The fact that such a major airport like Bangalore with this type of unpredictable weather did not have Cat 3 approach capabilities is the real issue here.
I differ. However technologically advanced a runway is, the pilots need to be knowledgeable and skilled enough to land by relying on fundamentals. The presence of advanced technology should not let the pilots slack.
I had a not so similar experience last week. I was traveling to bangalore from Lucknow and apparently 1 instrument was not working and we had to wait for 3 hours in the plane at Lucknow Airport. Pilot made the call and he was not ready to fly. Post 2 hours some shit people got restless and started shouting at pilot as if he deliberately was trying to stall us on the ground. Visibility at bangalore airport was not clear and because of that instrument not working, pilot wont be able to see beyond 5 kms. That what they told us. And am sure he was under a lot of pressure from Airline and passengers to take off from the airport. Its a lot on the line for a pilot and we as a passenger should trust their instincts. Finally we took off and landed safely even though that instrument was not working properly. I saw lot of people were uncomfortable throughout that flight because we were not sure if pilot took that decision under pressure or the issue was taken care by engineers.
in 2020 (1 year after this), Bangalore airport got CAT3... but this was pretty scary .. Why did the captain allow a rookie First Officer to try this very difficult approach(with 170 souls on board) with only 100 hours of experience ???
In principle, a certified pilot should be able to fly any approach that is within the regulations regarding visibility or wind speed and direction. I rather wonder why they broke off the ILS approach instead of flying it down to the runway and why the captain did not notice that they are not aligned. With a visibility of 200 and an RVR of 1200, they should have aborted this approach way earlier on a Cat I approach, if I am not mistaken.
@@johnathancorgan3994 of course. But I think the point is maybe this weather situation was not the best time for a first officer to gain experience. Let him rack up a few hundred hours landing and taking off in weather conditions that are a bit safer.
@@pimacanyon6208 that’s silly, the captain is also a qualified pilot as well and he’s supposed to be monitoring everything ANY pilot who’s up their with him does. This isn’t an issue with inexperience it’s bad judgment by both pilots to try the approach in those conditions and complacency. They both should know better. A pilot with 100 hours on the type is still a qualified pilot. Sometimes they even come out of school with more current relevant knowledge because they have covered it sooner than some more experienced pilots.
Unfortunately, only the crew is to blame. The procedures are clear: you fly the ILS cat 1 to the published minima on Autopilot, at the mininima, which are called out by a synthetic voice, there are only two calls possible: "GO AROUND/FLAPS" or "Continue" if the runway is in sight and enough visual clues for a safe landing are present. All low visibility approaches are flown by the Captain and monitored by the First Officer, standard procedures in ANY Airbus type. The incident was the result of the crew not following established Airbus procedures but with a perfect airplane. Unfortunately.
Absolutely correct. Thank you. It is not the plane (type) nor tha automation that matters. It is usually the people. This was a monumental. SNAFU or FUBAR. I think FUBAR. Talk about pulling it out of the ditch just in time. Sheer luck avoiding monumental stupid death. These guys should be canned.
It was a CAT I approach, hence the FO was most likely allowed to fly the approach (depending on company SOPs). As to why they continued below the minimum: From the pax video it appears that the fog was quite shallow. It is possible to have a decent view onto the Rwy and lighting system from above the fog, while only loosing references within the last 50ft. or so.
I lived in Bangalore for many years. This airport is about 20 miles from the city border. Most of the surrounding areas of the airport are vacant lands with uneven terrain, but there are many small villages. Glad the flight made it safely. However, the Ghost plane at 9:55 frightened me :D Why did you do that?!
What the literal F are you talking about? Not a salient point here. 180 people nearly died due to stupid people. Here is my salient point. A city of MILLIONS does not have current weather data or landing ILS technology. Also. Crap pilots. That Airbus frame was so good it stood up to being crushed....with one engine running....and saved everyone. Way to go Airbus.
I’ve heard it before in an A320 (Volaris Mexico), sitting in a similar seat arrangement (I was on the eighth row); not gonna lie, it caught me off-guard too the first time I heard it from my seat
What took them so long to get Cat 3 ILS, especially if the airport tends to fog up frequently? Why did ATC give wrong visibility data even though they should be familiar with local weather and know that they need to check often? Why didn't they go around at minimums with no runway in sight? They got extremely lucky, it could've gotten a lot worse than an unfriendly half hour with the chief pilot of their airline and some bonus simulator training.
To answer your first question ils system are extremely expensive not only to own but to maintain and it gets a lot more expensive the more functions you want it to have
I have always felt that the runway centre line lights should be of a different colour from the runway edge lights. This can really help a lot in marginal visibility conditions. Wonder why ICAO cannot think of such an obvious requirement.
No brains, this aviation industry is run by old people and never wish to change. Besides this hundreds of logical questions include that over last 50 years, global population flying on aircraft has grown exponentially and we still have same runway designs. Most bad weather are painful landings, two common sense, can we have wider runways and longer runways
You can see in the passenger video the jet did transition directly over the the runway threshold on landing. The pilots didn't have a stabilized approach on the runway heading; they flew the jet off to the left and into the grass. Not a weather issue. Pilot error.
I know how scary it would be, Had a go around in 2019 but it was before the touchdown due to heavy rains. But I was calm. But my personal opinion is to hold yourself in senses, Not to Panic or loose hopes, As a passenger yelling, shouting would only make it feel more scary. Had there been anything I/you could do we would already be qualified enough and inside the cockpit as a pilot already , so take a deep breath and trust your crew. 🙏🙏
I had a similar experience at the Kashmiri airport (BLR to KSH). The visibility was almost bull null. Our flight tried landing once and failed, so we kept circling around. Then we started to descend to try again, but the pilots pulled back up and told us that there was another flight landing at that moment. The turbulence was horrible and the fact that we kept going up and down multiple times made everyone very uncomfortable. So many people were crying and praying. Even my mother just held me and my brother and closed her eyes. Finally after a delay of over 2 hours, we landed, again not so sound as the pilot landed the front wheel first, so it was a very unpleasant experience. The fog was so bad that even once we got off the place, we could hardly see anything beyond 10m while walking into the airport.
Sounds terrible 🫤.Kashmir and Leh airports are as is considered difficult to land at,plus there is always turbulence due to snow covered mountains.But your experience is extra horrifying
It should be noted that a pilot's increase in reliance upon technology to land a plane can have devastating consequences if the airport they are landing at either a) doesn't have the same technology or b) said technology is down for maintenance or some other reason. Pilots who suddenly find themselves hand flying landings, instead of having automation do said job, are now reliant on their hand-flying experience which, if they train more on automation, can leave them woefully deficient. I remember the Air Inter pilots, who weren't as experienced in non precision approaches, crashing their plane because, in their anxiety, they accidentally told their plane to descend at 3300 ft per minute instead of telling their plane to descend at 3.3 degrees. Automation is a wonderful thing in the world of flying, but relying exclusively on them to do the job really hampers the pilot's ability to do the job if that system, for one reason or another, isn't in place. Imagine a 10,000 hour captain having to land a plane at a non-precision airport, or in bad weather, having only done it a couple of times before. Just because someone has alot of hours flying doesn't mean they have alot of hours flying in 'x' condition, and that makes them just as dangerous as a brand-new Captain or FO. Just because technology can solve a problem doesn't mean it can't create a different one, just as dangerous, in it's place.
@@kickedinthecalfbyacow7549 That's an extremely dangerous position to put the pilots in. That means a) pilots are attempting landings only possible in one particular set of circumstances, limiting their options if they proceed and b) all of that assumes, incorrectly, automation never fails, gives out incorrect information, or that nothing will disrupt the human/machine interaction at such a precarious moment. Real-world pilots die, ALOT, in IMC conditions just because they suddenly get a case of get-there-itis and fly into situations they think they are more prepared for than they are. Automation should only ever be considered a tool to assist a pilot in doing their job. Tools break, tools fail, and a complicated machine with a hundred million moving parts can't be assumed to be reliable. If nothing else, airline companies maintaining said machines aren't to be trusted to not cut corners in maintaining said machines. *cough* MAX 8 *cough* The best pilots in the world also die if their jackscrew has no lubrication and separates from their mounting nut, sending their elevators, and their plane, into a nose-down configuration. Making a pilot comfortable with a landing that only an automated plane can accomplish will make a pilot more careless and reckless simply because they will come to rely on automation to get them into that situation, and safely out of it, more often than they should. Building up a history of relying on automation to work, and then it suddenly not working, and that leading to a crash, is a long-established and firmly proven link in many airline accident chains. Today, you properly configured your plane for landing, with no mistakes or breaks in your concentration. Today, automation worked perfectly and it landed you in low visibility, with no problem. Today, what you learned can, and will, get you killed if you think tomorrow, or even the very next flight, will be the same. The pilots of American 1420, for example, never crashed their plane in bad weather....until they did.
@@khnopff71 I can see you’re very committed to your position, unfortunately humans cannot see through fog. It was decided quite a long time ago that automation was the best way to overcome low visibility, and to date it has proved very effective.
@@kickedinthecalfbyacow7549 Don't get me wrong: I whole-heartedly agree automation in planes is a good thing, and that it is a major benefit to pilots when they fly. However, my position is that everything to do with flying is like a knife: it can help you cut your vegetables but its equally sharp enough to cut your veins. The problem, as I understand it, is not automation's benefit in low visibility conditions. My problem is that such conditions are above average in being dangerous to fly in. Teaching pilots to fly into foggy conditions, because automation is there to guide them, sets a very dangerous precedence in that they can, and will, develop less situational awareness in such conditions, trusting automation, and their own lack of human error, to navigate safely. All you have to do in fog is be 100 ft wrong in how high you are flying, especially when landing, and you've gone from landing your plane on the runway to crash landing your plane into a mountain. A pilot should never ever treat fog, even with automation, as anything except a hazardous condition. Anything that turns that situation even remotely 'routine' puts a pilot, whether they realize it or not, on the road to catastrophe, because you will never know when your confidence, in any given moment, is dangerously misplaced until it's too late. And I know someone will suggest accurate 3D mapping of all terrain, fed to the display from a constant GPS signal, as a solution (which I also think is long overdue,) but again, it's a safety measure that adds another level of mechanical/pilot failure into the equation. COPA 201 pilots, for example, didn't think a simple navigational switch difference between their training sim and their actual aircraft would have repercussions down the road....but they did. As such, I see my goal as an aviation enthusiast, especially as an accident observer, to see situations developing far enough out that their failures can be anticipated and mitigated as much as possible. There will undoubtedly be times when a plane might have little choice but to land in foggy conditions, for one reason or another, and I would absolutely rather have the automation available than not have it. But there have been enough fog-bound plane crashes, or crashes exacerbated by foggy conditions, that anything that makes one think of them as being anything close to routine will have long-term repercussions. That would be like developing a plane that could navigate through a thunderstorm with relative ease. Teaching pilots they can fly in such conditions, even if the majority of pilots do navigate such conditions, safely can only lead to future tragedies. And more automation, and a reliance upon it, can have an extremely detrimental effect on a pilot's ability to navigate said airplane if they are suddenly forced to fly when they weren't expecting to. Air France 447 only had their pitot tubes momentarily blocked by ice; hardly a scenario any armchair pilot would consider all that dangerous. Yet it led directly to its crash. Automation helps pilots, but it can also hurt them in ways they may not always train for or anticipate.
Hi I really love your vids. I'm from Bangalore and though this could've become very serious, Bangalore airport is outside Bangalore(50 kilometers from my house), and the area around the airport is scarcely populated. I often spend more time going to the airport than in the flight itself(Bangalore is known for its bad traffic, amazing weather(on most days), and the airport being outside the city)
I've been subscribed since nearly the beginning, and your stuff is just getting better and better! I'm wondering if perhaps you considered putting together a montage of some of these major incursion incidents that have been happening lately? Thanks for all your great work👍👏
As long as they had the runway environment in sight, they could have continued, and the the approach lights are a part of it. The major problem happens is when you transition from the approach lights to a runway with no centerline lights. The pilot can be fooled in using that as the centerline, and that’s why the drift to one side.
This is an informative video.I want to now your expert opinion on a scary incident that I had experienced back in the summer of 2019 (If I could recall the year correctly). I was flying from Guwahati to Delhi in an Indigo flight. The weather was apparantly sunny. The flight was mostly smooth. However, around 20 minutes prior landing in Delhi, the flight just descended what it felt like at zero gravity. It lasted for 4-5 seconds I guess. The pasengers screamed, object flew around, one or two airhostess who were not in their seats were badly hurt (I could hear two of them crying as I was sitting in one of the rear seats). Some people started discussing the reasons after they could compose themselves from the shock, as usual God was one of the factors they praised, some were giving not-so-convincing scientific facts like 'air-pockets' where no air cause etc. etc. But what suprised me was no apology, no explanations from the pilots. Once the plane landed, it was preparing for the next flight as usual. Most passengers were like me, 'we got saved finally, so let's go' kind of gratefulness. People dispersed. I was one of them too, but inside of me, I did not feel great about it. I want to know is this so usually causal that everything was set aside as if nothing happened and the aircraft was preparing for a next flight?
Am a regular visitor to KIAL and had a flight on 13th Nov early morning. I had thoughts in my head about cancellation looking at the fog conditions. All this while not knowing about this incident happening less than 48hrs ago.
2 days back we were flying from Lucknow to Bangalore by air Asia n throughout our journey we were told not to remove the seat belt as there was too much of turbulence when we were nearing Bangalore... Blore weather is really crazy
@@Skiman__ flight 455 and flight 246 iirc Atc had given both of them clearance to take off in both the 2 runways simultaneously until one controllrt in the tower noticed the error made
I notice you didn't make any mention of the pilots being worried about damage to the plane that might turn their landing at Hyderabad into a disaster. I'm especially thinking of landing gear damage -- I don't expect the A320 to be designed for... rough field operations. Wouldn't that have been something to consider before touching down or did the report just not go into that? B20
One thing I’d really like to know is what kind of approach lights the airport had that they had (or thought they had) a visual at minimums. At 200m RVR, there’s no way they could see the threshold with CAT I minima, which are 200ft AAL (above aerodrome level) or higher, so like 0.6 NM away from the threshold. That’s around a kilometer
I'd have thought that they should have diverted to Hyderabad in the first place, given that they couldn't actually see the runway. Looking at the video footage, I'm surprised that the left hand engine wasn't ripped off the wing as it came into contact with the ground at Bangalore. I suspect that the passengers and crew are lucky to have avoided a major (and probably fatal) crash.
There have been a number of incidents this past week that have made the news. Bad turbulence injuring 8 on a Lufthansa flight; just yesterday there was an executive flight that made an emergency landing at the same airport I just flew into a week ago (Bradley in CT), because they hit turbulence as well, leading to a death; and most recently an incident where a man tried to open the emergency door mid-flight from LAX to Logan, then proceeded to stab a flight attendant. This on top of the incident out in Hawaii where the plane fell within hundreds of feet of the Pacific shortly after take off. Just a lot of aviation related stories here recently.
Last time an when the Airbus A320 touched the ground (golf course) before the runway in Bangalore, it never made up in the air again. They freaking escaped just in time. Not to blame the FO. He’s still learning. Pretty sure this was one lesson he’ll NEVER forget in his life.
Yeah a safer airport ILS system could have helped, but it's the pilots' duty to make safe choices with the equipment that is available to them. I think a lot of the failure of this accident probably lies upon the safety and training culture of pilots at that airline. There should have been somebody in the cockpit that was aware enough to call for a go around before it was too late. An improved ILS system is just going to mask these deficiencies of the company culture.
yep, they were lucky to get out alive. Seems like the cat 3 ILS should be at every major airport, so that planes could land safely even with near zero visibility
Excellent video and narration of the events! Everyone on this flight was very lucky to survive. And I’m glad Bangalore now has a Cat 3 ILS system. Not sure why they had a Cat 1 in the first place.
Lots of reasons: it's just not the cost of the equipment, but also how the installation must be done, a lot of training, a lot of engineering before an airport becomes even ready for CAT 3 ILS to be installed. And even then, it takes time to get it operational, sometimes years. And add in the time needed to train the ground people to maintain and operate it. So, a new airport first gets a CAT 1, then gets upgraded.
I think Bangalore airport is now CAT 3 enabled and supports full auto pilot based landing since it also now accomodates A380s. But this was a close one and the quick reaction by the crew definitely avoided a catastrophe.
Landing and Take off are always critical and accident prone in the entire fight. Only experienced hands can do justice to these maneuvers. Captain, knowing the whether conditions in Bangalore should have taken control. Afterall safety is paramount in such situations.
When previous aircraft had gone around this crew also should have been prepared for that. This is a case where the crew lost contact with the runway below minima in fog patches. They just continued hoping to become visual and touchdown. The video clearly shows that after crossing the threshold they became IMC and drifted to the left and touchdown left wheels outside. Bangalore that time didn't have center line lights and crew should have known that so there is no question of crew mistaking runway edge lights as centerline lights. If the didn't know it then it's their fault. Even if they had touched down on the runway in zero visibility keeping it straight would have been very risky. Only correct decision was to go around moment they lost contact. It was CAT1 ILS so no tricks below minima. Had the gear been damaged and not retracted then they couldn't have diverted.
Only ones to blame are the pilots. No one else. Like one said before me, only 2 calls that should be made at minimums are go around/flaps and continue. The E-GPWS even calls out "approaching minimums" then "minimums" so there's no excuse for them not to go around at minimums when they obviously didn't see the runway. This is ingrained to every pilot during their instrument rating in the US, and should be everywhere else in the world.
I am not sure if the info was correct, if RVR was 1200m, that is a lot. you can do CAT I with RVR down to about 600m. Regarding to what you said about CAT I being not so precise, the difference between a CAT I and a CAT III is not about its accuracy. CAT I single is just as accurate as CAT III, in fact it is the same signal. What sets them apart is with CAT III more protective measures in terms of the signal protection and back up system are in place. Aircraft has no problem conducting autoland when the airport is running CAT I operation, but signal free of interference and deflection is not guaranteed. Also in Airbus terms, its true you don't need to see the runway in CAT 3 Dual, but in CAT 3 Single capability, you need to see 3 centreline lights even if its an autoland, so to say CAT III does not require any sighting of the runway in not entirely true. Regarding this incident, immediately into the video you can hear the autopilot disconnection warning, I believe at that point the aircraft is at minimum or around 200ft AAL, and shortly after, you can see the visibility suddenly went from bad to worse, clearly the flight crew didn't really HAVE the runway in sight at that point. However they pushed on until they realised it had gone badly wrong. Below minimum in a CAT I operation, you don't need to look at the instrument to tell if the plane is over the runway centreline or not, you look outside, spending 10 seconds to realise you cannot find the runway is a lot of time considering you have just about 20 seconds of flight below minimum. if you don't see it, lost sight or just being unsure then you go-around. It is that simple.
If the safety standards of Go Air are like those of Indias rail system I'm surprised the planes got off the ground. The only mode of transportation I would trust in India is my feet.
In India air accidents not common due to less numbers of flights. But as you said India has to maintain best safety standards in every field which are acceptable internationally. No excuse for safety. If they can’t maintain safety stringently let them to close flights.
Many questions on this 1.Why was the first officer pilot flying?? 2. 200 feet don’t see ground then go round!! 3. If you are going to break those rules then at least leave the autopilot in and auto land on the runway! 4. Low time inexperienced pilots in budget airlines is a recipe for disaster 5.Huge shortage of experienced pilots worldwide
7:15 I am an air traffic controller at Mumbai airport. I understand your point but the procedures we have for rvr reporting are such that we do not take the values directly from the system. It is reported first by MET personnel & then we report it to the pilots.
that is such a good question really and im still confused of the direction of this weather as most winds blow north or east since Mangalore airport would be viable as its a perfect airport for a320’s and moreover the captain would be required to land it
@@gulage1736Over confidence would get this to you. What would you expect a FO with a green experience written all over his face trying to land in a near zero visibility. The Captain was dumb and FO was foolish enough to not complain about it
For a precision approach such as an ils cat 1 it’s typically a decision height of 200ft agl mda’s are only for non precision approaches without a glide slope such as a localizer approach
According to new airbus TPC concept which is threat ahead, sunrise or sunset during an approach in low/normal vis is a certain threat. I sure include it in my briefings. Regarding legality of fo attempting to land, I’d replied to one of the comments regarding the same. Good video.
Very big issue here. 2019 and no CAT3. Here in Dubai it was a decade earlier. “”” In 2009, it was announced that the airport installed a Category III landing system, allowing planes to land in low-visibility conditions, such as fog. This system was the first of its kind in the United Arab Emirates. “”” Wikipedia
@@MiniAirCrashInvestigation Disaster Breakdown did that this weekend, but I'll watch yours too because you will offer a different focus and perspective in your analysis.
In 1989-90 an Air India flight from Mumbai to Bangalore early hours of the morning crashed at Bangalore Airport just minutes before Runway killed majority of the passengers and crew... thankfully this time got lucky..
on February - 14 - 1990 - Bangalore - Bombay to Bangalore - A-320 aircraft which was inducted a few weeks before / crashed in the Domlur Airport - first it hit a tank from the Golf course end. and split into 2 parts. around 90 +12 crew perished in the accident Passengers seated in the rear end jumped and escaped with burn Injuries and Knee and elbow fracture. My Brother and Dad were seated in the front and they died on the fateful day. many who frequently fly today from Bangalore to differnt destinations do not know this incident.
Flight left Nagpur around 1230 in morning. Its barely 1 hour 30 min flight. With no delays, it should be landing around 2 in morning. Commentators claims sun in eyeline of pilot, sun do not rise at 2:00 AM in Bengaluru for that matter anywhere in the world. Folks be mindful of such videos!
Re-subbed. Came back to check here after your channel was mentioned in the comments of another air crash investigation channel. Very pleasantly surprised how the narration sounds so much more mature, way less rushed, and the 'teen drama'-style has been dropped. This improved narration is doing right by the quality of the content.
Brother you are discussing old case of incident. Perhaps you are unaware that Bengaluru International Airport installed the category-3B (CAT-3B) instrument landing system (ILS) on its new runway to improve visibility for aircraft landing and take-off in inclement weather and foggy conditions. From January 1st 2021it has been fully operational.
I was there seating in another flight for Visakhapatnam and were waiting for flight clearance from ATC. Visibility was very poor at that time but nobody was having any idea about this incidence .
The basic reason behind such incidents is that, this is india where safety and life doesn't matter what matters is how much profit(commission) you can make with minimum investment, knowing the weather conditions in bangalore they should have upgraded to latest landing technologies much earlier.
I am an airline pilot and DONT blame the controllers for this! Its our (crew) SOLE responsibility for the decisions we make based on PROCEDURES,regardless ! Its failsafe if you do as you were taught to do,and thats it! Now everything else is speculation and drama!
I live in Bangalore and knowing about this kinda freaked me out but glad at the same time everyone were okay and also pretty surprised that we have at cat-1 ILS. Besides love you content
I don't know what is it with Go Air as a company, my first ever Air travel was with this company ( Pune to Bangalore) and it ended up being an emergency landing(because of heavy turbulence they said) on the same airport where i boarded. so i kinda avoid this company even though it's pricing are most competitive.
This will be one of your better videos for including the passenger video. When you say what happened it sounds like they have more time. These guys had zero time to react. If the FO could see the Edge Lights, could they not also see the Sequence Lights to line up better before Touchdown? That's a Pilot thing. Nobody talks about those unless a plane runs over them.
Pilot layman here. Can't see it? TOGO. End of story. Apparently they were not bright enough to cipher that. Glad the passenegers lived to tell the tale. These pilots were incompetent. Full Flat Stop.
![ROSÉ (로제) - number one girl [더 시즌즈-이영지의 레인보우] | KBS 241129 방송](http://i.ytimg.com/vi/A9oByH9Ci24/mqdefault.jpg)
I like that you included actual footage from the near crash of this plane. I'm glad no one was hurt!
The fact that such a major airport like Bangalore with this type of unpredictable weather did not have Cat 3 approach capabilities is the real issue here.
In December 2020 if i am correct, the south runway of the airport become ILS CAT III B compliant fyi
Absolutely correct
I differ. However technologically advanced a runway is, the pilots need to be knowledgeable and skilled enough to land by relying on fundamentals. The presence of advanced technology should not let the pilots slack.
@@vedant2791 I cannot agree more but the point is if u have almost 0 visibility then all u can do is follow ur instrumentation
Wow! Is this only in Bangalore or elsewhere?
So the pilots do not have all the help they can get!!!!
I had a not so similar experience last week. I was traveling to bangalore from Lucknow and apparently 1 instrument was not working and we had to wait for 3 hours in the plane at Lucknow Airport. Pilot made the call and he was not ready to fly. Post 2 hours some shit people got restless and started shouting at pilot as if he deliberately was trying to stall us on the ground. Visibility at bangalore airport was not clear and because of that instrument not working, pilot wont be able to see beyond 5 kms. That what they told us. And am sure he was under a lot of pressure from Airline and passengers to take off from the airport. Its a lot on the line for a pilot and we as a passenger should trust their instincts. Finally we took off and landed safely even though that instrument was not working properly. I saw lot of people were uncomfortable throughout that flight because we were not sure if pilot took that decision under pressure or the issue was taken care by engineers.
spicejet?
@@sandipmaity1984 most probably
they should clarify the status..
in 2020 (1 year after this), Bangalore airport got CAT3... but this was pretty scary .. Why did the captain allow a rookie First Officer to try this very difficult approach(with 170 souls on board) with only 100 hours of experience ???
Because this is how the first officer gains experience in the first place.
In principle, a certified pilot should be able to fly any approach that is within the regulations regarding visibility or wind speed and direction. I rather wonder why they broke off the ILS approach instead of flying it down to the runway and why the captain did not notice that they are not aligned. With a visibility of 200 and an RVR of 1200, they should have aborted this approach way earlier on a Cat I approach, if I am not mistaken.
@@johnathancorgan3994 of course. But I think the point is maybe this weather situation was not the best time for a first officer to gain experience. Let him rack up a few hundred hours landing and taking off in weather conditions that are a bit safer.
He’s a pilot. Why do you think First Officers aren’t qualified pilots? Nonsense.
@@pimacanyon6208 that’s silly, the captain is also a qualified pilot as well and he’s supposed to be monitoring everything ANY pilot who’s up their with him does. This isn’t an issue with inexperience it’s bad judgment by both pilots to try the approach in those conditions and complacency. They both should know better. A pilot with 100 hours on the type is still a qualified pilot. Sometimes they even come out of school with more current relevant knowledge because they have covered it sooner than some more experienced pilots.
Unfortunately, only the crew is to blame. The procedures are clear: you fly the ILS cat 1 to the published minima on Autopilot, at the mininima, which are called out by a synthetic voice, there are only two calls possible: "GO AROUND/FLAPS" or "Continue" if the runway is in sight and enough visual clues for a safe landing are present. All low visibility approaches are flown by the Captain and monitored by the First Officer, standard procedures in ANY Airbus type. The incident was the result of the crew not following established Airbus procedures but with a perfect airplane. Unfortunately.
That's what I was thinking, and I'm just a random person that knows almost nothing haha. Thank you for your industry insight!
Absolutely correct. Thank you. It is not the plane (type) nor tha automation that matters. It is usually the people. This was a monumental. SNAFU or FUBAR. I think FUBAR. Talk about pulling it out of the ditch just in time. Sheer luck avoiding monumental stupid death. These guys should be canned.
Yes. Way too simple
It was a CAT I approach, hence the FO was most likely allowed to fly the approach (depending on company SOPs). As to why they continued below the minimum: From the pax video it appears that the fog was quite shallow. It is possible to have a decent view onto the Rwy and lighting system from above the fog, while only loosing references within the last 50ft. or so.
Spot on!
It's incredible how close this was. They got themselves pretty deep in a hole, surprised they got out tbh.
literally as well as figuratively!!!!
I lived in Bangalore for many years. This airport is about 20 miles from the city border. Most of the surrounding areas of the airport are vacant lands with uneven terrain, but there are many small villages. Glad the flight made it safely.
However, the Ghost plane at 9:55 frightened me :D Why did you do that?!
Somebody was NOT paying attention to RIMCAS, apparently. :P
@@SeamusDonohueEVEOnline Lol. This is gonna be another episode of Mini Aircraft investigation. It'll be fun to know how that happened :D
When did this happen?
What the literal F are you talking about? Not a salient point here. 180 people nearly died due to stupid people. Here is my salient point. A city of MILLIONS does not have current weather data or landing ILS technology. Also. Crap pilots. That Airbus frame was so good it stood up to being crushed....with one engine running....and saved everyone. Way to go Airbus.
No no, the fact is, they built the airport in a different far away place and still call it Bangalore airport
5:10 surprising that we can hear the A/P Disconnect warning in the cabin
I’ve heard it before in an A320 (Volaris Mexico), sitting in a similar seat arrangement (I was on the eighth row); not gonna lie, it caught me off-guard too the first time I heard it from my seat
What took them so long to get Cat 3 ILS, especially if the airport tends to fog up frequently?
Why did ATC give wrong visibility data even though they should be familiar with local weather and know that they need to check often?
Why didn't they go around at minimums with no runway in sight?
They got extremely lucky, it could've gotten a lot worse than an unfriendly half hour with the chief pilot of their airline and some bonus simulator training.
To answer your first question ils system are extremely expensive not only to own but to maintain and it gets a lot more expensive the more functions you want it to have
CAT 3 ILS installed in 2020, better late than never
I have always felt that the runway centre line lights should be of a different colour from the runway edge lights. This can really help a lot in marginal visibility conditions. Wonder why ICAO cannot think of such an obvious requirement.
No brains, this aviation industry is run by old people and never wish to change. Besides this hundreds of logical questions include that over last 50 years, global population flying on aircraft has grown exponentially and we still have same runway designs.
Most bad weather are painful landings, two common sense, can we have wider runways and longer runways
@@sandeepmehta5311 50? i would say 80 year old runway designs are still in place
Bangalore weather is crazy ...i experienced it in 2019.. Hyderabad was so clear ... Bangalore...cloudy over the airport and heavy turbulence
You can see in the passenger video the jet did transition directly over the the runway threshold on landing. The pilots didn't have a stabilized approach on the runway heading; they flew the jet off to the left and into the grass. Not a weather issue. Pilot error.
That's as close as it gets without a full on crash, great that managed to get out of it.
Damn! That video of the landing was amazing.
thank you for the detail expanation. I was the part of team wo did inspection at GMR
The real video is SCARY AS F***. As a passenger, I'd have a heart attack for sure... 😭
I know how scary it would be,
Had a go around in 2019 but it was before the touchdown due to heavy rains. But I was calm.
But my personal opinion is to hold yourself in senses, Not to Panic or loose hopes,
As a passenger yelling, shouting would only make it feel more scary.
Had there been anything I/you could do we would already be qualified enough and inside the cockpit as a pilot already , so take a deep breath and trust your crew. 🙏🙏
Great video and great narration.
I had a similar experience at the Kashmiri airport (BLR to KSH). The visibility was almost bull null. Our flight tried landing once and failed, so we kept circling around. Then we started to descend to try again, but the pilots pulled back up and told us that there was another flight landing at that moment. The turbulence was horrible and the fact that we kept going up and down multiple times made everyone very uncomfortable. So many people were crying and praying. Even my mother just held me and my brother and closed her eyes. Finally after a delay of over 2 hours, we landed, again not so sound as the pilot landed the front wheel first, so it was a very unpleasant experience. The fog was so bad that even once we got off the place, we could hardly see anything beyond 10m while walking into the airport.
Sounds terrible 🫤.Kashmir and Leh airports are as is considered difficult to land at,plus there is always turbulence due to snow covered mountains.But your experience is extra horrifying
It should be noted that a pilot's increase in reliance upon technology to land a plane can have devastating consequences if the airport they are landing at either a) doesn't have the same technology or b) said technology is down for maintenance or some other reason. Pilots who suddenly find themselves hand flying landings, instead of having automation do said job, are now reliant on their hand-flying experience which, if they train more on automation, can leave them woefully deficient. I remember the Air Inter pilots, who weren't as experienced in non precision approaches, crashing their plane because, in their anxiety, they accidentally told their plane to descend at 3300 ft per minute instead of telling their plane to descend at 3.3 degrees.
Automation is a wonderful thing in the world of flying, but relying exclusively on them to do the job really hampers the pilot's ability to do the job if that system, for one reason or another, isn't in place. Imagine a 10,000 hour captain having to land a plane at a non-precision airport, or in bad weather, having only done it a couple of times before. Just because someone has alot of hours flying doesn't mean they have alot of hours flying in 'x' condition, and that makes them just as dangerous as a brand-new Captain or FO. Just because technology can solve a problem doesn't mean it can't create a different one, just as dangerous, in it's place.
When the visibility is below 600m you either rely on the automatics or you don’t fly.
@@kickedinthecalfbyacow7549 That's an extremely dangerous position to put the pilots in. That means a) pilots are attempting landings only possible in one particular set of circumstances, limiting their options if they proceed and b) all of that assumes, incorrectly, automation never fails, gives out incorrect information, or that nothing will disrupt the human/machine interaction at such a precarious moment. Real-world pilots die, ALOT, in IMC conditions just because they suddenly get a case of get-there-itis and fly into situations they think they are more prepared for than they are.
Automation should only ever be considered a tool to assist a pilot in doing their job. Tools break, tools fail, and a complicated machine with a hundred million moving parts can't be assumed to be reliable. If nothing else, airline companies maintaining said machines aren't to be trusted to not cut corners in maintaining said machines. *cough* MAX 8 *cough* The best pilots in the world also die if their jackscrew has no lubrication and separates from their mounting nut, sending their elevators, and their plane, into a nose-down configuration. Making a pilot comfortable with a landing that only an automated plane can accomplish will make a pilot more careless and reckless simply because they will come to rely on automation to get them into that situation, and safely out of it, more often than they should. Building up a history of relying on automation to work, and then it suddenly not working, and that leading to a crash, is a long-established and firmly proven link in many airline accident chains.
Today, you properly configured your plane for landing, with no mistakes or breaks in your concentration. Today, automation worked perfectly and it landed you in low visibility, with no problem. Today, what you learned can, and will, get you killed if you think tomorrow, or even the very next flight, will be the same. The pilots of American 1420, for example, never crashed their plane in bad weather....until they did.
@@khnopff71 I can see you’re very committed to your position, unfortunately humans cannot see through fog. It was decided quite a long time ago that automation was the best way to overcome low visibility, and to date it has proved very effective.
@@kickedinthecalfbyacow7549 Don't get me wrong: I whole-heartedly agree automation in planes is a good thing, and that it is a major benefit to pilots when they fly. However, my position is that everything to do with flying is like a knife: it can help you cut your vegetables but its equally sharp enough to cut your veins. The problem, as I understand it, is not automation's benefit in low visibility conditions. My problem is that such conditions are above average in being dangerous to fly in. Teaching pilots to fly into foggy conditions, because automation is there to guide them, sets a very dangerous precedence in that they can, and will, develop less situational awareness in such conditions, trusting automation, and their own lack of human error, to navigate safely. All you have to do in fog is be 100 ft wrong in how high you are flying, especially when landing, and you've gone from landing your plane on the runway to crash landing your plane into a mountain. A pilot should never ever treat fog, even with automation, as anything except a hazardous condition. Anything that turns that situation even remotely 'routine' puts a pilot, whether they realize it or not, on the road to catastrophe, because you will never know when your confidence, in any given moment, is dangerously misplaced until it's too late.
And I know someone will suggest accurate 3D mapping of all terrain, fed to the display from a constant GPS signal, as a solution (which I also think is long overdue,) but again, it's a safety measure that adds another level of mechanical/pilot failure into the equation. COPA 201 pilots, for example, didn't think a simple navigational switch difference between their training sim and their actual aircraft would have repercussions down the road....but they did. As such, I see my goal as an aviation enthusiast, especially as an accident observer, to see situations developing far enough out that their failures can be anticipated and mitigated as much as possible. There will undoubtedly be times when a plane might have little choice but to land in foggy conditions, for one reason or another, and I would absolutely rather have the automation available than not have it. But there have been enough fog-bound plane crashes, or crashes exacerbated by foggy conditions, that anything that makes one think of them as being anything close to routine will have long-term repercussions. That would be like developing a plane that could navigate through a thunderstorm with relative ease. Teaching pilots they can fly in such conditions, even if the majority of pilots do navigate such conditions, safely can only lead to future tragedies. And more automation, and a reliance upon it, can have an extremely detrimental effect on a pilot's ability to navigate said airplane if they are suddenly forced to fly when they weren't expecting to. Air France 447 only had their pitot tubes momentarily blocked by ice; hardly a scenario any armchair pilot would consider all that dangerous. Yet it led directly to its crash. Automation helps pilots, but it can also hurt them in ways they may not always train for or anticipate.
@@khnopff71 lots of words but I’m not sure that you’re actually saying anything.
Hi I really love your vids.
I'm from Bangalore and though this could've become very serious, Bangalore airport is outside Bangalore(50 kilometers from my house), and the area around the airport is scarcely populated.
I often spend more time going to the airport than in the flight itself(Bangalore is known for its bad traffic, amazing weather(on most days), and the airport being outside the city)
I've been subscribed since nearly the beginning, and your stuff is just getting better and better! I'm wondering if perhaps you considered putting together a montage of some of these major incursion incidents that have been happening lately? Thanks for all your great work👍👏
Your videos and research are amazing. Enjoyed your vids for a few years now.
Love seeing the progression of your videos.
As long as they had the runway environment in sight, they could have continued, and the the approach lights are a part of it. The major problem happens is when you transition from the approach lights to a runway with no centerline lights. The pilot can be fooled in using that as the centerline, and that’s why the drift to one side.
This is an informative video.I want to now your expert opinion on a scary incident that I had experienced back in the summer of 2019 (If I could recall the year correctly). I was flying from Guwahati to Delhi in an Indigo flight. The weather was apparantly sunny. The flight was mostly smooth. However, around 20 minutes prior landing in Delhi, the flight just descended what it felt like at zero gravity. It lasted for 4-5 seconds I guess. The pasengers screamed, object flew around, one or two airhostess who were not in their seats were badly hurt (I could hear two of them crying as I was sitting in one of the rear seats). Some people started discussing the reasons after they could compose themselves from the shock, as usual God was one of the factors they praised, some were giving not-so-convincing scientific facts like 'air-pockets' where no air cause etc. etc. But what suprised me was no apology, no explanations from the pilots. Once the plane landed, it was preparing for the next flight as usual. Most passengers were like me, 'we got saved finally, so let's go' kind of gratefulness. People dispersed. I was one of them too, but inside of me, I did not feel great about it. I want to know is this so usually causal that everything was set aside as if nothing happened and the aircraft was preparing for a next flight?
The mistake was disengaging the autopilot before the runway was in sight. Everything just snowballed from there.
Now it has a second runway equipped with CAT IIIB ILS
Am a regular visitor to KIAL and had a flight on 13th Nov early morning. I had thoughts in my head about cancellation looking at the fog conditions. All this while not knowing about this incident happening less than 48hrs ago.
This happened 4 yrs ago.
@@shreyas176 Yes, Am referring to the same month and year. What caught me off is lack of coverage by media.
2 days back we were flying from Lucknow to Bangalore by air Asia n throughout our journey we were told not to remove the seat belt as there was too much of turbulence when we were nearing Bangalore... Blore weather is really crazy
India is both a hotbed of lesser known airlines and incidents...and I find it absolutely fascinating
I flew inside India a few times for business in 2001, including Nagpur. I think it was called "Jet Air." It was fun I enjoyed it.
There was also a near mid air collision that happened between 2 indigo flights in jan 2022 at the same airport but not many people are aware of it
@@crypton7572 what were the flight numbers?
@@Skiman__ flight 455 and flight 246 iirc
Atc had given both of them clearance to take off in both the 2 runways simultaneously until one controllrt in the tower noticed the error made
@@bluecoffee8414 it went bankrupt
I notice you didn't make any mention of the pilots being worried about damage to the plane that might turn their landing at Hyderabad into a disaster. I'm especially thinking of landing gear damage -- I don't expect the A320 to be designed for... rough field operations.
Wouldn't that have been something to consider before touching down or did the report just not go into that?
B20
One thing I’d really like to know is what kind of approach lights the airport had that they had (or thought they had) a visual at minimums. At 200m RVR, there’s no way they could see the threshold with CAT I minima, which are 200ft AAL (above aerodrome level) or higher, so like 0.6 NM away from the threshold. That’s around a kilometer
I appreciate your „near misses“ reports, those are even more common than we might believe
I dont know why this video was suggested to me one day before my flight which is also to banglore 😭😭
Just you have idea about India, God is there 🎉❤
😂😂
I have flown Nagpur-Bangalore in Aug 2019, same take off time.
Didn't know that this is possible at that time of the day.
Great video... thanks
I'd have thought that they should have diverted to Hyderabad in the first place, given that they couldn't actually see the runway. Looking at the video footage, I'm surprised that the left hand engine wasn't ripped off the wing as it came into contact with the ground at Bangalore. I suspect that the passengers and crew are lucky to have avoided a major (and probably fatal) crash.
There have been a number of incidents this past week that have made the news. Bad turbulence injuring 8 on a Lufthansa flight; just yesterday there was an executive flight that made an emergency landing at the same airport I just flew into a week ago (Bradley in CT), because they hit turbulence as well, leading to a death; and most recently an incident where a man tried to open the emergency door mid-flight from LAX to Logan, then proceeded to stab a flight attendant.
This on top of the incident out in Hawaii where the plane fell within hundreds of feet of the Pacific shortly after take off.
Just a lot of aviation related stories here recently.
Last time an when the Airbus A320 touched the ground (golf course) before the runway in Bangalore, it never made up in the air again. They freaking escaped just in time. Not to blame the FO. He’s still learning. Pretty sure this was one lesson he’ll NEVER forget in his life.
Yeah a safer airport ILS system could have helped, but it's the pilots' duty to make safe choices with the equipment that is available to them. I think a lot of the failure of this accident probably lies upon the safety and training culture of pilots at that airline. There should have been somebody in the cockpit that was aware enough to call for a go around before it was too late. An improved ILS system is just going to mask these deficiencies of the company culture.
yep, they were lucky to get out alive. Seems like the cat 3 ILS should be at every major airport, so that planes could land safely even with near zero visibility
They were both suspended after this incident, one had a suspension of 3 months the other a period of 6 months.
Mini Air Crash Investigation always be providing us with the strangest air disasters
I just started watching the video and impressed with your pronunciation of Indian city names. Well done :)
I live in Bengaluru, idk why havent I experienced so much fog at all :/
Love your videos btw
Excellent video and narration of the events! Everyone on this flight was very lucky to survive. And I’m glad Bangalore now has a Cat 3 ILS system. Not sure why they had a Cat 1 in the first place.
Lots of reasons: it's just not the cost of the equipment, but also how the installation must be done, a lot of training, a lot of engineering before an airport becomes even ready for CAT 3 ILS to be installed.
And even then, it takes time to get it operational, sometimes years.
And add in the time needed to train the ground people to maintain and operate it.
So, a new airport first gets a CAT 1, then gets upgraded.
@@akshaymathur136 Thanks for sharing this information.
5:10 wait how did a video taken in the cabin capture the autopilot disconnect chime from the cockpit?
It is a very loud chime. I hear it every time I fly and I know what it means. Many other passengers have no idea.
It's loud enough to be heard in the cabin. I've only heard it in the A320 and A321 though.
Ohhh is that what it is?? I hear it all the time. I thought it was something to do with the flight attendants toggling some systems.
@@miraclesushi i thought it chimes when you press the button to call a flight attendant
I think Bangalore airport is now CAT 3 enabled and supports full auto pilot based landing since it also now accomodates A380s. But this was a close one and the quick reaction by the crew definitely avoided a catastrophe.
The captain didn't see the FO had approached lined up with the LH landing lights either....
I was thinking why this happened even with ILS. Thanks for enlightening us about the difference!
Very well done - as always.
Cool vid as always. How about doing a video on air Canada flight 143, that would be interesting
Landing and Take off are always critical and accident prone in the entire fight. Only experienced hands can do justice to these maneuvers. Captain, knowing the whether conditions in Bangalore should have taken control. Afterall safety is paramount in such situations.
Another great explanation of a near disaster. Thanks.
Loving the runway incursion at the very end lol... glad that wasn't a part of the incident
Thank you for covering this particular issue.
At 1:35, I noticed the subtle hint to subscribe on the aircraft paint job...🤣🤣
When previous aircraft had gone around this crew also should have been prepared for that. This is a case where the crew lost contact with the runway below minima in fog patches. They just continued hoping to become visual and touchdown. The video clearly shows that after crossing the threshold they became IMC and drifted to the left and touchdown left wheels outside. Bangalore that time didn't have center line lights and crew should have known that so there is no question of crew mistaking runway edge lights as centerline lights. If the didn't know it then it's their fault. Even if they had touched down on the runway in zero visibility keeping it straight would have been very risky. Only correct decision was to go around moment they lost contact. It was CAT1 ILS so no tricks below minima. Had the gear been damaged and not retracted then they couldn't have diverted.
Only ones to blame are the pilots. No one else. Like one said before me, only 2 calls that should be made at minimums are go around/flaps and continue. The E-GPWS even calls out "approaching minimums" then "minimums" so there's no excuse for them not to go around at minimums when they obviously didn't see the runway. This is ingrained to every pilot during their instrument rating in the US, and should be everywhere else in the world.
I am not sure if the info was correct, if RVR was 1200m, that is a lot. you can do CAT I with RVR down to about 600m.
Regarding to what you said about CAT I being not so precise, the difference between a CAT I and a CAT III is not about its accuracy. CAT I single is just as accurate as CAT III, in fact it is the same signal. What sets them apart is with CAT III more protective measures in terms of the signal protection and back up system are in place. Aircraft has no problem conducting autoland when the airport is running CAT I operation, but signal free of interference and deflection is not guaranteed. Also in Airbus terms, its true you don't need to see the runway in CAT 3 Dual, but in CAT 3 Single capability, you need to see 3 centreline lights even if its an autoland, so to say CAT III does not require any sighting of the runway in not entirely true.
Regarding this incident, immediately into the video you can hear the autopilot disconnection warning, I believe at that point the aircraft is at minimum or around 200ft AAL, and shortly after, you can see the visibility suddenly went from bad to worse, clearly the flight crew didn't really HAVE the runway in sight at that point. However they pushed on until they realised it had gone badly wrong. Below minimum in a CAT I operation, you don't need to look at the instrument to tell if the plane is over the runway centreline or not, you look outside, spending 10 seconds to realise you cannot find the runway is a lot of time considering you have just about 20 seconds of flight below minimum. if you don't see it, lost sight or just being unsure then you go-around. It is that simple.
It was incredible good luck that the aircraft was able to recover
I think the captain was over-confident, complacent and negligent. The FO was too green to make the proper decision to do a TOGA.
If the safety standards of Go Air are like those of Indias rail system I'm surprised the planes got off the ground. The only mode of transportation I would trust in India is my feet.
You cant even trust your feet, a car would come out of nowhere and hit you over
In India air accidents not common due to less numbers of flights. But as you said India has to maintain best safety standards in every field which are acceptable internationally. No excuse for safety. If they can’t maintain safety stringently let them to close flights.
That video was even more scary than the story appears
when pilot's friend says, aaj tera bhai hawai jahaj udayga😅
Many questions on this
1.Why was the first officer pilot flying??
2. 200 feet don’t see ground then go round!!
3. If you are going to break those rules then at least leave the autopilot in and auto land on the runway!
4. Low time inexperienced pilots in budget airlines is a recipe for disaster
5.Huge shortage of experienced pilots worldwide
7:15 I am an air traffic controller at Mumbai airport. I understand your point but the procedures we have for rvr reporting are such that we do not take the values directly from the system. It is reported first by MET personnel & then we report it to the pilots.
if you think he has a valid point and procedures to be changed/modified for betterment, then pls initiate it by discussing with ur higher authorities
Whatever happened to minimum decision height precedures?
that is such a good question really and im still confused of the direction of this weather as most winds blow north or east since Mangalore airport would be viable as its a perfect airport for a320’s and moreover the captain would be required to land it
@@gulage1736Over confidence would get this to you. What would you expect a FO with a green experience written all over his face trying to land in a near zero visibility. The Captain was dumb and FO was foolish enough to not complain about it
If I was in that flight, I would've screamed "Jai Hanuman" right after seeing that uneven grass land.
I don't understand why it had to go to Hyderabad, instead of any nearby airport ? Like HAL, Mysore, Chennai....
First pilot wanted to go home after frightening event. ❤
What was the minimum decision altitude? Whatever it was, it seems that it was completely ignored.
For a precision approach such as an ils cat 1 it’s typically a decision height of 200ft agl mda’s are only for non precision approaches without a glide slope such as a localizer approach
According to new airbus TPC concept which is threat ahead, sunrise or sunset during an approach in low/normal vis is a certain threat. I sure include it in my briefings. Regarding legality of fo attempting to land, I’d replied to one of the comments regarding the same. Good video.
As usual good narration of what happened but My anxiety really shot up when the yellow ghost plane appeared at 9:55 😰😰
Excellent video 👍👌
Very big issue here. 2019 and no CAT3.
Here in Dubai it was a decade earlier.
“””
In 2009, it was announced that the airport installed a Category III landing system, allowing planes to land in low-visibility conditions, such as fog. This system was the first of its kind in the United Arab Emirates.
“””
Wikipedia
Have you covered the September 10, 1976 Zagreb Mid-Air Collision?
Not yet. On my list tho
@@MiniAirCrashInvestigation Disaster Breakdown did that this weekend, but I'll watch yours too because you will offer a different focus and perspective in your analysis.
a proof that cameraman never dies.
Good video.... What is RVR? Radio visual reference???
Runway visual range. The distance where the pilot will be able to see the runway.
@@briant7265 Thanks for your prompt reply.... Appreciate!
In 1989-90 an Air India flight from Mumbai to Bangalore early hours of the morning crashed at Bangalore Airport just minutes before Runway killed majority of the passengers and crew... thankfully this time got lucky..
on February - 14 - 1990 - Bangalore - Bombay to Bangalore -
A-320 aircraft which was inducted a few weeks before / crashed in the Domlur Airport - first it hit a tank from the Golf course end. and split into 2 parts.
around 90 +12 crew perished in the accident Passengers seated in the rear end jumped and escaped with burn Injuries and Knee and elbow fracture.
My Brother and Dad were seated in the front and they died on the fateful day.
many who frequently fly today from Bangalore to differnt destinations do not know this incident.
Bangalore weather can be crazy.
Flight left Nagpur around 1230 in morning. Its barely 1 hour 30 min flight. With no delays, it should be landing around 2 in morning. Commentators claims sun in eyeline of pilot, sun do not rise at 2:00 AM in Bengaluru for that matter anywhere in the world. Folks be mindful of such videos!
Installing ILS Cat 3 system would be the best solution to prevent such an incident .
All these airports which are not qualified and certified for CAT 3 landing should be banned until they get equipped with CAT 3 landing system.
Cat 1 Or Cat 3 ILS, runway lights become visible when on full glare. Also the guiding lights can guide you to the touch down point.
_Suggestion:-_ *Use Local Time instead of UTC to get better if not instant idea of at what time of the day/night the incident happened* 😊
Re-subbed. Came back to check here after your channel was mentioned in the comments of another air crash investigation channel.
Very pleasantly surprised how the narration sounds so much more mature, way less rushed, and the 'teen drama'-style has been dropped.
This improved narration is doing right by the quality of the content.
Brother you are discussing old case of incident. Perhaps you are unaware
that Bengaluru International Airport installed the category-3B (CAT-3B) instrument landing system (ILS) on its new runway to improve visibility for aircraft landing and take-off in inclement weather and foggy conditions. From January 1st 2021it has been fully operational.
I was there seating in another flight for Visakhapatnam and were waiting for flight clearance from ATC. Visibility was very poor at that time but nobody was having any idea about this incidence .
Nice video. Also would like to add that planes dont land at 27R at Hyderabad. They land at 27L. 27R is used as taxiway
A major airport like Bangalore with this type of unpredictable weather did not have Cat 3 approach capabilities is the real issue here.
Mini-almost-air crash investigation :)
The basic reason behind such incidents is that, this is india where safety and life doesn't matter what matters is how much profit(commission) you can make with minimum investment, knowing the weather conditions in bangalore they should have upgraded to latest landing technologies much earlier.
I am an airline pilot and DONT blame the controllers for this! Its our (crew) SOLE responsibility for the decisions we make based on PROCEDURES,regardless ! Its failsafe if you do as you were taught to do,and thats it! Now everything else is speculation and drama!
don't kmow what to think. the clip appears to show the plane crossing the strip at a small angle before the grass appears
I live in Bangalore and knowing about this kinda freaked me out but glad at the same time everyone were okay and also pretty surprised that we have at cat-1 ILS.
Besides love you content
I don't know what is it with Go Air as a company, my first ever Air travel was with this company ( Pune to Bangalore) and it ended up being an emergency landing(because of heavy turbulence they said) on the same airport where i boarded. so i kinda avoid this company even though it's pricing are most competitive.
I believe it's one of the worst...they cancel a lot of times
I don’t understand why they were trying to be a hero by flying manually in such marginal conditions. Good video
This will be one of your better videos for including the passenger video. When you say what happened it sounds like they have more time. These guys had zero time to react.
If the FO could see the Edge Lights, could they not also see the Sequence Lights to line up better before Touchdown?
That's a Pilot thing. Nobody talks about those unless a plane runs over them.
Pilot layman here. Can't see it? TOGO. End of story. Apparently they were not bright enough to cipher that. Glad the passenegers lived to tell the tale. These pilots were incompetent. Full Flat Stop.
Um...did we just have a head on collision with a Spirit Airlines at the end of the video?