Flaps disagreement. Overweight and high speed landing. United B764 returned to Honolulu. Real ATC
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- Опубліковано 30 тра 2024
- THIS VIDEO IS A RECONSTRUCTION OF THE FOLLOWING SITUATION IN FLIGHT:
31-JAN-2023. A United Airlines Boeing 767-400 (B764), registration N59053, performing flight UAL362 / UA362 from Honolulu Daniel K. Inouye International Airport, HI (USA) to Newark Liberty International Airport, NY (USA) after departure requested to stop climb at 10000 and decided to stay in the area. Later the crew declared an emergency, requested to dump fuel and reported trailing edge flaps asymmetry. After fuel dumping they reported their intentions to make a high speed and overweight landing.
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Timestamps:
00:00 Description of situation
00:17 Initial climb
00:44 United 362 requested to stop climb
01:57 UAL362 is getting instructions to hold over FIX
04:00 The pilots declared an emergency
05:51 UAL362 started fuel dumping
06:31 United 362 contacted Center controller
10:11 UAL362 finished fuel dumping and ready for approach
12:15 The pilots contacted Approach controller
13:01 The pilots contacted Tower controller
14:01 Landing
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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.
If the whole pilot thing doesn't work out he can always be a radio DJ.
Professionalism 100
13:18 cleared for takeoff 😁
🤣
Sweet Jesus, is there someone else there I can talk to, over?
In the Boeing world flap disagree is very different than flap asymmetry. It simply means the flaps haven't moved to the position commanded by the flap handle. Soon after moving to the 75/76 we experienced a "flap disagree" on climb-out after selecting flaps 0 (up). The Captain was experienced and he reached over and thumped the flap handle down into the detent. The fault cleared and we continued the flight. After landing he wrote up the flap handle sensor. Years later, with a new Captain we were climbing out of KPHL in a 75 and after selecting flaps up we had a "flaps disagree" EICAS message. I thumped the handle down and it went out. Again, we continued and concluded the flight uneventfully. We made a similar logbook write-up. I have no knowledge of the cause of this flight's "flaps disagree" EICAS message but I wonder how many flights were discontinued because a sensor was out of rig.
Wow, didn't need the captions for once.
If you're going to have an issue where you have to turn back and cancel your flight, I can't think of a much better one than a flight from Hawaii back to the mainland...
Note that they used 8R for the return, which is the "reef runway" (12,000 feet).
most of it was at 10k feet, then down to 9k for fuel dumping
Flap 1: “I’m telling you, a tomato is botanically considered a fruit! It has seeds inside a nutrient-dense case!”
Flap 2: “Okay, then put it in a fruit salad!”
Captain: “Yeah, we need to head back.”
Haha made me giggle 😂
Well done video, as usual. Thanks.
Thank you 😊
14:35 I think tower said "gonna chock your wheels", i.e. put the rubber stops on them as a groundside parking brake, which is of course the norm at gates but very unusual for a "routine" brake check after a hot landing. I mean, it's logical, it's just very very unusual for them to actually do that.
They will chock the nose wheel so that the parking brakes can be released. The brakes cool much faster when the parking brake is released. Nobody is going to walk up to the main wheels with hot brakes just incase a fuse plug on a tire lets loose.
@@mikedeal3466 Like I said, it's totally logical, and also totally rare lol
@@mikedeal3466 Good point, but I was told it's better , if possible, to keep rolling slowly to prevent the wheel from fusing or welding to the brake assembly. This is of course if the fuse plug hasn't blown already. The thermal camera should be able to catch the temperature as it is rotating. Your thoughts?
@@bobteter4300 My last 24 years flying, I was on the B747-422. I flew SFO-SYD turns for several years. 13 hours into 15.5 hr flight to SYD, ECAM gave us a rev fail warning. We landed with no reversers in SYD on an amber alert. We rolled off the runway and stopped on the taxi way with ARF scanning our very smokey brakes. According to the FLT manual, we had to stay stationary till our brakes cooled to a certain point, then when could be towed, provided we did not use brakes.
@@mikedeal3466 Thanks. Sounds like a great career. My "reference" was an old 727 training video by the chief pilot at Northwest. The video, from the 1970s, was to show the increase in landing distance as you tack on extra knots above Vref. They shot the video (movie) in Montana, but I don't remember if it was Billings or Missoula. The last segment of the video was to demonstrate how short a distance the 27 could be put down. I forgot what the distance was, but I remember it was really short. I do remember him commenting on the smoking nose wheel and said "this is probably the only time the nose wheel brakes have ever been engaged". He also made the comment that they kept it moving to prevent the wheels from locking up. It was a long time ago and I don't remember the chief pilots name any longer. Thanks for the response.
I use 362 from Honolulu, love the non stop aspect of the flight.
Love the view of Waikiki climbing out.
The same exact aircraft doing the same flight to Newark just diverted back to Honolulu again today
Great and incamulated ATC Job !!!!
dam I didn't know a 767 could fly that far non stop.
honolulu atc sound so friendly :)
Many pilots have perfect radio voices.
That entire sequence of ATC left me... wanting. I get it, trying to be helpful, but some self importance and bad instructions made this aircrews work more difficult.
Holding south-west of ALANA means inbound course 045, doesn't it?
Roughly.
"Holding south-west of ALANA means inbound course 045, doesn't it?"
ATC must give you a point to hold at, the inbound radial to hold on, the side of the fix to hold and which direction of turn.
"United 362 Heavy, do you have an idea how long... an estimate of how long you'll be dumping fuel?"
"It'll be about the next 30 minutes, United 362 Heavy. "
"...You can't give me an estimate for another 30 minutes?"
NY Approach they are not! :)
They sounded like old friends 😅😅😅😅
As a non-pilot, I have a question: Why do so many pilots and flight controllers often speak so amazingly fast? If I didn’t have the text I’d often have no idea what they said. It must be especially difficult for foreign pilots to understand.
Because we understand each other and know what to listen for.
This wasn't an overweight landing.
Yes it was, the 767 can only dump from the center tanks, not the wing tanks, so you can completely empty the center and still be over weight
I wonder what the EPA thinks about them dumping that much raw fuel straight into the ocean...
It evaporates long before any reaches the surface.
Perhaps it evaporates, I hope that. BUT, before I started to watch at Atc emergencies, flying aircrafts mean to me: holidays, trips, adventures. Now my FIRST thought is dumping fuel😅
At that altitude, you can dump fuel and it will evaporate before it reaches the ocean. At least all of the former Continental 767s have fuel dumping.
Flaps Disagreement sounds so very British.
Hold on old chap, are you at 5 or 15?
I’m at 15. Have you been eating cucumber sandwiches again? Didn’t you hear the captain?
How dare you… I would never eat a cucumber sandwich before having my cup of tea…
Did you say tea? Earl Grey with a splash of milk please.
Sure but I didn’t bring a kettle with me…
Can’t take you anywhere old flap… don’t worry we have a stove and I have a pan-pan…
"disagree" is a common aviation word, even here in the states. "gear disagree" is the most common place to hear it, but it's also common in flaps/slats or even more direct flight controls like aileron, rudder, elevator. or for that matter instrumentation, airspeed disagree was the root cause which brought down the two 737MAXs, not to mention AFR447.
@@UnshavenStatue l'm still in shock that none of the dialogue was delivered in a female voice 😔
@@UnshavenStatue It's ok my guy, comedy just isn't for you. It's not fair but not all of us are born with a sense of humour and I'm sorry about that.
Dumping fuel for 30 minutes :( Makes me sad for like 20 reasons. Yuck.
the world has a lot of sky and fuel dumping dissipates and makes up 0.00000000000000000000001% of the sky.
Zak, go touch grass. Everything's going to be fine.
At that altitude it all evaporates anyway and turns into a very tiny portion of a very tiny portion of the natural evaporation of hydrocarbons on this planet. A waste, sure, but this was an emergency. They don't do that unless they have to.