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Your hometown is safe, I guess!! 😎

From AvHarold: "On Feb 5th 2016 an Air Berlin Airbus A320-200, registration D-ABFA performing flight AB-2266 (callsign BER344E) from Munich (Germany) to Malaga,SP (Spain), was enroute at FL370 near Toulouse, no transponder code for loss of communication was transmitted, when French fighter aircraft intercepted the A320 and attempted to establish radio contact with the crew on ATC as well as emergency frequencies, however to no avail. About 10 minutes after the fighter aircraft radioed the crew on the emergency frequency for the first time, the crew responded, radio contact was re-established and the flight continued to destination for a safe landing about 90 minutes later."

@@se-kmg355 thank you so much, that's so interesting, I don't remember my parents or local news talking about it

Not everyone speaks as fast and it’s your job to make sure they got your questions right to prevent disaster

nobody cares

@@2whl4re you couldn't be more wrong but nt pleb lmao

Why landing on 24L?

@@billlong8385 this must be when 24R was closed for construction and they had both takeoffs and landing occurring on 24L for the north complex at the time.

The flaps in this airplane, as with a the vast majority of modern GA airplanes (except bush planes, STOL planes, etc.), are electric. So, you can't just "get rid" of the flaps, because they move too slowly for that to be an effective strategy. Also, you can't effectively "level out", because powered planes have more drag than gliders, so you're constantly losing energy and would only have a second or two of level flight if you started at typical touchdown speeds. There are two ways to save a bounced landing. The first is to use a touch of power to arrest your descent, then try again. The second, safer way is to go to full power and go around. Yes, you're going to get a pretty heavy nose-up moment at full power in landing configuration, but you should have practiced that multiple times before you're allowed to solo so you'd be ready for it. Once you've established a positive rate of climb, you can start retracting flaps one notch at a time.

You are right!!! But it’s not always I guess! But definitely some of us have faced this

My flight school taught to go around after a bounce because of the risk of porpoising. But when I soloed I kind of ignored some of that advice. I think if you bounce sufficiently enough you should probably go around because you do risk a nose gear collapse or a prop strike if you try to salvage it. If you simply made a hard landing with some bounce, just keep the nose up, add maybe a little power, and salvage it that way. If you bounced enough to make your teeth rattle, I would suggest just going around before you make it worse. You really need to know how to do a go-around properly, though. You're right that it's important to get students out of the instinctive reflex of pitching up and instead pick up airspeed and raise one notch immediately to assist in that.

@@aviation_nut The round out and hold off technique gives up a very important control for exact glide angle and rate of descent. By closing the throttle, we eliminate dynamic throttle control. But we are going too fast. requiring a closed throttle. Decelerate on short final enough to sink with full flaps a bit causing us to need to bring the throttle into dynamic control of glide angle. Now coming into high ground effect, do not let the apparent rate of closure with the numbers speed up. Use the elevator to further decelerate to maintain an apparent brisk walk rate of closure with the numbers. 1,3 Vso is no longer needed for safety. Vso is no longer needed for safety. We are trying to slow to the very, very low ground effect stall airspeed. This is necessary to not bounce. This is necessary to quit flying in one inch ground effect. This adjusted apparent rate of closure, same as when we decelerate into an intersection with our car, allows us to touch down slowly and softly every time on the exact desired spot. We need to know how to land safely, managing energy, both potential and kinetic, properly. Yes, we need to know how to emphasize airspeed over altitude and even use ground effect to go around properly. We also need to know how to take off properly, safely using ground effect to accelerate to cruise airspeed when thousands of feet of runway remain. Neither Vx nor Vy are ever appropriate on long runways and the concept/requirement to pitch up early while slow is the beginning of the problem. The principle, the law of the roller coaster, says this is a gross error. Airspeed is altitude. Yes, altitude is also airspeed, but we need potential energy of altitude in order to convert altitude into airspeed. If we have no potential energy of altitude, no altitude, we have to have fuel energy and ground effect energy to get potential energy of altitude most efficiently. We have to have airspeed first. Low altitude orientation is that airspeed, not altitude, is life.

To fly gliders (sailplanes) you're taught to actually recover from bounces and land further afield, and trained to not induce PIO/porpoising. It seems to work well. Sometimes being too reliant on having an engine to save you can lead to worse outcomes.

@@alirezanejati9712 Yes, certainly. And we have power available to ease down the second time. It is unfortunate we don't just teach energy management to begin with, but the best ACS book short field takeoff is actually the soft field technique using ground effect. And the best book short field landing is the soft field technique. If we're not landing until a thousand feet down a fine runway, we might as well ease it down with power. I actually teach hover taxi in airplanes to give students, more than just a second every landing experience with flying slow enough to land.

That’s right!

It seems like AI/automated content. The subtitles are wrong all the time and understandable words are removed

That’s true, but I think it was more about making the controller understand how serious the AirCanada flight was concerned with the controller’s attitude.

@@Partylizard1 That's not the pilot's job and doubly so not on the radio.

according to the pilot (the only witness) they had a hard landing earlier, i think it was aborted too meaning they dont stop the plane, they take off again and try the landing one more time. i think the copilot was in charge of the landing and he fumbled it, so as they countinued flying the captain noticed that the copilot became visibly upset about the landing. in aviation there are often very strict rules about who is allowed to fly planes. maybe he thought he will lose his license, his job, or face other bad consequences. sadly for some people this is enough to end themselves. we will never know if the captains account was true or not. but there has been a thorough investigation by the NTSB. i dont know further details but they would have analyzed the cockpit voice recordings and other recordings, like control Input data and so on. with this data they would see if the captain has exited the cockpit or not. and to throw someone else out of a plane you (as captain) would have to put the plane on autopilot, overwhelm the victim and throw it out. the recordings would indicate that something like this happened, but apparently there wasnt anything suspicious about the captain himself.

Everyone expects this kind of positive attitude! Thank You ! 😊

It was a coordinated attack this time

😂