Where is the RUNWAY?! Unraveling the Mystery of Turkish Cargo flight 6491
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- Опубликовано: 3 май 2024
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This Cargo Boeing 747-400 is on approach into Manas International Airport in Kyrgyzstan. The aircraft is in full working order and the pilots are following the standard three degree glidelope down to runway 26. Or are they? A little known issue within the 747-logic is going to put these 2 pilots to the test very soon. Let’s explore...
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Final Report Recommendations
mentourpilot.com/act-turkish-...
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Below you will find the links to videos and sources used in this episode.
SOURCES
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Final Report:
mak-iac.org/upload/iblock/e3a...
Electrical Box: oconnellelectric.com
www.oconnellelectric.com/serv...
Defence Turk: Defence Turk via RUclips
• Turkish Air Force
Crash Images:
Credit: Bureau of Aircraft Accidents Archives:
/ matter-over-mind-the-c...
Credit: BBC
/ matter-over-mind-the-c...
Boeing HQ: mr_t_77
en.wikipedia.org/wiki/Boeing
CHAPTERS
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00:00 - Intro
00:55 - Flight Origins
04:21 - Leaving Hong Kong Behind
07:34 - Weather
10:41 - ILS Categories
13:33 - A Room with a View
17:46 - Coming Up Short
22:52 - Slowing Down
27:56 - A False Sense of Secuirty
34:40 - Approaching Minimums
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Love these videos and ur use of “anyway” after systems or procedures are bypassed / disregarded. Ur presentation and delivery r epic in drama and slight laughter most times because of my personal experiences in the terrifying turbulence and poor airmanship I’ve experienced only 2x out of many hundred flights . Thank you so much
pls can u do bek air 2100 or leicester city helicopter crash, cuz i ve never found any detailed animations and explainations to them
@MarceloVeronezzi You've wasted so many letters and the screen area, instead of simply saying "I am jealous of your success" 😅
@@kylekoronaHe's married with two children
@@kylekoronasomeone here is projecting or wishful thinking.
Retired international airline captain here. You do an excellent job on your videos and thanks for not being a “show man” but keeping it about safety.
What is more safer for longer trips. Driving in a car, or flying in an airplane?
@@marcopolo3109 Wouldn't the chances be you'd run into more vehicles than airplanes no matter how long the trip?
@@marcopolo3109 Airplane is way safer, and it is not even close.
You’re a show man!
@@marcopolo3109so you will completely disregard the important message of the original post, and turn the comments section to its usual kindergarten banalities.
Right...
I landed in Manas January 2012 (as a passenger) in very similar weather conditions. When those clouds finally lifted a couple of days later and I saw those mountains my first thought was, "Wow, I'm glad the pilots knew what they were doing."
Thanks for sharing! 💕
Har flygplatsen / flygplatserna... och samhället runt omkring... gjort någon form utav uppgradering... just för säkerheten här... i just lärdomen utav denna onödiga men även "mänskligt och orsakade" kraschen? Frid över minnet angående piloterna men även / oxå offren på marken.
And ATC as well //
@@freibert Indeed!
Flying into Manas you are always delayed because of bad visibility.
As a regional airline FO I find these breakdowns super illuminating. Written accident reports are dry. Having you walk through the scenarios second by second allows me to put myself in the pilots shoes and see how human factors and errors in decision making contribute to the accident chain of these tragic flights. Thanks, Mentour.
👍
Best to visualize lapses in CRM. Pray it never happens buy you never know if something you see on these might spark a life saving course of action in an emergency.
@@afmoney161 Indeed.
@dmitrikomarov4311
What a lovely comment. Stay vigilant, and get plenty of sleep. And you're right, @Mentour Pilot is the best!
@@K1OIK First officer
My relatives think I’m nuts when I tell them that watching your videos about airline accidents & incidents has made me a less nervous flyer, but it’s true! Knowing just how much training pilots continuously undergo, how many redundant systems there are, and how many things can go wrong and still produce a safe outcome, has completely changed my perspective on (and appreciation for) flying. I’m now much more nervous in the Uber on the way to the airport than I am on the plane 😂
Thats so true. I feel the same way. The movements & sounds I hear no longer worry me as I can tell what the pilots are doing
1 million percent agree
Same here. I feel more confident when I board airplanes now.
I also feel that way! 😊
Well, it’s kind of hard not to feel that way when, in addition to everything else you mentioned, you see how much time and energy they put into understanding what causes an accident down to the smallest detail, and then the same kind of time and energy into making sure it never happens again. I always kind of feel that way, as you do, when he goes over the final reports, seeing all the changes they make as a result of a single incident, even a small one where no one is hurt, or even just a close call.
The plane was doing its best to tell them something was wrong. The plane should have yelled “we’re crashing stupid!!” Rest in peace to those pilots. Tragic
RIP to those families of the homes they destroyed
Rest in peace the poor inhabitants that were killed in their sleep.
yes, and, while I understand what confirmation bias is, I just can't understand how… not one, but TWO highly trained pilots can do something so obviously dumb. And especially the copilot. When his life is on the line, why be so hesitant to interject and question what the captain thinks he's doing, like we see in quite a few of these stories?
@@larsw8776yes. Really. Pilots were just out of their minds at that point
Flew similar jets for 25+ years….that Big GREEN LAND3 doesn’t do things it should. Can’t recall all the criteria. Get focused on that,,It did “yell” GLIDESLOPE…like 5 times….on any “monitored” Approach, that is an Automatic GO-Around….
I’m not a pilot, I’m not afraid of traveling , but I am addicted to these videos. They’re extremely high quality and insightful about the real logistical and technical issues. It gives a great look at how complex flying is. It’s one of the most daring, risky, but also technically exceptional thing any typical human experiences in life. The stakes can’t be any higher so it demands excellence and that’s what these videos are all about - the high bar of excellence needed to achieve the amazing feat of flight.
I am an engineer who works in semiconductors systems and honestly we can all take a page out of this book. Even in our low stakes jobs it is important to always try keep the bar high and be intentional in our designs and decisions.
I had a flight simulator by Microsoft for years.
It taught me a great deal about planes and I also watched " MAYDAY " for 10 years and in the end I even figured out the cause of an accident.
I did learn that flying at night is twice as dangerous .....much like driviving a car at night is twice as dangerous.
Flying at night in bad weather is even more dangerous much the same in a car.
I could never work as a commercial airline pilot, not after I’ve seen how lazy coworkers are. At least if a coworker ignores safety protocol at a regular job they’re probably not endangering anybody but themselves.
Yeah! I always thought pilots would just look out the window and sort of drive the airplane like a car. Now I see that they have to ignore their senses most of the time, and pay attention to their instruments, select proper settings, and so forth. It's easier for me to see how much they have to think about, how they can become "task-saturated", and why there are two pilots.
I landed at Manas a day or two later and faced the destruction. I will never forget this picture.
Recently I flew with a pilot who knew the captain for a long time. His statement was that it was just a matter of time until something like that would happen. Total ignorance of rules and procedures and in particular of CRM seemed to be his typical behavior. JUST QUOTING!
RIP and thanks for teaching us another lesson about the importance of CRM and situational awareness!
How could this captain be still on the job when this was known by his peers?
In countries like Turkey it's mostly about whom you know and not what you know...
Different culture in every way 😵💫
@@dinoolma-berberovic2406 Bulsh.t.. You are only talking w/o knowing anything. Captain Diranci was praised by US President in 2010 for his piloting skills in Afghanistan when he was an officer in Turkish Airforce, two times landing military aircrafts in impossible situations. Learn!
I@@Sha4x4 Is it possible that he developed some mental health issues? It can happen to anyone.
Then how come nobody spoke out?
As a retired 747 Captain, I was itching to ask ATC for high speed and use the SPEED BREAK. I'm also guessing that the fact that they were both ex-military pilots made it harder for the First Officer to be more assertive with the Captain. There were so many automatic go around triggers that this crash is really astonishing. Keep up the great work! There is so much that commercial pilots can learn from your wonderful videos, every time any pilot thinks "I'll never do that" means that he probably won't and lives will be saved. Also a shout out to the rest of your team who's production standards are first class.
Interesting point you make about CRM and the two pilots being ex military.
@stevedavenport1202 the problem with that line of reasoning is you would expect mil pilots to be more assertive on CRM, given the fact that they have to fight against the much more ingrained rank order to get their points across during their entite mil flying career
Heck I’ve got 10 hours TT and if I don’t understand something my CFI is doing I bring it up.
Creating a good plan AND sticking to it is so critical. It boggles my mind that these pilots chose to continue instead of following any one of their several go around triggers…
They are also older men from a muslim country. Hierarchies and the volatile attitude of typical character sets from that culture makes it too terrifying to try anything. Unlike flying school, the reality of life in those countries is the most irreversible form of training.
Just to add one point that I readed about the former Military Career of the two Pilots: According to this the FO was a former Air Force General while the Captain was a former Air Force Lieutenant Colonel - i.e. their former ranks and roles were the other way around. Therefore rumors existed shortly after the Crash that the FO would have surpressed the Captain to land, what were totally wrong assumptions as the investigation showed. But it is nevertheless astonishing that the FO failed to speak up and to call for a go-around given that he was a former General.
While i am in the space industry and there are major differences, these videos are extremely informative and provide great insight into the aviation industry. Thanks for your hard work!
Glad you like them!
I'm in the marine industry. I love the science behind the chain of events that cause the mishaps.
I feel like many of the lessons can be valuable in a large number of industries if you really think about it. Particularly ones where lives are on the line, but even ones where they aren't.
Adoro seu trabalho,muito profissional e atento a todos os promenores como um piloto de ser. Trabalho na aviação tambem,é um amor desde pequeno❤❤❤ obrigado pelo conteudo de alto nivel , boms voos comandante,abraços de portugal ❤❤
I'm in the construction industry and I just like watching these videos.
Thank you so much for your ongoing work on this channel which IMHO is the best of its kind. You helped me on a recent flight. We were in an A380 coming into land at Brisbane international airport. We were over the runway. It sounded likme the engines had been dialled right back but somehow we were not losing altitude. I was pretty sure we were too high and too far along for a safe landing and sure enough we began climbing again to do a go-around. My hunch was that we were not dropping because of a sudden and unexpected headwind. Sure enough an announcement was made that due to "unexcpected winds" our "landing would be delayed by 15 minutes." I reckon I had my head around what was going on and felt "yes that's right" when we did the go around purely because of watching you videos. If I hadn't been so familiar with possible reasons for a go around, thanks to you, I would have probably been more anxious, wondering what had gone wrong. I am not an anxious flyer at all. I love flying. But I note how many anxious flyers you have helped, and on this recent occasion you helped me. You are a brilliant communicator and I am learning so much from you. Thank you! Wishing you and yours Health and Peace, Paul
That’s lovely to hear!! I’m glad you are finding my videos helpful in this way.
Wow! Thank you for sharing!
there’s terrific irony in wanting to land as quickly as possible and risking your life as well as several others over what otherwise would be the slight inconvenience of a go-around. that’s what’s astonishing to me in these kinds of accidents.
Have you ever continued driving a car while you know you're dangerously tired? It happens a lot more than you realise.
@@EvoraGT430 impatience and driving when you're tired are two completely different things.
The fact that you keep driving when you know you’re too exhausted *is* impatience
Especially considering they were already 2 hours behind schedule and it wasn't like they had any passengers on board that needed there connecting flight. It is mind-boggling that a few minutes of a hold would have prevented this.
@@nialeo I disagree, being impatient enough to keep driving even though you know you're tired are intrinsically linked.
As a retired B747-400 Captain from a major airline. I must compliment you on your factual analysis. The video presentation is fantastic, makes you feel like you are right there! Hoppas att du producerar många mera reporter!
U captains dont allow us in cockpit even after landing.
The production value just keeps getting better and better! Better visuals, better music, better editing, better scripting! You fill the hole that TV channels left, when they replaced shows like "Seconds from disaster" and "MythBusters" with crap reality shows. Except you do it better, in my opinion. Because you don't just say what went wrong. You explain how ti should have worked and how it is now harder to repeat those mistakes. Shows like yours are the reason I went from "at least in a ship, I know how to swim" to being exited just to get on an airplane.
Always looking forward for your next "quality > quantity" video.
That's awesome to hear, thank you!
Almost too much if you ask me... I hope this channel won't turn into another "Channel 4 documentary but it's RUclips" like other channels have before him. I watch RUclips instead of TV for a reason.
@@GeneralKenobi69420Too much what? There is no comparison to any television channel. None
I too notice your writing is getting catcher, for example the entrée to this video. Love that you are always upping your game.
His videos are always of the highest and most professional broadcast quality.🙂
Wow! My friend, I have been watching you for YEARS, since you were just sitting on a couch. Now your production value is better than most documentaries!
Thank you for staying with me so long! 💕
@@MentourPilotYou're addictive. I know many other talented people are involved with production, but you command the persona of a capable senior authority that you could still share a pint with. You would've been successful in any endeavor you chose for yourself and the commercial aviation world is lucky to have you. 🫡
And there is nothing wrong with talking from a couch.... its the content then delivery that makes it.
I sort of miss the uniform and couch.
@@mikoto7693 Haha I was just thinking about the uniform on runway intros after the previous comment! And the cockpit location vids.
I prefer his outstanding t shirt merch and the couch. More accessible, laid back. Like he's having a chat with the audience.
My wife and I had our honeymoon at St. Barts. Most pilots know about that airport. We'd been stranded for 2 days in Puerto Rico due to horrid weather. Finally the weather cleared ... sort of ... and we took off for St. Barts. I'd been flying Cessna 150s for a few years at that point and, although we were in a larger 6-seater I was mentally going over how I would control the aircraft if I was flying it.
We got to the treacherous down sloped runway and I knew Immediately that we were too high. I was certain he'd do a go around, but no ... we landed hard. And went straight into the water. I got a bump on the head but that was the only injury. We were refunded our tickets.
A dreadful situation for you as you realised what might happen,glad you came out Ok ish...sad that your pilot in command attitude had part of the problem shown in the above vid.
TBF, I think a normal approach to runway 10 at St. Barthélemy would look WAY too low to most pilots.
@@h8GW Seriously. You can almost shake hands with the people on that crossroad in the flight path!
in these situation could you advise pilot to go around? I don't think your plane had second pilot for checking
@@vipvip-tf9rw Happened too fast, I'm afraid. I don't think the plane was damaged. But I did ruin a flash drive that was in my pocket when I jumped into the water.
I spent many house of my life on that runway while it was repaved. Part of that time, they had a displaced threshold for RWY08, reducing the length by about 3000'. Pilots still had 10500' of runway to use. This didn't stop some pilots from buzzing the paving crew. An AN-124 flew over them at no higher than 30'. It was really scary and the paving crew was pissed.
@Begeye-bh5ux No.. Peed off. As in tamping mad (Welsh term). Effing angry.
I have to admit, before finding your channel, i was a REALLY nervous flyer, i would always overthink what could go wrong and just end up in a panic attack. Now, though, with the help from your content, i am much more relaxed, knowing the training you pilots go through, and the levels of redundancy built into the aircraft to keep us all safe.
So a huge thank you, Petter, for opening my eyes to the safety in the aviation, educating, and entertaining us all!
I come to the exact opposite conclusion from watching these videos. My confidence in the technology and procedures has been very high but learning about all the human failure modes and how often the holes in the 'swiss cheese' have aligned in the past is unsettling.
@@reik2006 think of it like this. Planes are safer than cars, trains, cycling and whatever other mode of transport from a purely by the numbers basis. Fatal car crashes happen all day every day, ones probably happened somewhere by the time you read up to this point. Trains also often suffer serious problems, as often suicidal people jumping in front of them has caused significant problems. Cycling is self-explanatory. Thing is when a plane goes down, there is big news about it as often its up to 300ish people all at once that could die. But in that same amount of time, 3000people would have died in traffic incidents on the ground by the time you finish hearing about it on the news. Think about how much safety and procedure goes into operating a flight, opposed to whenever some random drunk dude gets in a car? If you want to be scared about something, be scared of being on the roads.
@@reik2006The most dangerous part of flying is driving to the airport.
@@coolL9457 I agree with all your points and indeed should be more worried about every mode of transport from now on! If these errors happen to highly trained individuals in strongly regulated and procedure driven environments, I have to update my priors for risk more generally.
@coolL9457
Everything you said is true, but my caveman brain still tells me the sky is scary. I feel like its because car crashes SEEM like theyre over quicker and if you dont just explode instantly you have to sit there terrified knowing your plane is crashing. Dont even get me started on waking up in the middle of it, or getting sucked out a hole and falling a couple thousand feet.
Please don’t skip the recommendations if there are any for events like this. They are the the light at the end of a dark story which always leaves the video on more of a positive note…even if the event was tragic! As usual great video…I always appreciate your perspective on these aviation event analysis! Keep up the awesome work!
Thought so too. The story felt incomplete. The other videos had it, wonder why the recent ones seems to have omitted it.
@@blackscorpion8747 Agreed, a little disappointed. Feels like a cheap/almost click-baity way to get people to visit his website instead/sign up for his patreon/app etc. The "what we learned from this" has always been one of the most interesting parts of aviation incident analysis and I hope he's not permanently hiding that on his site. That said, the link in the description does cleanly list out the recommendations to the various institutions involved.
Imagine being that unlucky. You're just living your life and then suddenly a plane just crashes into your house and kills you while you're asleep.
That was sadly the fate of 35 People in those Village.
At least you were sleeping, not noticing anything. Doesnt even sound that bad
@@Helena-me6mp yeah no, my school is under an airport, trust me, you NOTICE when they are coming towards you too low. The ground shakes for at least 20 seconds and the noise is the most disturving thing on earth bc it keeps getting closer and closer and closer. The low aproaches really make you think you are going to die i cant imagine it just crashing into you must be way worse
@@meretricioussimp7759 and did you always freak out when hearing that noise? You get used to it, they wont have expected a thing.
@@Helena-me6mp lmao no that noise doesnt come from all landings, only when they do low appraoches which has happend 2 times in 8 years of school, the whole class thought we were done for. You can definetly tell when something is wrong especially when they are approaching you and not 300 meters above you
When you just heard that a plane fell on buildings, and people died, but Mentour Pilot finishes the video smiling and telling you to have an absolutely fantastic day.
In medicine we have started to acknowledge that sometimes in a medical emergency we are so focused on a goal that we cannot actually see what's happening around us and lose situational awareness - this is why it's now encouraged for juniors to call out any concerns during an emergency that's being led by a senior, no matter how senior they are. It's sadly true that often this fails too... same as in this flight. Really sad for the two pilots who were not flying and were just flown into the ground by their colleagues and the 35 people in the village who were just going about their evening.
Funny. The CIRS = critical incident report system, thats been established in medical clinics, are actually adopted from aviation industry after many avoidable incidences and plane crashes happened. In this case, if the plane did not crash, the co-pilot could anonymously or with his name, report per e-mail that the captain was unfit as captain and even not to be his co-pilot in future flights.
I work in a clinic and we report bad equipments, bad teamwork, failures of any nature or unsatisfactory pc programs , giving wrong medication, nearly or real giving wrong treatment, nearly mixing up patients and many more critical incidences per anonymous emailing to management and we talk about this in teams face to face. Its always taken seriously, no one gets criticised for reports and being honest and not hide mistakes are always appreciated by all professions in a clinic. The weaknes and failure is in the system and pointing them out can help to make important changes , at least here in Germany.
I am a non pilot, aviation enthusiasts. But a larger part of why I watch aviation incident analysis videos is to relate them to life in general. I love how these videos explain what and how incidents happen with overtly shaming and blaming. It makes it easier to relate incidents to our lifes in general.
Not doing a go around is similar to a driver on a limited access highways like a USA Interstate highway or the Germany Autobahn quickly crossing multiple lanes at the last seconds to make it to an exit ramp. A go around is like realizing the situation and deciding to continue to the next exit to turn around and come back to the correct exit. The reason for not doing a go around are similar to not going to the next exit. Risks and costs to the pilot are similar. There are more lifes, fuel cost and time delays in aviation. This just increases the pressure. It doesn't make the decision easier. (Running out of fuel in a car rarely results in a crash.) In driving this is likely one of the most dangerous decisions/ mistakes that happen on limited access highways.
My point is that we frequently see this similar driving mistake. We may even make the mistake ourselves. Do we understand the similar? Do we understand the similarly in the causes? Do we understand the risk? Are we applying the lessons from these aviation incidents to our own lifes?
I'm a miner. I love planes and everything to do with aviation. But what you learn here applies in mining too. We keep saying safety is first, and there is no shortcuts to safety. Accidents in mining are as fatal as in flying.
Thank you both for sharing! It shows also that we all can learn from it. Agree!
Freeway exits. What an excellent analogy.
If we had to study this much half the population wouldn't drive. People are basically lazy & like short cuts. There's no room for that in flight.😢😢😢
Can you imagine them people in the buildings, hear a plane spool up just over your head and then hear a crash that takes out 30 buildings. If you survived and heard it I'm sure it would be hard to forget.
This one shows you need to be calm and confident when flying. If you’re frustrated, or distracted, that’s when problems occur. Definitely a reminder that if things aren’t going right you need to calm down, re-assess the situation and remember you can always go around.
Indeed, exactly.
Good advice for many life situations
@@marklythall8712 Yes!👍
I live near an airport. It's technically a small airport, but it's connected to a Boeing factory. Boeing uses the runway for test flights and delivery. Because of that, I occasionally worry about a plane hitting my house. To hear that it's a nightmare that has happened to somebody is unnerving, but to hear that there are even more safety measures in place now is reassuring. RIP to the pilots.
And the other victims. 😢
I don't think Boeing pilots will be suffering the same problems as these pilots did, generally not getting get-there-itis from being company representatives delivering brand new aircraft.
The odds of getting hit by a plane, even there, is about similar to winning the Powerball.
I would say less than that. How many people win the powerball per year? I think about 20. How many planes strike homes? 1-2 every ten years?
you shouldn't have moved there bro
Absolutely love this series!! I would like to request an accident to cover in a future video. Fine Air flight 101 was a DC 8 cargo plane that crashed on takeoff from Miami, Florida.The investigation uncovered several possible causes, but the final cause even caught the investigators by surprise.
Is this the plane that flew over weight?
You're the most in depth aviation channel on youtube by far. I learn so much from simple things that you expand and break down every episode. Thanks for your dedication
My weekend mornings have become a ritual of making my coffee and sitting on my porch to listen to the birds greet the morning sun and MentorPilot accident investigations. Supremely perfect lol 😊
Thanks for your hard work Petter, your channel is by far the best on YT! Kudos from a Swede in Texas!
Yeah just kick back on the veranda with birds tweeting and learn about the rather violent (albeit accidental) deaths of 39 people. Pure ‘hygge’ as they say here in Denmark 🤣
@@JohnSmythe-od4gk it's cathartic haha
that sounds like such a good time!
I am jealous. I want to have a porch as well :/
I live in Kyrgyzstan. It was pretty big deal back then, I remember in local groups there was a video with still alive but fatally wounded crew member buckled to his seat, it was a truly devastating event for that locality.
Thank you for remembering this. It was big news in the media here in parts of Europe, too.
The disappearing glideslope should definitely be a timeout implementation... Meaning e.g. glideslope gone for more than 10 seconds disconnects the Autopilot...
Agreed. I think that the GPWS ought to be able to detect a false glideslope also. If the plane is flying the 9° descent, that would generate a "sink rate" warning. But in this accident the airplane defaulted to a 3° descent, so no GPWS warning was generated.
@@bbgun061 I mean... I don't wanna say it... but that is like Computer Science 101... You don't make the user (in this case the pilots, yes I know hate me pilots, but you're just users. ;) ) think that nothing changed when something substantially changed. And I would think that the thing guiding the airplane down to the ground during a full autoland is quite substantial...
Classic case of the developer *assuming*. And we all know what that does to you and me. ;)
Also, while I understand this should be an error proofing measure, it doesn't fulfil the redundancy required by such a system.
If one Autopilot starts throwing out ironeous data, yes, STONITH, kill it, keep the other two, let the user know. (Also how we do it with high availability servers for example.)
But this error affects ALL autopilots. The calculated path is not cross checked.
Kinda like when the non-redundant network switch goes down. Nothing there to fall back to, other than assuming what is right.
Tbh, if that code made it through Boeing's code reviews, I'm kinda scared about what else made it through. 😅
@@lightjack0540You're right.
I'm talking about separate systems that might be able to catch an error in one system. The ILS receiver can't detect if it's on a false glideslope. The GPWS does have a function that detects an excessive sink rate during approach. But that condition wasn't met because the autopilot did not maintain the 9° descent.
The fact that the autopilot continued indefinitely at a 3° descent with no glideslope input is an obvious design flaw. But there were indications that something was wrong. Multiple warnings were given to the pilots. They chose to ignore them. Also, they continued descending below the decision height for a few seconds. That delayed reaction suggests to me that they were used to doing that. They probably had a habit of landing in weather below minimums, where delaying the go-around might allow them to catch sight of the runway and land.
@@bbgun061 I mean yeah, there were warnings, but no obvious: "Hey, youre actually flying down an imaginary Glideslope".
Like... I get that it can work, but clearly state to the pilots what the computer is doing... The warnings werent explicit enough... An FMA announcement shouldnt be what tells you something like that.
I wonder if the ILS receiver *can* measure how far above/below the glide slope it is (and by that I actually mean measure it AND pass it on to higher level systems further down the line).
If it *can't*, and it's just differentiating between "somewhere above" and "somewhere below", then the only way to know that you're not on a 3° glide slope is to follow the center line of that glide slope. (And you need to follow it for long enough to make sure that you aren't just going down a short section of 3° trajectory inside the 6° signal cone.) And as @@bbgun061 mentions, the autopilot would actually have to be willing to follow that 9° descent angle.
If it *can* measure how fast the glide slope drops away below the aircraft trajectory, then there's basically 2 possibilities that lead to a deviation from a 3° glide slope to be detected: Either you're actually on a false glide slope (in which case you also want to be warned that the glide slope is unreliable and possibly a false glide slope). Or the aircraft _is_ catching a glide slope signal that is unreliable (in which case you'll want to be warned that the glide slope is unreliable, because it being unreliable can mean that it's a false glide slope, even if it _appears_ to follow a 3° angle while it is present). In both cases either the pilot or the or the autolanding system should then use that warning as an _order_ to do a _mandatory_ check that the elevation over the runway divided by the distance to the runway falls within the signal cone of the true 3° glide slope.
Not that a pilot couldn't have reason to assume "ah, the glide slope is declared unreliable but it's _probably_ the correct one". But at least it would give you another indication that something is wrong, instead of the plane just performing exceptionally well because it's following a perfect 3° inertial trajectory. At least it _should_ get your attention if it compounds with previous concerns about being too high and/or not sinking fast enough.
I feel especially sorry for all the victims on the ground. One would think that a crew with so much experience wouldn’t have created such an avoidable accident. Fortunately, there were no passengers aboard. We never think about who’s flying when we get on a plane.
Flight-safety record should always be more important to passengers than price/in-flight service.
I do because our lives are in their hands.
@@angelaberni8873 yes, but all you can do is pray that they don’t make any mistakes.
The cultur is so important to mention for this accident too. In Turkish cultur similiar to asian cultur your rank and age plays a very big role. Which is why i belive the first officer was so silent about all of this.
Great video by the way :)😊
I wonder if there are any mandatory stress management or cognitive bias trainings the pilots have to complete? Many of your accident videos strongly suggest the need for something like this.
Another great story from you, thank you, Petter!
Depends on the airline/country regulator.
At least in the U.S., cognitive bias training is even part of private pilot training. I would hope that it's required for airline pilots everywhere.
"The investigation also pointed some fingers towards Boeing because even though the aircraft had performed exactly as designed, the investigators felt that the complete loss of glide slope signal should have triggered a more unambiguous warning rather than a caution to snap the crew out of their decision tunnel and, hopefully, force a go-around."
And this is why flying is the safest form of transportation and I wish the we would apply this same thinking to cars and road design. That the investigation found that the fault was essentially entirely human error for ignoring the warnings and yet they still came back and said, "but what can we do to prevent the same human error in the future" is the single biggest contribution to airline safety. After a car crash, it is determined that a driver was at fault and we just wipe the dust off our hands and say, "whelp, human error, nothing we can do to prevent that happening again, maybe release a PSA to remind people how important it is not to make mistakes." Between 40-50k people a year die in car crashes every year in the United States alone, that is the equivalent of having the Ethiopian Airlines Flight 302 (the flight that resulted in the 737 Max line of planes getting grounded) every other day and we just shrug and say, "human error, nothing we can do", but imagine what we could do if we treated it like we did the 737 Max crashes and every other airline crash and figured out even if it was human error, what could we do to prevent people from making the same mistake in the future.
I feel like y'all take this logic too far. Of course it's safer, it's a vastly higher risk of death. A car crash could just as easily leave me alive as it does leave me dead, but the survival rate of plane crashes is not as high. If I get into a wreck, especially as the one in control, and especially if I've picked a safe car, my chances of surviving this wreck are infinitely higher than if I am in the back of a pressurized tube falling from the highest heights we have attained, at speeds that are used to traverse the globe in hours. It has to be safer or it'd be a stupid invention.
@@TheHaddonfieldRegistry the thing is, for a long time, flying wasn't safer. The crash rates of earlier planes was appalling. It is only because we made the conscious choice to continuously improve, to never accept "safe enough" as the standard, to treat every crash as an opportunity to learn how to prevent the next one, that it has gotten as safe as it is today.
To your point that car crashes are lower risk, because you aren't in a pressurized tube, falling from height, at incredibly high speed, you are absolutely correct and that only makes the fact that 40-50K people a year die in car crashes, just in the United States, even more appalling. That's 110 people a day on the low end. Just imagine if we took those 110 deaths as seriously as we do when 110 people die in a plane crash. Just imagine how much safer driving would be if after a crash, they didn't just say, "driver error, that's it then", but instead took the time to figure out why the driver made the error. Was it because there wasn't adequate site lines at the intersection? Was there signage that was confusing and made it unclear what the driver was supposed to be doing? Is there a safety feature that could have been added to the car to prevent the crash that we can start putting in new cars? Does the road geometry encourage speeding in that area? Obviously it wouldn't be practical to do a NTSB level investigation after every car crash, but maybe at least have people from the city engineering office or state DOT go out to collect data from every crash so they can determine if there are trends, perhaps look at the stretch of road through a new lens working backwards from the crash to find if there was something about the road that made it dangerous.
At the end of the day, we'll never truly get zero fatalities on our roads, so long as humans are in control (and even with self driving cars, humans are in control, just with a few steps in the middle, after all, humans are the ones programming the cars), we will make mistakes (to err is human). That doesn't change that we should strive to make our road system as resistant to errors as possible, by continuously reviewing and improving them.
You are not going to change driver behaviours without wider cultural change.
Unlike aircraft where it's drilled into them and an intrinsic part of their job.
I believe this is an example of how people get dangerously comfortable when they get used to doing complicated tasks.
Pilots should fight this nature and remember all the time how serious their job is .
Another great video. Thanks Peter. Just one thing for your info. I have worked in Turkey in the past in few operators and they all are the same. LVO and CAT 2 approaches are always flown by the captains. I remember one day I discussed this with a captain told him that in Europe first officer is PF. He said he was shocked, it's not safe. FO cannot fly cat 2 approaches. Captain is experienced etc. Generally the culture there is captain knows everything and he is the best. The real purpose is actually as you explained to give extra capacity to captain. In Europe and in UK, FO is always PF monitored approach in CAT 2 approaches. Thanks for the video. As a Turkish born pilot, I definitely agree that monitored approach is more suitable for LVo as in Europe. All the best
I don’t think many people realize how special these breakdowns are!! Petter does it effortlessly, educationally, and entertainingly. It’s a look “behind the curtain” that big industries are too sanctimonious to ever care about the commoner, who also just so happens to be the customer!!! 🤦🏼♂️ People do care to understand, and Pilot P is a saint for doing so 👍🙏🙌😇
🙉✋ 🗣Why did I automatically read: "Petter" with his accent... when I read this comment?🤣😅
Raise your hand ✋ if you also read his name in an accent with the Double T's written in the above comment?!
These videos helped me to take my first flight from Toronto to Germany last year for the first time on my own as someone who was extremely scared.
I can’t say how much it has changed my life.
That's great! I'm from Saskatoon. I'm not an overly-nervous flyer, but I do worry a little. I just remind myself that it's safter than being in a car, and that I get in cars all the time without a thought/concern. That always calms me down.
The furthest I've flown alone is from here to Vietnam. It took over 2 days for me to get there, because all my layovers were long. It was Saskatoon to Calgary, Calgary to Vancouver, Vancouver to Hong Kong, and Hong Kong to HCMC.
By the end, I was too exhaused to be concerned at all.
I love Toronto, by the way. I've always had such great experiences there, and the witners are so mild.
I'm not a pilot but after having watched many of your videos, I get the feeling that, in many cases where pilot error is to blame, these guys start to think the planes they are flying are almost un-crashable! Like they have got so used to the plane's multiple safety systems preventing mistakes they are incredulous of the possibility of actually crashing until the last minute..
However, I'm pretty clueless about aviation really, save from what ive learnt watching your vids so i might be way off!
Thanks for the content, I love this channel ❤
You could be right. I have thought about that in a different way. They get used to flying and landing safely so many times that they might think nothing bad will ever happen to them.
The original Turkish conversation at 09:40 is also like it is translated to English and back to Turkish. No one in Turkey says "erkek kardes", meaning (male) brother in English, we only say "kardes" to a friend.
Big aviation nerd here. I’ve actually been doing research on airplane crashes about 3 years now, and it’s very interesting how they occur and what is done to prevent more like them. Your videos on flights like British Airways 009 have helped me get more information on them for my research, so thank you! 😁
It's really a testament to how much I watch this channel that as soon as I saw the pilots continuing the approach, I was like, "You can't do that! You'll capture a false glideslope!"
They should have had me in the jump seat, none of this would've happened.
😃
👍👍
The hindsight is that you are watching an accident video and looking for mistakes. The catch is thinking about that while doing the 8000 thousand hour in the same plane flying the same routes every day.
Petter, your ability to produce extremely detailed and professional videos, and release them this frequently is astounding. Amazing work
I lost my medical years ago, but still enjoy watching channels like yours. Maybe it's something I learned, and maybe forgotten, but I don't recall knowing about the possible false glide slopes. Interesting.
This story brought back nightmares of a somewhat similar approach I had as an FO on a Falcon 10. I was flying my first flight with our new aviation manager. I'd heard talk that he wasn't the best pilot, but I discovered just how bad he was!
We were on a flight from Sioux City to Waterloo, IA. We had six VPs on board, two being private pilots.
We were given a VOR approach to Rnwy 04, I think it was. The manager was way behind the airplane, even before beginning the approach. As we continued I kept calling out his high speed and altitude and kept suggesting ways to correct, but was ignored. The weather was maybe 200ft above minimums with a couple miles of visibility. As we crossed the final approach fix high and fast I suggested a suggested a missed approach. He said continuing. We didn't break out until right above the airport and I started to call the tower to declare the miss, but he strongly stated to tell them we were circling to Rnwy 12. I was very concerned by then as he rolled into a 60-degree bank! When we landed and parked on the ramp it was my job to get the door open. As the VPs came out they asked me what the heck was that and I just said we had to circle.
We then deadheaded to Tetaboro to pick people up. We had to wait on them for a few hours and by the time we left, it was one of the peak periods for the airspace. Our initial climb altitude was 2,000. Right after takeoff, I realized we were probably going to bust the altitude. I called a 1,000 before level off, and 500 before, but he wasn't reducing power!! As we sailed through 2,000 he told me to shut off Mode C! We ended up at 2,400 before descending and when ATC called to ask altitude he wanted me to say 2,000!
We then continue to climb, uneventfully to our cruise of around FL340. But when he tried leveling off it became a little bit of a roller coaster. He kept hitting the wrong autopilot button and not the altitude hold. After ATC called again to verify our busted altitude, I punched the altitude hold as he passed 340. He then looked at me and said, "If you ever touch anything in this cockpit without my telling you to, I will break your arm!!"
The next morning I was in the hangar when the old aviation manager, who was still around training this new clown, called me into his office. I knew right then and there I was not going to come out of this very well. He asked me what took place at Waterloo yesterday as one, or more of the VPs had called him about that circle. I could try and lie and protect the new guy, and not destroy any possible promotions later on, but I knew that since at least one of the VPs who were a private pilot had called, a lie wouldn't fly either.
Well, the next two years with this clown were quite difficult. Then all of a sudden we came to work one day to learn Mike had been terminated! Never learned out why for sure, but I think his terrible flying skills, and his BS, didn't work out so well. When our chief pilot, whom we all feel should have become manager when the other retired, was now given the position. I was given the next captain slot and things went pretty well for a couple years until I suddenly lost my medical.
So, that was my flight from hell. Still vivid in my memory over 25 years later!
Thank you very much for sharing your Experience and History! I wish you all the best!!!🧡
Oh my, talk about a rollercoaster! Career path - look out! Sorry you coild no longer fly, but does "lost my medical" mean you lost your medical clearance to fly?
@@GinaKayLandis Without at least a third-class medical you aren't allowed to act as PIC or pilot in command. In recent years the Sport pilot certification came about where you can self-certify your medical condition. But because of some crazy idiosyncrasies in the FARs, I'm not allowed to do this given that I appealed my medical status twice back in the mid-90s, and was denied. But I also needed to start a medication that would prevent self-certification any
I have loved your progression of storytelling, the editing, the clarity of the audio, and the obvious investment into the channel over the years. From informative videos about the industry and equipment along with your personal journeys were captivating. However, these videos are on another level, and even in the last couple of months, things have been better and better. Thank you for another great video and for bringing us into the grips of the adventures along with the immense knowledge once again :)
You left out the most important part. This accident was caused by reversed CAG. The FO’s rank in the military was much higher than the CPT’s. This ultimately lead to the delayed G/A, as the CPT did not dare to act against the will of his former superior. Turkish Airlines managed to hinder the inclusion of this in the final report. They also refused any involvement in this crash, despite the fact the flight was operating under the callsign THY6491.
The point is that the CVR clearly shows that the FO acted very submissive to the Captain and that the Captain even shutted the FO down in a very harsh tone when the FO tried to speak up against him. So definetely: No.
Also: It was an Aircraft from ACT Airlines, which is a Turkish Cargo Airline. The Flight was operated on behalf of Turkish Airlines Cargo with a Turkish Airlines Flight Number, but it was another Airline and the Pilots were Employees of ACT Airlines.
@@NicolaW72 I did not make this up. I got the information directly from a 747 CPT who worked at ACT Airlines at the time, so the pilots involved in this crach where his colleagues (he knew them personally). You can decide who you believe: first-hand information or some doctored CVR transcript.
As for the Turkish involvement: assume a close relative of yours books a flight with a well-known airline, which is generally perceived as a safe operator. Had the planed crashed because of the incompetent pilots (who were autocratic ex-military pilots unable to work in a multi-crew environment), who would you blame? In the first place, the well-known airline, not the little-known wet lease operator, since you did not book the ticket with the latter. In the case of this accident, Turkish Airlines was comissioned to transport cargo, but they did not have enough capacity, so they had to hire AirACT to do the job.
@@erikdeme The CVR is the original source, whatever anybody else is talking. This Video explains it very well what happennd.
And yes, ACT was chosen by Turkish Cargo because Turkish Cargo had the need for it. Therefore it operated under a Turkish Flight Number. But it was nevertheless an Aircraft and a Crew from ACT Airlines.
You're making it sound like the FO made all the wrong calls and shut the captain down whereas it was the opposite
This was a very sad event which occurred.
The ATC could have seen the aircraft flying over the runway but still descending. The ATC could have asked the pilots about their intentions which could have alerted the pilots about the aircraft's state.
The 2 additional crew members sit in the cockpit during takeoff and landing phases of flight. They could have also alerted the main crew about the aircraft's state.
They were likely not sitting in the cockpit
ATC was a total no-show
As Petter alluded to, the other two pilots were likely sitting in the crew rest area. If they were in the cockpit their voices would have been recorded on the CVR.
From a visual control room at night it is very difficult to judge aircraft altitude and distances.
Some sources say they were not pilots, but load masters. Please correct me if I’m wrong.
Every time I think your videos couldn’t get any better, they do. This is one of the best channels on RUclips.
The quality and delivery of this series is getting higher and higher. Amazing work Mentour Pilot!
Thanks indeed for all your videos. I am a Marine “Harbor” Pilot and i keep on linking the root causes of shipping incidents and aviation incidents that you share. Really appreciate your way of delivery.
A very good video! As someone who just started a three year Journey into the ATPL license (finally I dared to pursue my childhood dream) I highly respect videos like this one that not only edicates you in a technical way but also in a "human way". Seeing and understanding how those pilots acted and why they acted like that is something that usually comes short in other videos about aviation that end in a tragic situation like this one. This video was a pleasure to watch (as always) and I wanted to to thank you for that amazing kind of content that you bring to us. Im looking forward to the next video. Great explenation, great visualisation and great edit! Keep up that great work!
This accident was very well explained by you Petter! Pretty sad to see the way this unfolded, especially after so many safety built-in features…
The aircraft was doing everything it could to warn the pilots but the Captain obviously was fixated on getting the plane on the ground and wasn't "listening" to what the aircraft was attempting to tell him. I feel more sorry for the aircraft than I do for the crew flying in this case!
@@richardcline1337 This is way too hard. Firstly, there were 4 on board and many more people died. Second, an airplane can be built and bought, but people cannot. As much as the anger may be understandable, it usually is
missleading.
@@user-li7ec3fg6h I did not intentionally disregard the lives that were lost, both with the backup crew and those on the ground. I was focusing more on the inept actions of the Captain and all the warnings he chose to ignore that could have prevented this tragedy.
@@richardcline1337 The worst nightmare happened especially to the 35 killed inhabitants of the Village, who were simply sleeping in the middle of the nigth at home in their beds when this Aircraft crashed into it - they had no chance, not even to recognize that they´re now dying. It was a horrible Disaster - and indeed caused by the inept actions of the Captain and the lack of appropriate actions by the FO => proper CRM. Sadly.
I learn (and remember) at least one thing, more often, more feom every Mentour video.
I had no idea about the false glide slopes dues to radio wave bounces. Absolutely fascinating.
Great video MP. Thanks
This video was so well made! I had a very similar situation during my instrument training where I arrived at an IAF of an RNP approach about 1000ft too high. I had planned to do a sector entry and hold anyway, and lost the altitude in the hold before continuing but I could totally see a case of fatigue, get-there-itis, loss of situational awareness and confirmation bias leading to a situation like this.
Before I started flying I would always watch accident investigation videos asking myself how competent and trained pilots could make mistakes like this, but now I understand and it is extremely humbling when you've been in a similar situation that could've ended like this.
Please continue making these videos, education like this will most definitely benefit every aviator!
Good video, I'm a little disappointed you didn't go into detail with the recommendations/final report a bit more this time though. It's obviously a long video but it's always reassuring and interesting to hear about the outcomes and changes to the industry following such a terrible disaster 😢
Well, he did mention the recommendation to Boeing to make the ILS loss warning more unambiguous, but I imagine that there were no other recommendations, since this appears to have been 100% pilot error, and not a training or procedures or documentation issue. There were well-established rules and procedures which the captain completely ignored.
@@ariochiv he did mention that, but he also said there were other recommendations which you can read. I personally prefer when he goes through the final report since as a non-pilot it's helpful to have someone explain the differences it has made on the industry and how things have changed
39 souls lost to stupidity, arrogance, cockpit mis-management and weather! (Which in this day and age should not be a factor.) So sad. Especially for the poor people who were peacefully unaware asleep in their beds.
As always, brilliantly explained and portrayed. Thank you.
Happy to see that you didn't skip this week. I was looking forward to a new episode as always and quite disappointed when it didn't show on Saturday :). Thanks for another amazing (though tragic) story!
1967 January 21 - A Douglas DC-4/C-54A of the British Air Ferry (G-ASOG) was flown into the forest about 2700 meters short of the runway on approach to Frankfurt Airport.
When I drove to work early in the morning, one main landing gear was lying next to the right lane of the Autobahn.
A few hours later we had to help clean up the accident site. This included putting human remains from the branches into plastic bags. There wasn't much left of the crew, as all the cargo in the crash made its way through the cockpit.......
I absolutely love your content. As a person who is fascinated with commercial flight (as weird as that is), I’ve learned so much about aircraft and the industry norms from your channel. I’m one of those dudes that sees that vapor streak in the sky against the sun and that little image of an aircraft and wonders who is on that plane. And the fact that they are 30k feet in the air and are probably watching a movie or sleeping or having a conversation with loved ones.
Somehow the amazing quality of these videos is still increasing. Thanks for your work, keeping the videos informative and not going the way so many TV shows go.
Your videos are much appreciated Petter.
Greetings from Switzerland
Early on in my career,' I got into the habit of checking my altitude against the DME.. 10 nm out should usually equate to around 3000ft AGL..7 at roughly 2000.. didn't need to be exact, just a rough approximation..it certainly helped when operating into Kabul at night in poor wx.. military ATC in the early days would occasionally forget about us while surrounded by rock faces, then give us an intercept from above the glide.. avoiding the false glide added to the entertainment.
I fly in and out of Bishkek regularly and I always think about this crash. Fog and misty weather is very common in this area due to the high mountains and temperature variations.
Man this is such an amazing channel. I am not even a pilot or an enginneer. I started watching out of curiosity and now Im a huge fan of your channel and an aviation geek. There is a lot I get to learn from your channel about respect, intuition, safety, priority etc. Most importantly, I have so so so much respects for pilots. Dear pilots, you all are amazing. While we sit back and enjoy our movies and food, you make critical decisions, you take care of us and do so much for us that goes unnoticed. Thank you for taking care of us and helping us get across countries. Because of you we get to travel, we get to meet our loved ones, we get to escape, we get to seek safer homes, we get to change our lives. This is one of the hardest jobs in the world. Thank you for the sacrifices you make. Please do get mental health or physical health help if you need and always take care of yourself. I can't imagine the stuggles you have to face with this job abd the emotional and physical toll it can take on you. I can't imagine how this job might affect literally every aspect of your lives. Thank you so much for everything that you do. I wish all the best and all the happiness and support in the world for all the pilots in the world. God bless.❤
I always was really interested in aviation, but never considered myself like good enough for being a pilot. Anyway, as i am working for particle accelerators i see many common issues when human beings have to master a complex physics system with the help of a lot of technology. The key is education, people management and failsafe routines, which should never feel like a routine. Thanks for your great insights and explanations to the civil aviation complex.
Although not Aviation minded, I enjoy your videos. Your calm manner and great explanations keep me in good company.
Such great content. I remember when I was younger I would watch the Mayday show and although they went into details, it was never with the outlook and view that you bring as a pilot with all the knowledge you have about the systems. Now myself a PPL-IFR, these accidents always are a reminder that going around is always the first option.
I was just out on your website reading your bio. What an amazing story. I have been fascinated by flying since I was a child, but my poor eyes and fate took me in a different direction though still in the in-flight industry. I have been a passenger in everything from tail draggers, to float planes, and up and have flown through some of the most beautiful places in the world. Your videos bring the part I love most, which is the science, engineering, and CRM that make flying even more special. So thank you for all the hard work you do.
Great video Petter! I showed my dad your channel and he really called it boring 😬but I think your videos are amazing, don't stop making them! Really strange to see how all the safety features were completely obsolete as this accident took place...
Congrats, you are smarter than your dad. 😊
It’s not everyone’s cup of tea but I’m glad YOU liked it!
Frustration is insidious; it robs you of sound judgement and prompts ill-considered actions. It sneaks up on you, and messes with your head.
About 35yrs ago at Brisbane airport in Australia, a new airport was built basically in line with the old one but about 10kms north , the runway was still under construction and was 01 , 19 the same as the runway in use but .
The airport it's self was a floating type of construction built on dredged sand , so to stop the sand blowing off the runway the very stupid contractors thought that putting a layer of black tar on would stop the wind removing the sand . A Singapore Airlines 747 was making what he thought was a visual final on runway 19 at Brisbane but was actually on final for a black painted sand strip 10kms to the north , It was only luck the captain noticed there were not threshold markings and did a very impressive glideslope correction and landed safely .
3 Moore aircraft nearly did the same thing , so large white crosses were painted on the tar to show it wasn't a runway . Could have been a very nasty outcome had he not noticed .
Can we just take a moment to appreciate the level of fidelity of the simulations and the quality of the videos Peter we really need a Netflix series now …. It’s amazing ❤❤❤❤
It’s Sunday. The sun is shining, you just got coffee ready and Mentour drops a video 💯🙏
Enjoy!
That musical sting at the beginning alone deserves sub
Thank you!
I fly the E195 and we actually do not have an autoland function on our aircafts. During CAT3 conditions we have to fly manually using a head up guidance system and flare with a specific "flare cue" which is a point that we have to follow at around 50 feet RA. We can get down to 50 feet DH and 200 RVR. Only the Captain will fly those approaches though as we are not trained to do so.
Can I just appreciate once again how beautiful every episode is? The visuals are stunning, and I can tell just how much effort your animators (or you, if you're the one who does this) put into each and every episode.
When I see a new video pop up while I’m at work, I always suffer from Get-There-Itis. I just HAVE to watch! It’s always Swiss cheese around here.
That’s great yo hear! It will always be here waiting for you 💕
I'd love to see a Mentour video on the 747 that accidentally landed in Pueblo, Colorado, and the OLD midair collision over The Grand Canyon that changed the whole aviation industry. I live in Arizona and after it rains you can hike down to the crash site and still find remnants of the crash to this day. Despite herculean efforts to remove everything from the crash you can still find cigarette cases, bits of luggage, eye glasses, lighters, pieces of the airplane etc. It is a brutal hike, but still kind of fun.
Your channel is one of the best on RUclips and brilliantly researched and delivered. I was lawyer for ACT and spent many days in Bishkek and months afterwards dealing with all the tragic consequences of the errors you’ve highlighted.
These videos get better every time! The visuals and presentation are outstanding, the content is made so accessible for people with no prior knowledge of aviation like me. Completely hooked!
Could you do a video on the accidental Spantax CV-990 landing at Hamburg Finkenwerder? A demonstration flight for representatives of travel companies and the press, flown by the co-founder and CEO of the airline which was supposed to land at the actual Hamburg Airport but didn't. Surprisingly the only real damage or injury was to the reputation of Spantax, despite the runway at Finkenwerder at the time being way too short for such a plane.
I am surprised the control tower did not tell them they were too high and half way down the runway. With no other aircraft in the area, the controller HAD to see the plane on the ground radar.
They might have assumed going around
dont go arounds need to be announced?@@user-ms7gt2km5f
One of the recommendations of the Final Report of this Investigation was indeed that the ATC should be more proactive as this ATC was.
Your video presentation with the darkness and occasional lighter patches really helped me to feel the disorientation that they must have been feeling. I could really understand why they just wanted to land and wanted to believe that everything was OK. It is strange that there was no system that could tell them that they had already passed the runway.
Excellent video. I have done a slam dunk in the middle of the night in Kazakhstan after a decompression event. Nothing is easy BUT landing gear is your best friend when you are looking for drag. You are a true professional.
Your videos are always incredible! You, and your team, do such an amazing job with the details and explanations. Watching this channel has made me a more confident flyer, knowing all the things that must go wrong in order for something tragic to happen.
Thank you!
Bro you posted this comment 2 seconds after it uploaded it. You haven't even watched it yet.
@@democratsarepedos You're right, because my comment was only in regards to this specific video, and not his channel as a whole, or him and his team....... Reading comprehension > You. I rarely see his videos when they are just released, so usually comments get buried. This video has been out for 20 hours and has 853 reviews. I was commenting early in hopes he may see my comment, as I felt it was a positive one.
Thank you, though! Appreciate you wasting your time.
Your videos are incredible Petter. I have learned so much about aviation that I have a newfound interest and hobby. I am a computer science student so my field can relate to aviation because of all the technology integrated into modern planes. And I'm thankful that I have found your channel. I appreciate your work.
Also, take a look at PIA 661 crash please.
I have to hand it to you, the depth of detail you go into when explaining everything blows my mind. Kudos to you
Amazing video (or basically documentary at this point). I've been watching for years and you helped foster my interest in aviation (thanks for that!). I really admire how you've been able to make the quality so surreal but still be informative. Great work and keep it up!
You have such an incredible ability to describe these cases. For those of us who aren’t aviators, yet interested in the craft, you are able to put us so much closer to truly understanding the issue such that emotion intercepts intellect.👍
When a Mentour Pilot video has a dramatic cold opening you know it's going to be an intense one.
Thanks Petter. As a retired 30k hour airline captain, with plenty of time on my favourite aeroplane of all time, the magnificent 747-400, I can only wonder how the hell such incompetent fools get into the cockpit. Sad. 😢
Another brilliant and crystal clear account of a truly horrific accident. Errors compounded by further errors without correction forecast disaster. Talking of which, your English is as truly outstanding as your (well recognised!) technical knowledge, aviation skills and instructional capabilities - Bravo!
One tiny pedantic point (speaking as a 🇬🇧), both 'forecast' and 'forecasted' are accepted past tense common forms of forecast. But forecast is more widely used in dictionaries, online spellcheckers and by linguists. The reasoning is that as the verb does not derive from a noun, it should therefore follow the irregular form. Eg, "I forecast that..."... "I received the forecast..."... "it was forecast that the weather would deteriorate." But hey, that's a tiny point of minimal consequence. On which,
"minima" is the Latin plural of minimums and it prevails in registers of English where Latin forms are typically favoured over newer English forms-that is, mainly in science and mathematics. Outside these fields (USA, Boeing, aviation, instrumentation?) the English plural, "minimums", is preferred by a large margin.
But I write the above just to nit pick a bit, as I found your account of this tragic accident absolutely flawless. As ever.
Best regards 😊😊
It's amazing/sad how many accidents could've been avoided by a simple go-around
But they didn’t even need the go-around. Request a 360 to lose altitude and speed. Mentour Pilot even mentioned something similar in this video. The 360 even gives you time to reassess the situation. Instead of complaining about ATC, say something like “too high, too fast. Request 360 please”.
@@MarioGomez-zg7hb 360 in terrain surrounded by huge mountains? Not always a good idea.
@@EvoraGT430 That's why checkpoints exist. Perfect example here, TOKPA was to be flown at a minimum of 6000ft. They overflew it at 9000+. So just request a hold at that point, lose the altitude and continue on from there. Problem solved.
There’s an attitude among some pilots that using speedbrakes is taboo or makes you less of a pilot, which I’ve never understood. Less workload to deploy them and monitor than what the captain was doing here to try and get down and slow down without them
There were some reports that the first officer was still alive following the crash, strapped to his chair, and some villagers found him but he quickly succumbed to his injuries. Rest in peace.
I heard it was the captain. Either way, very sad.
Couple of weeks go inexperienced my first rejected takeoff in over 30 years flying as a passenger. In Paris we were going to Vienna, the aircraft was a 220. Pilots spooled up and once stable released the brakes and advanced to take off thrust. They immediately pulled back the engines so I’m sure we were below 80 knots. We taxied off and took a scenic tour of cdg lol. They are working on multiple runways at cdg so it took a while. They told us they needed to check something. I guess whatever it was got resolved as we went back to the same runway and took off just fine 15/20 minutes later and got to Vienna just fine.
You always focus on safety and looking at the chain of events that led to the accidents (or near-accidents in some videos). I've actually referred others in my line of work (aerospace safety) to them, and have used some to illustrate how seemingly insignificant oversights can snowball. And your video on AA 300 I've used a couple times to illustrate the importance of ingrained safety culture. Kudos.
All these videos always point out to one thing: there's great beauty in Discipline, patience and humility.
When you were describing the approach brief and said "Remember that" I said: Oh , get-there-itis. I have been learning from your videos! Thank you for another excellent one. RIP to the pilots and especially to the people on the ground who lost their lives that day. 🙏
It's hard to escape the nagging suspicion that laziness, on the part of the PIC, in particular, played a role in this accident. The attempts to shed altitude using an unsuitable method, instead of going around, seem to indicate that he was prepared to cut corners to avoid the go around. But I agree that the aircraft should give the pilots a much more obvious warning that they're missing the glideslope.