American Airlines Emergency Landing at JFK (ATC)

An American Airlines Boeing 767-200, operating flight 180 from LAX to JFK, declares emergency while approaching the airport due to a missing indication that the right main landing gear was extended. The crew performed a fly-by on runway 22R: upon receiving confirmation from the ground that the gear appeared to be down, the pilots circled to land ASAP as the aircraft was also starting to be low on fuel. Once on the ground, rescue vehicles inspected the brakes, pinned the gear and the aircraft was then towed to its gate.
Recorded on Liveatc.net
Edited and subtitled by myself.

[@davidmalone9022]

I think what I liked most about the actions by the cockpit crew was immediate refusal to go back to approach, instead - under emergency status - informing tower clearly of what their intentions were. It's easy to get into a mindset of not thinking of refusing an ATC instruction. Great job.

[@shhmule]

I just gained a whole lot of respect for the controllers and pilots here. Great job!

[@radbcc]

Clear, concise, and calm = Perfect execution... Well done by all....

[@rockslide4802]

Nothing concise about it. Excessive radio time on part of both pilots and ATC. Non standard communication by both. Excessive time spent on dealing with bulb when fuel status was known to be getting lower. (Eastern pilots who were preoccupied with a malfunctioning landing gear bulb ended up crashing into the Everglades). After landing emergency equipment crew did not report condition of brakes as pilot requested.

[@salty7943]

@@rockslide4802 what? you have to maintain everyone being calm some friendly calm banter does just that they needed them to keep talking to make sure they were still there and didnt run into all the other planes they did a great job no noe got made everyone was calm and no one died

[@Teverell]

"If you guys wanna take off, we appreciate your time." Make sure you get the correct clearances from Tower before you take off, Rescue 1! :D

[@stmad36]

'yet another example of the excellent professionalism shown from aircraft pilots

[@fhuber7507]

Thankfully most of these end up being bad indications, but everything works fine. Abundance of caution keeping the passengers safe = good job all around.

[@Bmoney4206]

Unsung hero who gets no credit AA1782 who was final for 22R, went missed to give way to AA180 who was circling into his path for 22R.

[@kellyl470]

This is fasinating! True professionals at work! I actually live like 20 min from CLE Hopkins Int'l Airport & have heard 3 planes flying while I listened to this. I have great respect for everyone in this industry!😊

[@jscottcurrier]

JFK controllers get angry from time to time but boy are they good. Probably the best in the world. Hats off to them.

[@mLi75]

professional and polite.

[@alixena9340]

Good to hear such clear voices from the ATC, especially considering it was JFK.

[@rty1955]

Well it was night time. NY ATC is. It that busy at night. Had many a pleasant conversations with them at night

[@stevenshillinger775]

You didn't happen to see our tug wandering around did you? Must've been the Mediocre (Super) Tug as Kennedy Steve would call it. 😂 Seriously though, great work by all and glad it all worked out in the best possible way.

[@lolatwinkletoes]

Yes but it was an American tug not Delta tug 2. 😂😂😂

[@lolatwinkletoes]

kzbin.infoM-kj-lgrmCc?feature=share

[@pamspurgers3578]

I know this is way after your comment but Kennedy Steve was handling approach.

[@Jimmythekid007]

True Pro`s All around, makes me very proud !

[@airbusisawesome]

Wow that was impressive! All parties were very professional (which is sometimes rare with ATC at JFK) and the pilots handled the situation very well. Thanks for the video!

[@tomski787]

I never fail to be impressed with the ultra-calm professionalism shown in commercial a/c emergencies. Try playing this whilst concentrating on some other task, so you only hear the tone and not the content. It's like they're discussing the weather over a couple of drinks, for gods sake! I'm sure my voice would have acquired at least one higher octave...

[@brianlewis9405]

+Tom Foyle thinking the same

[@seanriokifarrell]

+Tom Foyle True that, but that is the response you want...

[@allexfenty]

Same here. How in the bloody hell do they do this. The level of concentration is incredible. I get nauseous just hearing the same words repeated over and over as well.

[@iridiumcaptain]

Alex Fenty By the time you're piloting one of these birds, you've already spend somewhere on the order of 40-60 hours (or more) studying every system of the aircraft, and at least as much time studying how to operate everything on the aircraft. After the studying, you spend about that much time again in a simulator. On the simulator, you practice what start out as normal flights, but as they progress, more and more things fail until you are in a serious emergency situation. The procedure for handling nearly every emergency is generally as follows: keep flying, grab the checklist, and carefully read through everything it tells you to do. That training is repeated very often, to the point that when real emergencies happen, it's usually easier and less stressful than what you face in the simulator.

[@wessmith4366]

I was just saying the same thing to my wife and son. I remember listening to USAF pilots back during exercises in the Pacific, they were the same way, but had more "swagger" in their voices. I used to load munitions on F4s and F15s way back then (70s and 80s), and when we everything was in the air, we would listen in. Very cool. Pilots were "cocky" but we were the "bomb loaders", so we got extra respect from them. They were afraid to p*ss us off. LOL!

[@bobbypaluga4346]

11,000 pounds of fuel = 1,692 gallons. The 767 can fly for slightly less than 60 minutes on 1,692 gallons

[@CBT19601]

Everyone handling their parts like a BOSS!

[@bigmoney66b]

Yes excellent team work from pilots and ATC.

[@hizgrase]

The ground control guy sounds like Rocky Balboa

[@lekoman]

Brilliant work all the way around. Professionals, every single one of 'em.

[@Republic3D]

You're not stupid.. and it's a very good point. Some airplanes do have cameras on the exterior of the aircraft, especially different Airbus versions.

[@nenblom]

That was very well done!! Kudos to all involved!! 🛫✈️🛬

[@HistamineFranco]

This is for the USA (FAA). Other countries’ rules are mostly identical or very similar, but there are some variations… “Heavy” is an Aircraft Class defined as an aircraft with a Maximum Takeoff Weight (MTOW) of 300,000 pounds or more. There are 4 classes of aircraft in the USA - Small, Large, Heavy, and Super. Super is a class currently used only for the very heavy A380 and AN-225. Only Heavy and Super (not Small and Large) are spoken, though, to draw attention to the potential hazard of Wake Turbulence. Centers only have to say Heavy or Super when talking to an approach control or when performing approach control functions, though. Wake Turbulence is any disturbance of the air caused by an aircraft, but the primary hazard is the vortices that form behind the wingtips. The strength of these vortices is directly related to the weight of the aircraft, which is why the extra attention is given to the Heavy and Super classes. The use of these words on the frequency reminds the pilots to be cautious and also reminds the controllers to use the extra separation required for aircraft operating behind these aircraft. There is one significant anomaly in aircraft class - the Boeing 757. The 757 is a Large aircraft, but there are special separation rules that apply only to aircraft that are following a Boeing 757. No special separation rules are applied when the 757 is following another aircraft… it’s just a Large. There is no special verbal warning given to pilots operating behind a 757, but the controller may be required to issue a wake turbulence advisory.

[@ex59neo53]

This shows a real team work :)

[@Dana_Danarosana]

Can't help but think of UAL173... almost identical... EXCEPT... that captain didn't watch the fuel and the didn't make the airport. The two flights would make an excellent right/wrong study.

[@billsartin8416]

Don't know about the 767, but I worked on the MD 80 and there is a view port under the carpet where the mains are located. It has an angled mirror which can be rotated to see the down locks on the mains. there is a red line painted on the arms, if they lined up the gear is locked, there is also a switch by the view port that lights up the down lock so you can see it in the dark. There is a marker on the overhead bins that tells the crew just where the port is under the carpet.

[@lolatwinkletoes]

Wouldn’t passengers get concerned that someone was pulling up carpet and shining a flashlight into the abyss?

[@billsartin8416]

@@lolatwinkletoes I would think the pilot would tell the passengers what he was doing. If the gear is down, no problem, if it's still up, well the passengers are going to be told that for sure.

[@hizgrase]

Glad they manage this. I watched an article the other day on KZbin of a 1972 or 73 plane crash in the Everglades that basically happened because all three pilots were concentrating on changing the same lightbulb. That’s just the bottom line I’m sure there were other things concerned but it was definitely distracted

[@knightlife98]

Air Traffic Controllers and good Pilots, are worth their weight in gold!!!!

[@nenblom]

WELL DONE!!

[@DKNYBOY1979]

all standard procedure in the event an emergency landing escalates into an incident.

[@MrLuvOldies]

Thanks! Great video. I loved to see how they handled such an emergency.mmmmmmm

[@indahooddererste]

not only the pilot remember the atc has to handle all the other planes around the 767 too

[@GreencampRhodie]

Respect to all those professionals involved. Regards telling the passengers....there is a helluva lot for the flight crew to do in that situation. As u can hear when the capt overrides the 1st officer comms and rightly sternly says no we are landing now. Safety first. Id rather any crew on my flight get me safe on ground and then talk to me, rather than talk to me, get distracted, fuck up and crash!

[@jscottcurrier]

Keep in mind that they took pauses out of this recording.

[@alexrex20]

true but it's quite clear that the captain spoke over the 1st officer. the 1st officer was reading back the approach radio but the captain said "no, we're staying with tower because i am coming back to land RIGHT MEOW."

[@grouperkng1]

Amen

[@garyvale8347]

if this was TV , the runway would have been foamed, the firemen would have driven the truck to the runway and parked, that jet would have been down in 30 seconds and a lot of good looking women would have come down the slides.......

[@Team_Fortress2]

Kennedy Steve is a savior to us all and all the people he has saved in this type of events.

[@pamspurgers3578]

I think Kennedy Steve may be my hero. I love listening to him. I caught his voice on approach.

[@Team_Fortress2]

@@pamspurgers3578 when was this?

[@pamspurgers3578]

@@Team_Fortress2 When the video starts and the plane makes first transmission we hear, the ATC tells him he does not need him to slow at LENDY and the subsequent communications, that's Kennedy Steve. We don't get many of his transmissions from other ATC assignments. Occasionally one pops in. There is a interview with Steve and Captain Joe right after Steve retired where he talks about each ATC works every position on a shift. His favorite to work was ground and that's what we hear the most.

[@carolmorris404]

Well done. I honestly believe if any ATC is dismissed he or she would make perfect auctioneers. Just joking, but they never cease to amaze me.

[@sherryhook9066]

Huge major respect for both ATC and pilots. Only ever flew domestic Air Canada and Westjet. Like how passengers were referred to souls on one conversation.

[@khills]

Souls is to indicate living people on the plane, since they can also carry deceased bodies in cargo. It's basically a way to count in case of an emergency gone bad. :/

[@iamsvrp]

If they ran out of fuel, then it would have been United 173 over Portland again.

[@flchange]

nice...

[@douglasmcintyre3297]

Everyone involved did a great joke. Communications were concise and appropriate. Controllers did their job well. Ditto for the pilots, airport Ground 1 and the Tug operator, who we didn't hear on this recording. Aviation emergencies and other urgent situations should always be handle calmly and professionally, as in this case.

[@Nic7320]

A great *job* you mean. Autocorrect is trying to be funny.

[@cardbros22]

Cool

[@DanaMedic77]

No, they had to shut down engines due to Rescue's request. With both down, they wouldn't have any electrics or air for the packs. The APU is usually started during taxi to the gate. It doesn't really provide any redundancy that would justify the fuel cost of cranking it so early.

[@consortiumxf]

Kennedy Steve working JFK Tower in this one! You are dearly missed good sir.

[@lookalikafish]

If you wonder why the pilots didn't do a low pass or land sooner it's not that easy. They have certain procedure they have to follow and do everything they can to verify its a real problem. The ground can see if the gear is down but still no way to tell if the gear is locked in position. Plus in most cases like this they want the plane to not have much fuel on board. So honestly it was a textbook emergency landing.

[@deeremeyer1749]

There's nothing they can do to verify its locked either when the "indicator lights" only come on when the gear is DOWN AND LOCKED and there' aren't separate indications for OPEN GEAR DOORS and LOCKED GEAR. Oh wait, they DO seem to have known it wasn't locked and needed "pinned" because the pilot specifically said they wanted to land land and pin the gear and tow it in. I'm thinking THREE LIGHTS means THREE DOWN AND LOCKED. And does it REALLY FUCKING MATTER IF THE GEAR IS UP OR DOWN? And do they "do a low pass" or is there someone in another plane or the tower with binoculars or in an emergency vehicle out there waiting who can SEE THE FUCKING GEAR FROM QUITE A WAYS OUT? Oh wait. THAT happened, too. Did you really think commercial airliners are "buzzing the field" like TOP GUN or some shit because ONLY THAT WAY can ANYONE SEE THEIR GEAR? Textbook "emergency landing"? Whoever called in the "emergency" sounded like he JUST WOKE UP and SAW TWO LIGHTS and that they were ALMOST ON THE GROUND and was in OH FUCK MODE and mabye in an EMPTY COCKPIT if somebody "threw him under the bus" because he sleeps on the job and those clowns are letting the planes land themselves. Yeah. Call in an amergency for a relatively COMMON PROBLEM on some airplanes where its EXTREMELY UNLIKELY ONLY ONE GEAR OF A SET OF TWO POWERED BY THE SAME HYDRAULIC SYSTEM AND SYNCHRONIZED TO EACH OTHER IS SOMEHOW GOING TO NOT COME DOWN BUT THE OTHER ONE WORKS JUST FINE WHEN ANY LEAK IN THE "STUCK SIDE" WOULD CAUSE ALL OF THE OIL TO GO OUT THAT LEAK SO NEITHER SIDE WOULD DROP OR AT LEAST THE OTHER SIDE WOULD BE SLOWER AND JUST BELIEVE A LIGHT THAT ISN"T ON MEANS THE GEAR THAT WILL SELF-DROP BY GRAVITY IF THE PLANE WASN'T DESIGNED BY MORONS REGARDLESS OF HYDRAULIC PRESSURE AND SOME PLANES CAN EVEN MANUALLY PUMP DOWN THE GEAR OR AT LEAST IT CAN BE "INSPECTED" FROM SOME POINT IN THE AIRPLANE. And when your problem is landing gear thats not down and locked or you don't KNOW THAT TO BE THE CASE, you have the OPPOSITE OF AN EMERGENCY because an EMERGENCY is WE GOTTA GET THIS FUCKING PLANE ASAP OR OR ITS GOING TO ON THE GROUND EVEN SOONER BUT IN PIECES WITH FLAMES AND FLYING BODIES FAILURES. But then again, with only "11,000" pounds of fuel onboard it sounded like they should have gone ahead and STUCK WITH THE EMERGENCY because SOME PLANES and SOME PILOTS mis-report "fuel on board" as "available fuel" and 11,000 lbs regardless with at least two thirsty turbofans flying around with gear at least PARTWAY down at LOW SPEED as you fuck around trying to change a lightbulb could get REALLY UGLY REALLY QUICK. You're either some SHILL whatever union Mr. Sleepy belongs to is paying to cover his and their asses by "praising" an IDIOT or you're just an airplane shill in general who loves watching the airplanes and doesn't want to see that SHOULD HAPPEN to MOST OF THEM HAPPEN because there aren't enough PASSENGERS TO JUSTIFY THE STUPID NUMBER OF PLANES FLYING AROUND WITH SOME AIRLINES FLYING THE SAME ROUTE 6 or 8 times a day to try to "make a profit" because DUMBASSES running PENSION FUNDS and MUTUAL FUNDS and OTHER INVESTMENT VEHICLES THEY DUMPED OTHER PEOPLE'S MONEY IN BY "INVESTING IN" AIR TRAVEL ARE SHITTING LITTLE GREEN APPLES AS BOND MATURITY DATES LOOM CLOSER AND PROMISED NEW AIRPLANES AND BIG SALES AND EVEN FINISHING SMALL ORDER BOOKS FOR OVERHYPED AND RIDICULOUSLY OVERPRICED AND UNDERUSED "SUPER JUMBOS" ALONG WITH THE OTHER JUNK "NEW" PLANES A CERTAIN "MAJOR AIRFRAME MANUFACTURER" OVERSEAS HAS BUIILT I THEIR QUEST TO "BEAT BOEING" WHEN SUPPOSEDLY THERE"S MORE THAN ENOUGH BUSINESS TO GO AROUND BUT THEY WON"T EVEN ADMIT ONE BOONDOGGLE IS A FLOP BEFORE DUMPING A SHITLOAD MORE MONEY IN A COUPLE MORE that is SCARING THE SHIT OUT OF PEOPLE WHO INVESTED IN THAT "PRIVATE" COMMPANY THAT HAS ALREADY CHANGED ITS NAME ABOUT THREE TIMES AND HASN"T MADE A PROFIT IN ITS HISTORY UNDER ANY NAME. Is THAT the deal? Are you an AIRBUS FANBOY? I KNOW Ameriocan has a bunch of those deathtrap pieces of shit because I've flown on one as an "American Eagle" codeshare or some shit. Those are some REALLY IMPRESSIVE HYDRAULIC SYSTEMS WHINING AND GRINDING AWAY AND MAKING A HORRENDOUS RACKET AS THEY SUPPOSEDLY OPERATE "NORMALLY"" Which, as a 25+ years diesel mechanic with a GOLD CERTIFICATION in MOBILE HYDRAULIC SYSTEM from JOHN DEERE and 20 of those years spent working on JOHN DEERE farm equipment and CATERPILLAR heavy equipment and lost of "Brand X" hydraulic systems ranging from plain old open-center, low-pressure gear-pump systems running a single single-acting cylinder to variable-displacment, axial-piston pressure- and flow-compensated combination hydrostatic-steering/hydraulic-brake primary systems that also charge the secondary 6-circuit dual-acting electronic-over-hydraulic selective control valve/3=point hitch stack valve with power beyond and low-pressure return coupler thrown on for good measure, I KNOW is a fucked up system probably grinding away like that using an electric pump that might be "backup" pump going TO AND OVER RELIEF PRESSURE AS IT FORCES OIL FROM SOMEWHERE IT SHOULDN'T BE TO SOMEWHERE IT HAS TO BE PRIOR TO ENGINE START. And its GRINDING AWAY because its SUPPOSED TO BE GETTING A LOT MORE JUICE FROM THE ENGINE-DRIVEN GENERATORS. Makes me wonder if they're doing something clever like using the HYDRAULIC PUMP as the ENGINE STARTER feeding it oil from an ACCUMULATOR that's there just so they can try an ENGINE RESTART if the the ENGINE POWERING THAT PUMP IS THE ONE THAT NEEDS STARTED BUT FOR SOME REASON THERE"S NO OIL AVAILABLE TO START IT ON THE GROUND SO HOW WOULD THAT WORK IN THE AIR? I KNOW AIRBUS AND THE NATIONAL CARRIERS IN THE COUTRIES SOME OF ITS "PARTNER GOVERNMENTS" ARE LOCATED IN AND THAT RAM THOSE PIECES OF SHIT AND ROLLS-ROYCE ENGINES WHICH ARE ALSO JUNK TO BOOT DOWN THE THROATS OF OTHER AIRLINES AND NATIONAL CARRIERS THAT DO PRETTY MUCH NOTHING BUT INTERNATIONAL OVERWATER FLIGHTS WHERE "LAWS" DON'T REALLY APPLY AND IN THE INTEREST OF "FUEL EFFICIENCY" AND "SAVING WEAR AND TEAR ON UNNEEDED ENGINES SINCE ETOPS SAYS YOU CAN FLY ON ONE" ARE DOING SOME NAUGHTY THINGS LIKE SHUTTING DOWN ENGINES IN FLIGHT... Of course you have to be a complete idiot to think that that a GIANT TURBOFAN SHUT DOWN OUT THERE HANGING ON THE WIND LIKE THE BIG AIR BRAKE IT IS WHILE PRODUCING ZERO THRUST AND PUTTING THE PLANE IN AN ADVERSE YAW ATTITUDE THAT HAS TO BE "CORRECTED" BY USING CONTROL SURFACE DEFLECTIONS WHICH CREATE EVEN MORE DRAG THAN FLYING CROOKED AND MORE LOAD ON THE RUNNING ENGINE DOES ANYTHING BUT SHORTEN ENGINE LIFE, REDUCE FUEL ECONOMY COMPARED TO RUNNING BOTH ENGINES SO THEY"RE PRODUCING THRUST BEYOND THEIR DRAG AND IN THE PROCESS SAVING A LOT OF AIRFRAME AND CONTROL SURFACE DRAG AND WEAR AND TEAR AND WASTED POWER AS THOSE CONTROL SURFACE ACTUATOR SYSTEMS HAVE TO KEEP CONSTANT HIGH PRESSURE ON THE SURFACES TO KEEP THE PLANE "TRIMMED". And if THAT is the case thats a HUGE NO-NO because they're STALLING OUT A HYDRAULIC SYSTEM TO "LOCK A CONTROL SURFACE IN PLACE and they're sending EXCESS OIL TO RELIEF and a RELIEF VALVE IS A SAFETY VALVE TO PROTECT ALL THE OTHER COMPONENTS IN THAT HYDRAULIC SYSTEM AND ANY OTHER SYSTEMS USING THE SAME OIL SUPPLY FROM PRETTY SPIKES AND CATSTROPHIC FAILURE IF FOR SOME REASON THE SYSTEM IS SUBJECTED TO CONTINUOUS HIGH PRESSURE WHEN THE PUMP DOESN'T "DE-STROKE" LIKE IT SHOULD WHEN THERE IS NO OIL FLOW IN THE SYSTEM AND MAX OPERATING PRESSURE IS REACHED. I'M not an A&P and I only know what I've read about Airbus "engineering" here and there and most of whats on the internet is PROPAGANDA PRAISING THOSE PIECES OF SHIT and there's nothing really TECHNICAL available to confirm what I know because I know their "build it to a price" and "scrap it" or rather "sell it to a 3rd World country" or "trade it for diamonds or gold or platinum or oil" business pracitices or at least some of the PARTNER COUNTRIES seem to operate that way. And I realized immediately and actually got interested in finding out just how big of a joke they really are only BECAUSE Airbus fanbosy or "bots" or "market makers" are EVERYWHERE bragging about how good they are and you can't get an article mentioning anything remotely negative WITHOUT an "Boeings crash too" paragraph or sentence in there just like a little kid using that excuse to try to put some heat on his buddy or brother by telling his mom he only does it because they do. And any PRO-BOEING ARTICLE will have at least TWO paragraphs about how GREAT AIRBUSES are and it takes about 3 minutes for anybody who knows machines well enough to know that machine as BAD AS BOEINGS ARE and as GOOD AS AIRBUSES ARE according to some nameless, faceless online account "shill" wannabe airplane "expert" rattling off talking points or rehearsed or cut and pasted or mae up "facts" about "technical aspects" of Airbuses that are SUPERIOR BECAUSE THEY'RE DIFFERENT! Which is usually what it boils down to. Especially the SIDESTICK CONTROLLERS. YEEHAW THOSE ARE AWESOME. Some would say putting sidestick controls in a two-crew member cockpit where its almost a certaintly unless you specifically hire and train and select and promote and assign crew members by their HANDEDNESS that at least ONE OF THE GUYS RESPOSIBLE FOR FLYING THAT AIRPLANE will be sitting there flying it with his WRONG HAND. And no, I know damned good and welll you just can't "learn" to do something like use your wrong hand for something like that just because you're in an Airbus. I'm NATURALLY "ambidextrous and I'm an oddball who is right-handed but who is left eye dominan t and because my left-handed uncle taught me to shoot guns and shoot pool I'm a natural and pretty naturally GOOD left-handed shooter. I do everything else right-handed but as a mechanic with a head-start from the whole flip-flop thing I've done since I was 4 or 5, I had a head start on getting "handy" with my left hand as far as using it in place of my right where I can't use my

[@mickfunny4185]

DEEREMEYER1 ok j.d., i read your entire manifesto, I mean comment, so will you ever fly Emirates? btw, why are new j.d. tractors so expensive? A DR mower costs less.

[@jbreezy101]

I had the exact same reaction!

[@KD0LRG]

He had 11000 at that time but he burned burned fuel at a high rate the whole time this took place. Fuel is burned at high rate when you are low and he burned enough or thought he would to get into his planned reserve for safe flying.

[@beerbrewer7372]

So if the primary landing gear indication shows the right gear unsafe and the secondary indication shows down and locked why the emergency?

[@littleblitz8239]

I'm confused about the low fuel. He said he had 11000 lbs, isn't that enough to go around and then land. We firefighters know nothing about flying planes, just putting out fires. Blitz 85, LZFD Retired(IL)

[@ktoliman]

to continue Republic's thought (at least I hope I am): Some have exterior cameras, but not all. especially older models such as Boeing 767-200, which entered service in 1982. but let's assume that an aircraft did have CCTV service on the outside or in the wheel well. A number of other factors could prevent the crew from confirming within the plane. EX: Electrical failure or severed connection in that specific section. It only takes one specific failure to cause a chain of problems.

[@harrycheung6115]

I get to learn that fast tone

[@Beanz730Tifa]

Kennedy Ground sounds hood as hell. That's what's up

[@joeg5414]

this made me laugh, thank you 😂

[@joeg5414]

and his voice definitely sounds like he has everything under control lol I like it

[@jamesw95]

Port is Port Authority of New York, they run the ops on water and air.

[@GhostHostMemories]

@CessnaPilot707"Port" probably means the "port authority" (transPORTation authority?) that has control of the maintenance/equipment of the aiport.

[@doug112244]

+shades921 As far as I know port authority's full name is The port authority of New York and New Jersey. They control lots of transportation things around the greater NYC area.

[@corkcamden9878]

Textbook example of problem assessment and methodical, careful execution by all parties involved.

[@richardscherman9434]

Heavy means weighs more than 300,000 pounds.

[@10Hammers]

Cooler heads prevail. It doesn't get any better than that.

[@Bobrogers99]

Professionals doing their jobs well.

[@rcharter1000]

This has been the procedure since at least the 1960's.

[@jeremygray9638]

Professionalism encapsulated by all involved. Reassuring.

[@Trevor_Austin]

A gear up landing is very messy. It might hurts but in the right place, not fatal (except for the plane). But I thought an aircraft like they 767 has two independent gear down indications systems.

[@Cherry8807]

the atc sounds like kennedy steve

[@patrickbutas2666]

I would be flipping out in the cockpit and dam near die before the plane hit the ground

[@harisazeem6526]

Flight 180 final destination confirmed

[@farismufti]

Oh man!!

[@CrazyForCooCooPuffs]

i brake ride those and yes ur right just press it to see if it works

[@jjfkm]

There is already redundancy for power from the two engines, should one fail the other can power the vital systems, no no need to power up the APU. APU is not even required to be operative on all flights, a 767 can be dispatched under minimum equipment list with an inoperative APU while waiting for maintanance.

[@ethanholshouser5648]

How quickly does a 767 burn through 11,000 pounds of fuel? Or is there just an enormous amount of dead air edited out of this?

[@lijftogt]

+Ethan Holshouser if the full recording real-time would be posted, it would be a boring couple of hours :) (edit: and there are plenty of ways to increase the burn rate of fuel, but still.. that won't be enough to make this fast and snappy/entertaining)

[@Denverian]

If you are still looking for an answer, 11k lbs fuel will burn in approximately 1.5 to 2 hours. 30 minutes of going around to figure out plan for landing would put the plane into fuel emergency situation as well. 11k lb of fuel on board during the approach and finds an emergency situation is very scary thing. When the pilot says "we are low on fuel" means around 1 hour or less of air time left.

[@s9360321]

don't forget that during the whole event, the landing gears remained down. and that's a lot of drag which need to be compensated by thrust. that's part of the reason why it seems to burn more fuel compared to a normal condition.

[@cjr1881]

FabioPanucci Yeah actually I think they were.

[@cjr1881]

Youn Gu This can’t be true. The 747-200 max fuel capacity is 833,000 Lb. according to your math it could fly around the world like 7 times before running out of fuel with a full tank.

[@jimlives09]

@stmad36 totally agree with you

[@Scrumxxx]

i am not even a high school graduate but with technology what it is today why is they have not had the idea to do something extreme like say.......putting camera's above the landing gear on the inside of the plane that the pilot can activate CCTV style to make these kinds of confirmations i know it would not be able to tell you if its locked but atleast they would know it is down.....have they done this am i stupid for even thinking this?

[@oliverroy1992]

Is this what ATC has to deal with on a regular basis? or is this fairly rare?

[@boringperson-zb8vy]

Oliver Roy Absolutely, it's what they train and study for.

[@gaflying3448]

Well done by all. Such professionalism. I wonder when the passengers were told. The plane was wandering around for a while, then the low pass. At some point they had to tell the passengers what was going on.

[@Nonsensei436]

In fact they never were obligated to tell the passengers anything.

[@Echin0idea]

Nonsensei436 Exactly. In aviation the order of priorities is always: aviate - fly the plane; navigate - know where you are going; communicate - talk to the people you need to talk to, that's ATC first and foremost, and passengers a distant second. As a passenger I would much rather be in the dark with the pilots' attention on flying, than well informed but contributing to the pilots' cockpit loading/distractions.

[@jscottcurrier]

The pauses were removed from this recording. That's why it's one transmission after another. Maybe they did fill the passengers in. It wouldn't have been said over the radio so we wouldn't have heard it.

[@TheSjuris]

+Nonsensei436 pretty sure the passengers can figure out something is going on when they can see the runway underneath them at a low altitude pass by.

[@beerbrewer737]

Question for 767 guys: Does the 767 have an alternate gear indication system? The 737ng does and it's completely independent of the primary. So if the 767 does (I'd be shocked if it didn't) why the flyby? In other words if the primary showed a red light yet the alternate was green I would KNOW the gear is down and locked because a different set of sensors and lights told me so.

[@hellmersglue3736]

+beerbrewer737 the 767 is a older aircraft than 737 i believe so it probably doesn't

[@TheSjuris]

+Fire World that depends on which 737 it is. The 737s been around for longer then the 767.

[@vvkim8112]

What is the automated low latitude warning, which the tower guy said was turned on as a formality?

[@PilotPlater]

The radar system has a lot of automated warnings for aircraft that are significantly far off from where they're supposed to be. Presumably they leveled off at 500' well short of the runway, which would have put them far below the 3 degree glideslope, and hence triggered the warning. On airports that have parallel runway operations they'll have alerts for aircraft getting too far off their centerline - and in Toronto for example they have alerts if an aircraft is lined up for the parallel taxiway instead of the runway.

[@vvkim8112]

Got it. So the tower guy said that they would turn off the low level warning system kinda as a way to notify the pilots that they will not be advised even if they go down the slideslope. Thanks!

[@PilotPlater]

VV Kim close - what he was really saying is that he got an alert because of that system, and he's just relaying that to the pilot. It's "just a formality" because he is aware that the pilot is doing a low&over, and that the alert isn't helpful in this case, but he is just passing along that the computer told him the aircraft was low.

[@ropefreeze1660]

You'd think a few cameras set into the aircraft would be a worthy investment into a $300 million flying machine. Not sure if the gear is extended? Check a camera. Are your engine instruments wrong, or is your engine on fire? Take a look

[@snowdoggieii]

how long did they fly around for to burn 11000 lbs of fuel

[@Zagi1998]

You forget about the minimum fuel required by law, so the mustn't burn all fuel. And this minimum fuel is even by an emergency case

[@dynamicsolution8166]

Is this pilot a rookie??? Stall the aircraft to see if it pulls a bit off course or stays straight.

[@reynirheidbergstefansson2343]

Does that trick even work on a 767? Would anyone even want to try it on one full of passengers?

[@bigmoney66b]

Proper procedure, since the pilot already had reported a low on fuel condition. Souls is shorter to say than passengers.

[@NeTfLeXr6s]

lol they have cams all around the planes for the passengers. At some point, why don't they just install cameras below the plane's fuselage and this way this problem is solved once and for all?

[@joesterling4299]

I agree, and I think that's happening now more often. With cameras that can be the size of USB sticks these days, it's almost criminal not to be able to examine the aircraft exterior in flight.

[@MinorityMuslimah]

Shades of flight 401...O.O

[@TheXcaliber223]

@CessnaPilot707 Left

[@deanblack1235]

Why do the controllers want the fuel remaining in pounds? Unless they have fuel flows for every plane they might encounter, that seems like useless information for them. Wouldn't they prefer fuel remaining in H+MM?

[@c4mwells]

+Dean Black it's ATC procedure to ask for the fuel remaining in pounds. This does two things for ATC. 1) It allows them to know how much longer the plane can stay in the air through a simple calculation and 2) If they lose radar contact and the aircraft has crashed they can let emergency personnel know how many pounds of fuel the aircraft had remaining. This is important because the severity of the fire at an aircraft crash is directly related to how much fuel is left. This lets the the fire fighters know how many units they need to respond and they also have different foam/ equipment they use for different levels of fire severity. I hope I answered your question good enough. :)

[@deanblack1235]

+CaptnCrunchables I've just always heard that ATC wants fuel remaining in time. Time is easy for them to deal with; pounds is not. If you go nordo, ATC doesn't know your fuel flow, so pounds remaining is immediately useless information. Also, from a single seat pilot's perspective, pounds of fuel for crash crew is waaay down on the list of priorities, especially when I'm troubleshooting. ATC does a remarkable job with their tough work, but in a lot of ways ATC/radios are your biggest enemy when you're dealing with an emergency.

[@deeremeyer1749]

When a plane is on FINAL APPROACH and declares an emergency FUEL FLOWS really aren't going to factor in too much in a COUPLE OF MINUTES AND MILES. They want to know POUNDS so the FIREFIGHTERS and RESCURE PERSONNEL know likely they are to be fighing a BLAZE and whether they need to put FOAM DOWN OR NOT and whether FOAM will make the situation BETTER OR WORSE because FOAM IS SLICK AND A HEAVY PLANE SIDES FARTHER THAN A LIGHT ONE. And there is FUEL IN THE WINGS and ENGINES and if there's a GEAR FAILURE at least ONE WING AND ONE ENGINE ARE GOING TO HIT THE GROUND. And what in the FUCK is "H+MM". I've been a diesel mechanic for 25+ years and I've dealt with English AND metric measure and abbreviations for it the whole time and I've never seen any kind of a RATE that uses a PLUS SIGN between the time and the volume values.

[@TheDrloboski]

The remaining fuel tells ATC what runway they have a choice of landing on A certain runway. The heavier the plane, "More fuel" the longer the runway Must Be!. The reason they ask for it in pounds is because ATC control can tell what kind of plane it is and with there charts can tell how long it will take to stop the plane in feet. You wouldn't want a heavy plane stopping on to short of runway.

[@johnabild]

Hours and minutes.

[@aaronlundqvist7130]

"Pinning the gears", are they talking about the "Remove Before Flight"-tag?

[@reynirheidbergstefansson2343]

These pins lock the gear into place so it won't retract and cause an expensive mess. And, yes, they do have such a tag, because if they are left in, trying to retract the gear after take-off can cause a different expensive mess.

[@daspidrr]

not on ETOPS

[@natalie21178]

what does it mean when they say "heavy"?

[@mikeprice6877]

It means that the airplane is loaded either with passengers or cargo depending on the type of flight.

[@rrknl5187]

Heavy means that the maximum takeoff weight of the aircraft is 300,000 lbs. or more, regardless of the actual weight. There are a few exceptions that allow slightly lighter planes to be called heavy.

[@YouDingo88]

Usually it's because the pilots have a body mass index problem, sometimes it's for wake turbulence separation purposes.

[@frgadminadmn1389]

Heavy means the aircraft weighs more than 300,000 pounds .......... it is significant because the heavier the aircraft the more wake turbulence it produces at slow speeds like arrival and departure. The turbulence includes rolling vortex winds off the wingtips which can cause other airplanes to roll at a rate greater than their controls can counteract. May also cause buffeting , stalling etc. Although arbitrary the following distances increase when the aircraft ahead is "heavy" as does the time between departures.

[@Ganjikhan]

"I had to step away for a minute, how are things going?" haha, what if he crashed while you were away? Great job everyone but that one part was funny.

[@ecclestonsangel]

That sounds like Kennedy Steve!

[@aerohk]

Why did they declare emergency so early? Couldn't they just let the tower know, run all their checks, do a fly over to confirm the gear condition, and finally declare emergency after it is confirmed that the gear was broken?

[@jacksonwages]

In aviation, you don't delay to declare. It gives you priority handling by ATC and allows you to do your checks without any questions or demands from ATC.

[@aerohk]

Jackson Wages Thanks, I always thought a mayday call means that there are real possibility of crashing the plane, like a primary flight control failure or hijack.

[@etrnlygr8tful]

Jackson Wages I agree, I'm sure the pilots already made their checks & early warning for an emergency is appreciated by the ATC to give them time to coordinate everything up on the ground to better assist them.

[@Camzasaur]

***** "Declaring an emergency" "Mayday Mayday Mayday" and "Pan Pan Pan" all mean seperate things. Declaring an emergency, like it says, indicates an emergency situation that requires attention. Mayday Mayday Mayday is the next step up, meaning distress or immediate life threat.

[@frgadminadmn1389]

It establishes priority ...... having declared an emergency the pilot is in a position to tell ATC what he is going to do rather than asking ---the controller then has the burden of getting the other aircraft out of the way. In the real world it's usually very cooperative - on the tape you hear the pilot say no he is not going to contact departure he is turning to return to the airport to land, at that point tower is responsible for getting other traffic out of his way or for example telling the pilot that he can not get something done. It may seem like a small point but it is critical in an emergency . The controller may recommend something The regulations are very explicit with regard to this shift of authority

[@WheatleyOS]

why does everything always happen at JFK??

[@reynirheidbergstefansson2343]

Because it's one of a few places where you can actually hear when things happen?

[@fishblades]

That souls and fuel question. Is that a new thing?

[@CessnaPilot707]

what is "port"

[@jcdock]

Port Authority

[@grouperkng1]

Opposite of starboard 😁

[@ikeknights]

What do they mean when they say heavy?

[@marijalucic1063]

It probably means that it's a bigger, wider aircraft, so 767s a380s, 747s and stuff like that.

[@ikeknights]

Thanks.

[@marijalucic1063]

maria lucic they say it so that atc can give more room for them when they are taxiing and etc

[@Nic7320]

Heavy (aviation) From Wikipedia, the free encyclopedia The term Heavy is applied to all radio transmissions with air traffic control from aircraft capable of takeoff weights of 300,000 pounds or more. And another post says: Question: What does "heavy" mean when it is used after the flight call sign? As in "United Airlines Flt. 107 HEAVY"? - Ramon de Jesus, Makati, Philippines Answer: The term "heavy" alerts air traffic controllers to provide extra spacing behind very large aircraft like the DC-10, B-777, B-747, etc. These "heavy" aircraft generate significant "wake turbulence," which is defined by the International Civil Aviation Authority (ICAO) as "the effect of two rotating air masses generated behind the wingtips of aircraft." Every aircraft, once no longer in contact with the ground and when producing lift, generates these "wingtip vortices," swirling air masses trailing the aircraft which may cause some bumps (and on rare occasions, more severe control problems) to aircraft following behind too closely. Wake turbulence generally dissipates quickly, so the controllers will allow some extra space between aircraft to allow it time to do so. A good discussion of wake turbulence appeared in the online flight journal Aerlines. source: usatoday30.usatoday.com/travel/columnist/getline/2005-06-01-column_x.htm

[@marijalucic1063]

It doesn't have to be loaded with passengers. When they say heavy they refer to the plane. Cargo planes are also called heavy, there are about 4 people on those planes, may be just heavy cause of the weight of the plane. But I think that it's just because of the plane size in general. Sorry if I'm wrong.

[@cjr1881]

Wtf is the issue? So the gear was down. Landed fine. You pinned it anyway and wanted a tow. Why do they need to check your brakes and hold your hand?

[@reynirheidbergstefansson2343]

It was down, but was it locked? Better have those pins in than watch unlocked gear fold up.

[@jackiedaniel2502]

Robo cat pick it up

[@clarktrent8952]

merely printed and audio. no video of plane or anything

[@dalegreer3095]

Could have avoided the low fuel situation by doing the low pass much earlier.

[@k1er4n544]

Yes but would have made it more dangerous and he had to checks and follow procedures beforehand