate precipitation but we at least had 6 miles of visibility. This occurred just 2 hours after we landed.
could unstable wx have something to do with pitch up?
Kudos to VASAviation for presenting both incidents and all his work in general.
Newsflash to ATC: MAYDAY 4 times means listen up right now, and respect what the crew says next - i.e. standby. Repeating everything (e.g. you said you lost control, etc.) not really helpful. Same for NY Approach... a simple "Flexjet 413 emergency flight, say intentions" would have been cool. But no - we get "um - at this point I'm not sure what your intentions are. I was told it happened at the end there but are you ready to shoot some type of approach, ready to come back in immediately or are you declaring some sort of emergency. Give me the whole full picture." Basically - why the hell does the controller have a verbak dump on the frequency, and then ask the flight again if they are declaring an emergency, when they akready freeking did it with the last controller. If that was a critical situation, ATC blocked the freq for almost 20 secs there.
Exactly! As a foreign pilot, I found US ATC tend to add too much unnecessary info ,just give me direct orders like frequency, alt , spd ,would be helpful enough ,
That is the reason you need to have one controller handling coordination only on every sector. Unnecessary questions don't only cost time, they cost lives.
Yeah, controllers seemed to have been caught sleeping and unaware of the demands they were putting on a crew in an emergency.
"Could not duplicate". "Ops check good"
NFF :(
Pilots had already declared an emergency, how is the next controller so clueless on the situation?
This control needs retraining. If he can’t listen he can replay last call, when a crew says mayday standby they have bigger fish to fry than to play telephone
The controller gets talked to on multiple frequencies all the time because he's working 4 approaches in the EWR area simultaneously and has to take in departures from 4 facilities. Read what he wrote in another comment above. It's not about playing telephone but being short-staffed with multiple a/c needing their fair share of attention, too. Can't just shut them out if you've got no colleague to hand over to.
You know you're listening to American ATC when the pilots have to explain everything about four tunes.
DEI policies will lead to deaths.
You probably know you’re listening to American ATC when you’re listening to ATC at all. So many countries now treat ATC comms. like it’s privileged and protected info with ridiculous laws prohibiting broadcast, despite being on public, unencrypted airwaves. England, France, Spain, Germany, etc.
EU: Copy mayday, when able say intentions. US: repeat last transmission, what is your rank in csgo, why are you not maintaining altitude, please please please do something. hello???? why are you flying this plain sir in an uncontrollable manor.
N413FX, are you mad at me?
possible pilot deviation, prepare to copy a number
Not just the EU..the rest of the planet and possible intergalactic comms too. The USA is special.
Pilot: Mayday
ATC: It´s July, dude.
I couldn't help reading the EU line with a Dutch accent in my head. AMS always comes across so competent and the guys I'd want in charge of any emergency.
The first ATC had normalcy bias, unable to process the unfolding emergency. That's really something they should train for.
I don't think you understand the problem with not maintaining altitude in that airspace... Although mayday, there is allot of traffic there.
That aircraft needs to be removed from service immediately until the problem is found. 2 incidents of the same type in 3 days? That's a problem. And for once, it's not a Boeing. And Jesus Christ, what was that first ATC doing? He was completely caught off-guard.
I'm glad the second time it happened they formally declared an emergency, now there's a paper trail and (hopefully) FAA follow up on this plane
@@connormcclintock6562 They formally declared an emergency the instant they first said mayday.
Question: Do we know that these were the same aircraft? Or just the same callsign?
@@connormcclintock6562 They don't need to declare an emergency in order to create a paper trail. Paper trail is created every time aircraft arrives with what ever issues and crew writes their concerns in the aircraft log, which is stored with the corrective action for a several years in the archives and duplicated digitally in the cloud. Also, last time this aircraft was experiencing different issues, that are likely related. Embraer is investigating it now.
A loss of flight controls is a major incident and requires being reported to the FAA within I believe 7 days. There’s going to be a paper trail emergency or not.
As always... thank you. Excellent work.
Can we all agree that YYYY-MM-DD is the CORRECT date format for languages that read left-to-right, and that anything else is just stupid since they make dates unsortable...
We do not agree
Nope. Shortest to longest. Day-month-year!
@@jaywhoisit4863Sorting your method would result in December 1st coming before January 2nd. That is just plain stupid.
Thanks!
Possible pilot deviation, VASAVIATION WILL BE MONITORING FUTURE FLIGHTS OF THIS AIRCRAFT 😂
Pilot should be asking for a number for that controller to call, fucking brutal
ATC needed subtitles for that perfectly understandable British accent.
Autopilot engage, sudden pitch up. Autopilot off, regain control....x2. Gee I wonder what maintenance Mike should look at?
Holy moly :O thats quite a story this plane has to tell!! Great job on the editing and I'm glad all turned out alright!
Ooooooh 👀I hope maintenance gets on top of it before anything serious happens.....
What is with the increase of controllers that have hearing problems
Just not paying attention. NY TRACON is just too busy
No kidding! He gave the info needed in the first transmission and ATC asks questions he’d already answered. Ridiculous.
DEI
its not hearing problems, its having him confirm again again what happened so there is no confusion
@@windshearahead7012he’s confirming the wrong information he is half way listening
What part of MAYDAY did you not understand?
Apparently, the part right after the Mayday
@@neilkurzman4907 That was another MAYDAY. Then another MAYDAY. Then the aircraft's callsign. Then another MAYDAY. You can see how so much complex information would confuse anyone!
@@softy8088
If you’re not paying attention because you’re doing something else and all the sudden you hear Mayday.
Why don’t you rationalize what was going on that he listened to the entire message and somehow didn’t hear it.
@@neilkurzman4907 that might be te reason the textbook correct way to use mayday is 3x mayday identifire message
Holy crap ATC.... we trying to fly the plane...
BUT I NEED MY INFO NOW
N90 U just ask them to state their intentions instead of a verbal marathon.
I know the controller who was working that position at the time. Whether you believe me or not is one thing. He’s an expert communicator, great controller, and has been heard on the channel many times.
@@centralcontroller6483 maybe you can tell him next time to keep it concise then!
Trim runaway and pitch issues are the things of nightmares. Excellent job by the flight crew.
Did that departure controller need to clear some wax out of his ears, or cleans his headset out?
Speakers in headset went bad or a cut wire so the pilots were not understandable
ICAO standard comms and the controller doesn’t even understand what a Mayday is…. Compare this ATC to the LHR controller after the BA 777 crashed short. Chalk and cheese
2 in a row, at very similar conditions ... FlextJet is taking it seriuosly
"MAYDAY" x3 is like clicking the push to talk switch to turn on the runway lights at an uncontrolled airport. That extra MAYDAY just reset the whole thing. Gotta give it a minute and click the switch 3x again.
1:50 "Flexjet 413, say intentions"
KISS.
the pilot could have been forgiven for using the immortal words of Samuel L. Jackson ... "English MuhFker ... do you speak it?" ... 😅
Be great if the controller actually fucking listened to the pilots.
ATC comms fail..... there, I've changed the video title to fit better.
TIL to declare an emergency on the first flight control issue. Actually, the first time was a flight director issue, so it's not obvious that it would become a flight control issue in future.
Well done, Victor! The comments are mostly music to my ears. The pilots did a proper MAYDAY call and ATC was out to lunch. Sad.
Seriously. How the hell do American controllers not knoq what a MAYDAY is. International standards, except for the almighty America
Mayday....................mayday.............mayday..... we had a momentary loss of control and need to return to the airport.....mayday.
Uhhhhhhhhhh.... did you say mayday?
Yes, mayday.
What's the nature of the emergency?
Everything I said after I said mayday 3x?
Ok, and just to confirm, you're declaring an emergency?
Ummmmmm, yes.
Okay, information Charlie is current... why don't you go ahead and tune in to that and give it a listen. Oh, and I'm also going to need souls on board, every 3rd letter of their first and last names, every 2nd letter of the middle names, their phone number, but backwards... and fuel on board, in pounds, converted to metric, and then divided by 2.3499999
What I'm hearing is that flexjet doesn't care about safety issues on their aircraft and will put it back into service without completing thorough repairs.
Are you an aviation professional? What is your background? If you say stuff like that I assume you have some facts. Do you care to share any of these facts, or you just throwing words around?
ATC: ok sir, now we'll begin to proceed to obtain your IQ and aptitude test.
This was not a MAYDAY situation, full control restored after one of two lost it for a few seconds. And then they asked for vectors to take their sweet time to run checklists.
Nite two day earlier for same issue, no MAYDAY declared.
But let’s all blame the atc cuz….
I see the frustration with ATC, lets remember that an emergency for them startles as much as it can in the cockpit, they may not have taken in exactly what was broadcast. Also these controllers also handle several frequencies, so may need to make sure they have got the right callsign. Admittedly, the MAYDAY call was pretty concise so really shouldn't have needed clarification, but if you're not sure its OK to ask. As the pilot if you are too busy to respond, ignore them or tell them to standby until you can.
Not just concise but seemed pretty right. And the pilot did say Standby, did he not?
maybe it's just me but doesn't it feel like the controller isn't helpful at all...in this situation I feel like ATC should help to slow things down not artificially complicate things. The pilot is going to maintain whatever altitude they can maintain..jesus, stop trying to pry info
1- Two incidents like this with one plane is how some @MentourPilot videos start out, including an ominous phrase like "keep this in mind" or "remember this"
2 - Is what we are hearing the same as what ATC hears; one of the controllers asks for a different channel?
3 - Does ATC have a specific protocol for a plane with complete loss of controls, like alerting community emergency response vehicles/hospitals? That might explain the controller's need to clarify complete loss vs temporary or partial loss (that everyone is so judgy [and occasionally racist] about)
4 - Two souls on board - I wonder if this was a repositioning flight to that airline's main maintenance airport?
5 - Searching the NTSB for Embraer incidents & accidents:
EMB-545 Accident #ERA23LA376
, Preliminary report: "The airplane then began to porpoise slightly when it was about 100 to 150 ft above mean sea level. The pilot tried to make corrections, but the airplane was not responding to his control inputs."
EMB-505 Accident #WPR23FA080, Preliminary report: "The fueler stated that the airplane was starting its takeoff roll on runway 13, and appeared to “pull up steep,” roll to the left, and the left wing impacted the ground."(there were apparent icing conditions)
[there were a number of EMB5-- that had runway excursions blamed on pilot braking, but one in dry conditions had an unexplained wheel speed mismatch]
Does that ATC listen to anything?!
CloudStrike upgrade? 😉
"LearJet 413 Mayday, Teterboro departure. Understand you have control issues. Say intention."
Now that was a serious code brown moment, pilots needed new pants i bet
Interesting…..thanks for history
Not in aviation just enjoy the channel and been watching for a bit....
How many more times could TWR ask them to explain themselves?? The pilots did a great job communicating. How frustrating!
I hear this time and time again in these videos, when an aircraft is returning to the departure airport, ATC MUST re-clear them to the airport. They are also supposed to be given the current ATIS; he just said it is current. ATC is not supposed to increase their workload during an emergency -- I would have re-cleared him and READ the ATIS info to him. Sloppy to the max!
Depending on the emergency, the aircraft and the destination, having ATC read the ATIS and you copying it down adds more workload than mentioning the latest. Why? Because we have Datalink and ACARS and we can just download the latest ATIS and weather with a couple clicks in the FMS and have it displayed there or even print it
@@VASAviation What I think you fail to understand is that the controller MUST re-clear the aircraft to the departure airport and you will see in my comment that ATC should just read the ATIS information. It does not require a flight plan. Example: " Flexjet 413, cleared to the Dallas Fort Worth airport via fly heading 270 vectors to runway 18L. ATIS information alpha is current, (proceed to read the ATIS info). It sounds like a minor detail but if an accident happened, that would be noted. I did the job for 20 years so unless things have changed, and I doubt they have, I can tell you this is required.
FlexJet 413: Check your calendar. It’s July. May was 2 months ago.
Everyones talking about the controller but no one is talking how the pilot for the first incident never called a mayday. Serious problem in the part 135 world where biz jet pilots don't report anything.
Was that first ATC a work exp kid?!
We have a control problem, we need to return to the airport and no, we don’t want to cancel IFR. Who’s training these controllers?
How many times does the pilot need to repeat himself? It's not hard. 7700, emergency.
JFC what is wrong with controllers these days? Wow just wow!
I conclude the problem only occurs during acceleration. Something needs tightening?
That Embraer has side stick fly by wire so yeah, that’s scary.
Controller doesnt know what Mayday and " standby" means
Slight confusion, "We're getting back on the route at this time" so he state he'll provide vectors. Does "Mayday" and/or "we're descending to 2,000" imply request to return? What in the exchange conveyed desire to return; what is protocol? (Note, during overtalk they added, "are declaring an emergency" but ATC was already processing before hearing that).
Continued gripe, in this century of digital communications simultaneous transmission should become IMPOSSIBLE in aviation. At least in this case IF you listened _carefully_ you could hear both of them on *this* recording; but often one transmission is completely blocked out. Perhaps *that* happened here too.
So sick of these controllers who do not listen or do not understand basic English.
Was there anything interesting on atc for the tornadoes that went through in Chicago?
Why would they ask the previous flight if they’re canceling IFR?
Because they stated they would be coming back, meaning the original IFR plan as filed is no longer effective. The controller thus needs to know if the return will be visual or under IFR, to know how to handle it, and whether the airspace needs to be cleared. If they can proceed visually, it simplifies things considerably.
Maybe ATC was prompted by the pilot stating a problem with their flight director.
@@skayt35 unlikely; ATC don't normally know much about specifics of individual planes' operations, and FD malfunctioning doesn't preclude an instrument approach anyway.
Hey Victor, can you pin that comment from the EWR controller in this comment section?
People need to understand what those guys deal with.
this were the worst unneeded responces from ATC I have ever heard.
Sometimes I wonder if atc is even listening.
Why can’t atc listen? Loss of flight controls. Stand by.
Sounds like this aircraft should be grounded for maintenance asap.
So wordy for a mayday call, just get them down safely 😢
ATC should NOT be short staffed ever! If America has hundreds of billions to send all around the world for bombs, aid, and gas stations in the desert, then maybe its time to keep that money here on things that benefit the AMERICAN people!
Maybe someone can answer this question. The automatic emergency questions from US ATC always ask for souls onboard and fuel in differing units depending where you are.
Souls onboard I get but how much influence does the amount of fuel have on the emergency response? Is the response not based on the aircraft type and that would get the same response whether it's fully fueled or on fumes?
Why don't the FAA just standardise the fuel question or is this the sort of thing where the weight is wanted by the responsers for containment purposes and the time by controllers to help set handling parameters like distance and urgency?
@MattAlton it makes a difference to the emergency vehicles in their prep for handling the emergency and potential fire on landing. I'm not sure which is worse, full tanks, or empty, given that vaporized fuel is highly explosive, vs. leaking fuel that spreads out everywhere and burns very hot. Those ARFF guys have a really difficult and dangerous job.
@@richarddaugherty8583 airside first responders sure do have a tough job and one where there is always at least one life at risk on the aircraft
@@richarddaugherty8583 Especially when you have to account for the insane amount of boredom these guys experience while they still need to be fully ready. One minute it's another day at work where nothing happens, the next they could be in the truck driving at full speed towards a massive fire.
Apparently they didn't fix it
Sounds like that jet picked up a gremlin or two somewhere in it's journeys.
For this European pilot...
Can anyone expain the US ATCs obsession with hearing the FUEL REMAINING IN LBS?
Does RADAR (TRACON?) not have the ability to multiply by 2.2? Why waste the pilot of a crippled aircraft's time in doing this silly calculation? The pilot has much more important stuff to do than MATHS for some random controller?!?
All three are speaking English, technically, but that doesn't mean they can all communicate efficiently with each other.
Weird, it should be impossible for that plane to be in the air after the initial malfunction. Maybe pilots didn't report it?
I've never understood why pilots wanna troubleshoot Pitch malfunctions in the air. Don't they remember the Alaska flight that went down troubleshooting their pitch malfunctions but they were hanging by threads on the jackscrew and with their insistence they stripped fully and plunged into ocean. I'd immediately turn to runway, landing checklists while inbound.
I think these controllers like to hear themselves talk.
When the only tool you have is a hammer, everything looks like a nail.
You can only overwork atc for so long
Not overworked. Just stupid.
It's okay. Airport operators and FAA have done the maths. They're fine with 300-700 dead every 3-5 years or so if it means capacity can be increased in the meantime. ;)
At this point hope they will not fly it before they find the RC and fix it.
MAYDAY! MAYDAY! MAYDAY! WE ARE CRASHING!
Um, Flight XYZ, are you declaring an emergency?
NEED VECTORS TO CLOSEST FLAT PLACE TO LAND!
Roger, XYZ, can I please get number of souls on board and fuel remaining.
It’s standard procedure.
ATC hopeless stuff up - stfu and let the pilot do His job he’ll communicate after he’s sorted everything else.