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L got notification of this

Pleasantly surprised by the guys in Boston. Clear and concise information, all transmissions clearly articulated, nothing to increase the workload in the cockpit.

Good decision not to return to JFK with those weather conditions.

Liked the way Boston Center the provided the emergency aircraft the special tower frequency well in advance and provided weather updates without asking. Good forward thinking.

1 second of fuel, got it.

Quite the long way to go single engine!

Checkout GTI4304 17JUN

God bless the pilots and everyone who helped.

My dad is the Irish ATC and he told me the whole story from his perspective just watching this knowing the backstory just gives me chills I have the picture of the plane saved as my background great job to all the pilots and ATC

It would help if the Controllers at New York would quit the non standard phraseology they all seem to use. "Say again" instead of "whats that" is much more likely to illicit a response instead of another question. This crew was busy and not helped by ATC instructions being issued using terms they had to decipher to understand.

Aa

How many times does the pilot need to reply “depressurized”?!?!? That ATC is either clueless like a Dodo, or deaf as a post.

Plane took off a few hours later. Was a false alarm caused by the heat of the tires

Not sure of the actual cause, but sometimes, overuse of the brakes on taxi-out can cause this. Especially on hot days.

ruclips.net/video/N0Ds7zNE9as/видео.htmlsi=jtxPZ6abzENP1t_n

Those pesky Boeing tires. 😅😂

Just picking a nit here, but "declaring an emergency" is no longer ICAO compliant. "MAYDAY MAYDAY MAYDAY" is now the correct phraseology. That said, nice job by all concerned. Fire on an airplane is nothing to mess with.

Ok, not a pilot, but it amazes me that the wheel well fire warning is generic & doesn’t identify which wheel well.

The first crew I have heard declar a "pan-pan" in the proper way in a long time.

InB4 the NPCs blame Boeing for a maintenance upkeep issue.

Great video!

accepting mistake is a good thing. everybody does mistakes. both sides managed the situation well

Awesome job on landing this plane thank you 🙏🏻

just curious if it’s possible to show the time on the map. would be helpful. thank you!

ATC: runway 19L will take an hour to prepare Pilot: PAN-PAN, PAN-PAN ATC: I meant it’ll be an honour to prepare

Would like to see more please.

Why whenever these pilots used the word "about" it lasted several seconds longer than necessary?

Isn’t the Cathay 747 retired?

On the Traffic controllers behalf the female pilot should have called MAYDAY MAYDAY MAYDAY instead of Emergency but given the circumstances and probable shock who can blame her.

Those Canadian wildfires are bad.

ATC instructing to waypoints rather than just giving headings is the only fault I found with this exchange. Everything else was very helpful to the pilots and communication was clearer than you see amongst some native English speakers. Great job everyone.

Textbook by pilots. Great job from ATC, especially when English isn't their 1st language.

It's so simple, Fly Airbus.

it is only a pan pan worth? It is a mayday call

I didn't know so I looked this up... PAN-PAN - Used to indicate an urgent situation that doesn't pose an immediate danger to life or the vessel. For example, a pleasure craft that's broken down, out of gas, or lost in fog. MAYDAY - Used to indicate a distress condition, such as an imminent danger to life or a vessel. Distress communications take absolute priority over all other communications, and the word "Mayday" commands radio silence on the frequency in use. So I guess that's why the ATC kept asking whether they wanted to declare an emergency.

Saying PAN PAN that many times had me rolling. I tried to resist but 18 PAN PANS in a row is too much

Its hard to understand with those japanese accent

I love the "Any heading and altitude approved as requested". No unnecessary complications for the emergency pilots and the ATC just directs everyone else as required Especially at Tokyo Narita with its extremely restricted airspace. Beautifully done.

Scenario runs like it’s in the sim.

Passenger needs permanent flying ban from all airlines. He can walk or swim in future, and if he wants to fly tell him to flap his arms.

Now, after reading the comments (some which while sounding harsh, uninformed or bias) I generally conclude it be ignorance (lack of knowledge) derived and based on:- 1) the Assumption the rest of the world operate like the USA's system of ATC including the internal configuration and responsibilities of each unit; 2) Lack of knowledge of when an Emergency takes place what is required and what each party does; and 3) Lack of knowledge of the Procedures that governs that jurisdiction as well as ICAO's SARPs. So I will take this time to do some Public Education as a fellow Aviation Enthusiast familiar with the area. For handling an Emergency the Priority is to facilitate the Flight Crew by what ever assistance ATC can give including Silence so they can troubleshoot the problem (as in this situation it seemed one that was unique to the flight crew). Ref skybrary.aero/articles/emergency-communications ASSIST Principle [Controllers should recognize that, when faced with an emergency situation, the flight crew’s most important needs are: Time; Airspace; and, Silence." The briefing note continues: "The controller’s response to the emergency situation could be patterned after the ASSIST memory aid...: Acknowledge - Ensure that the reported emergency is well-understood and acknowledged; Separate - Establish and maintain separation with other traffic and terrain; Silence - Impose silence on your control frequency, if necessary; and do not delay or disturb urgent cockpit action by unnecessary transmissions; Inform - Inform your supervisor and other sectors, units and airports as appropriate; Support - Provide maximum support to the flight crew; and, Time - Allow the flight crew sufficient time to manage the emergency."] The crew is possibly going through various checklists, contacting dispatch and coming up with a plan using the procedures and operations allowed for that aircraft and/or airline. Tower Instruct the Aircraft to Join the Circuit The Incident took place close to 7pm which means essentially night/low visibility conditions and weather conditions were not stated, which means keeping the aircraft in the circuit so the Tower Controller can keep visual with the traffic is in keeping with the separation procedures that the Controller can legally exercise. Aerodrome Control has Control over the Traffic Circuit so by offering it and making the runway immediately available was the best call for that Controller instructing the flight crew to join Right Downwind (which yes means the aircraft has to fly south before turning westbound as it did similar when it was with approach for Runway 09 that's elementary Math/Geography) whilst also holding all departures and keeping the runway sterile for that aircraft. This was done in compliance with Priority for Landing Aircraft taken from ICAO's Annex 2 Rules of the Air in their Document for Air Traffic Management ICAO Doc 4444 7.7.3.2 and 7.7.3.3.(a) The Flight Crew Requested Climb and Vectors The Control Tower at TBPB (BGI)'s airspace has a vertical limit of 3000ft which is the lower limit of Approach Control which is Class A and also the Minimum Sector Altitude as well as sufficient for the Instrument Approach. Because Approach Control provides Radar Separation at TBPB and clearance for the Instrument Approach (similar to other jurisdictions), the Tower has no authority to issue vectors to that aircraft unless it was coordinated with and passed from Approach Control to the Tower to issue to that aircraft before transfer. ICAO advises against "Frequency Separation" where one aircraft is on one frequency and others on another within similar proximity may constitute a collision hazard as the Controller Approach/Departure (in this case provided by Terminal Control Unit) would not be able to ensure adequate separation and have positive control over that aircraft, and if required to Fuel Dump to reduce landing weight where the aircraft would have to climb higher to FL60 (6000ft) minimum altitude as mandated by ICAO Doc4444 , the transfer was the best response to that request to facilitate further manoeuvres (Ref 15.1.1.3) (which I have seen even done in other Emergency vids including the USA where handoff to other ACC/TMAs/APP/TWR). With Approach Control the flight crew were facilitated with the necessary vectors and given the silence and time allowed to troubleshoot and work on a plan for arrival. At no point did the pilot do ATC for himself, he asked and was granted. Non-standard phraseology was used which may have created brief confusion and issues with communication. Pan-Pan or Mayday are to be used in such situations Ref 15.1.1.2, but given the pilot being presented with such a situation Human Factors will show that priority of Aviating and Navigating become primary with Communication then being secondary so break of phraseology may be expected at times. 15.2.2.2 ATC are required at some point to ask the nature of the emergency and getting the number of Souls, and Hazardous Material, Fuel onboard and any other problems or issues that would effect the navigation or performance of the aircraft, and Intention of the flight crew (Ref 15.1.1) so that they can best prepare for, and handle the particular Emergency and inform and coordinate with the Airport Rescue & Fire Fighting and other Emergency Response Services accordingly. Overall from my observation the coordination was evidently done between the units involved and the procedures were followed, the flight crew were able to handle the emergency and land safely and there was no loss of life nor the aircraft. All did their job in averting a disaster.

Polar 752, Any heading approved. Any altitude approved. Dump fuel wherever you want. ありがとうございます！

Pilot needs to give him a number to call

Japanese always have problem with such sudden emergency handling...

From a non pilot, if the engine is on fire, how do you make the call to stay in the air this long versus return immediately?

Sharp sounding crew, those cats were on it.

World class radio work and cooperation by all parties.

Why did it sound like everyone kept getting stepped on? The frequency seemed to constantly have multiple voices transmitted at the same time

American ATC has a lot to learn from this. Here Tokyo ATC does everything they can to assist. American ATC typically put more load on the pilots in those situations with too much irrelevant talk. Japanese ATC concentrate on whats necessary and cuts out bullshit. Well handled by Japanese ATC.

That was so damn professional.