THROWN to the SEA like a PAPER AIRPLANE!
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- Опубликовано: 29 июл 2022
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On the 7th January 2017 a #Challenger 604 private #business jet was travelling between Velana International Airport in Malé and #Dubai International Airport in the United Arab Emirates. An Airbus A380 was passing overhead at the same time in the same location heading in the opposite direction when disaster struck. How dangerous can wake #turbulence be? Let’s fin out...
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Below you will find the links to videos and sources used in this episode. Enjoy checking them out!
Sources
-----------------------------------------------------
Final Report:
reports.aviation-safety.net/2...
Vortex Example Video: Topfelya
• Early morning Contrail...
A380 Takeoff: Topfelya
• Heavy Loaded Airbus A3...
RVSM Example: Noel Philips
/ @noelphilips
Emirates A380: Maarten Visser
en.wikipedia.org/wiki/Airbus_...
Challenger 650: Unknown
www.businessairportinternatio...
Wake Turbulence: IVAO - International Virtual Aviation Organisation
mediawiki.ivao.aero/index.php...
CHAPTERS
-----------------------------------------------------
00:00
00:35 - Flight History
01:44 - Weather and Turbulence
04:06 - Takeoff For Both Aircraft
04:59 - Highways In The Sky
06:36 - A Little Physics
12:19 - The A380 Passes Overhead
16:02 - More Problems
16:45 - Diversion
18:32 - Muscat Landing
19:35 - Preliminary Findings
Hats off to the pilots for being strapped in over the boring stretch of water.
This incident reminded me of the Learjet crash in Mexico City where the incident started in the same way, but unfortunately due to lack of sufficient altitude, resulted in a crash.
@@anbee8127 happened to a Lear on final at John Wayne Socal about 30 years ago. Caution wake turbulence is a big big deal. 😢
Always keep your lap belt fastened... even as a passenger.
I was thinking the same thing! I wonder how common it is for pilots to keep wearing their seat belts during cruise...
@@ptroinks At least in America that is a rule.
Fun fact: the airbus a380 is so heavy and big in size that it has its own wake turbulence category, this category has the callsign “Super”.
Also it is 3 minutes per category. Heavy to medium = 3 minutes, heavy to light = 6 minutes.
In Dubai, the SUPER designation isn’t recognized. This helps them ease congestion. The A380 is therefore a HEAVY like the B777
The big antonov was also a super. So sad I need to say "was" here.
@@ChristineSK to me it's tragic i like big airplanes a380 is my favourite
The dream was amazing in foggy landing, as it was opening the sky.
The pilots of the Bombardier are absolute legends. I'm so glad this story had a happy ending.
Amazing pilots that knew the abnormal procedure and restored their inertial systems without the manual. Hooray
I worked as an OPS controller for the aircraft operator, and I was on duty when it happened.
Talked to the captain shortly after they landed. He sounded "cool as a cucumber". Thanks to the video, I can now appreciate what they have been through.
Bizarrely, none of the ATS units in the vicinity were able to tell us where the aircraft has diverted following the incident. Took my team a while and lots of phone calls to locate the aircraft in Muscat. I'm a pilot myself and do aerobatics from time to time. Therefore, my biggest compliments to the crew for bringing this bird down safely.
PS. The plane was sold for spares to a German company and brought to Nurnberg on board the AN124 in Dec 2017.
Indeed. Thank you very much for the additional informations!👍
Thanks for the additional info - not a pilot, but went parachuting one time - I was upside down and didn’t even know it when I pulled my chute. Your body and senses lie to you - I looked between my legs and wondered why my plane was diving, it was only when I “looked up” that I saw the ground above my head. To get disoriented like those pilots were would be very easy.
it's amazing the wings didn't snap off. Further amazing that the 1K separation distance hasn't been increased already. Hope no one else has to go through an incidence like this.
@@BillB33525 part of that might be the ease of odds and evens used now which even a child can do in their head versus the potentially confusing 2000 vs 4000 math need to do in your head.
It's not that 2000 vs 4000 is hard, but when people are tired or in a rush, keeping things simple is crucial
@@Borgforce Same thing can happen when scuba diving , but you can use the bubbles when you breath out to get an idea about which way is up
It doesn't matter whether you have watched the video before elsewhere, once the same video is uploaded by Mentour Pilot it literally becomes something brand new because of the new details Mentour brings out. Kudos Mentour
Thanks you friend!
Yep
@@MentourPilot can you do a video about the private jet crash on december 16th 2021 in dominican republic?
I haven't seen it elsewhere. I've tried to watch some other channels like this, but they just don't describe things in the same way this guy does. He is also very likable, and handsome, and has a nice voice too, it all makes watching him more pleasant.
Yeah when he does it its different, usually better.
As someone who only flies randomly as a passenger, it’s fascinating to learn all of this. Especially why there’s waiting at take off. I never would’ve guessed any of this.
My favourite part was S.L.O.P. 🤣
Really interesting to know that the smaller planes can not swim closer to the big boys.
As a passenger I can’t believe how stupid pilots and ATC are . Even I would’ve asked for a bigger separation between my little plane and a gigantic A380 . Common sense isn’t very common
@@zorilaz Common sense is a rare commodity. 🫤
Good old dumb auto pilot pilot😂
The pilots deserve awards for getting their plane out of the spin and dive safety and remembering to read the hand book and commit as much as possible to memory to get their plane safely to the airport!!
As an instrument rated pilot, I have yet to find a better teacher than you. You make complex topics easy enough for ANYONE to understand, even someone who has never been behind the controls. The visuals along with you description made Bernoulli's principle, wingtip vortices and much more so easy to understand.
No
@@hillarydaunt990 y Ok5v de q
Agreed! I am one of those people you've described. I'm not planning on becoming a pilot ever but I am hooked on his videos for the reasons you mentioned. So interesting to me.
Daunt Hillary I’ll see what I’m going to do with you and then I’m doing some work and I’ll see
No
I'd fly with those pilots any day! They were able to keep situational awareness and save their plane from what seemed inescapable at first. I mean, losing their instrumentation, not being able to tell which way is up and down, and being in a sudden violent roll is an insane situation. And then losing an engine on top of it? That shows exceptional skill!
I was impressed by that, too. How they were able to deal with being flipped around like that, and still figure things out, wowza. Of course on the other hand they knew they had to, or else.
This video made me have so many questions. Like, why are some routes not SLOP-approved? Very curious about that.
Also, something I don't get - why did this happen this time, but not other times?? What I mean, is, surely this situation happens other times, so why doesn't the lighter plane always get tossed around like that?? (I don't know, maybe this is a stupid question, since I'm a complete and total non-expert in this area).
@@Julia-nl3gq that might be beacuse prop planes work differently
@@Julia-nl3gq that might be beacuse prop planes work differently
@@Julia-nl3gq If I had to guess, I'd say this was the first time a plane so incredibly light, like a Bombardier, was behind a plane as huge as the A380, so the immense wake turbulence that plane can make hit the tiny Bombardier especially hard. That, or this wasn't the first accident of its kind, just the only one with anything to come of it.
@@Julia-nl3gq some routes are not SLOP-approved because of geopolitical airspace restrictions, obstructions, special or high levels of air traffic and activity, close proximity to other airways etc.
Now this wake turbulence issue has happened before. What particularly makes the difference is the size difference between the aircraft. For example, back when I was starting out getting my license my C172 got tossed pretty good in 737 turbulence whereas later on in life I hit a CRJs turbulence when flying a Baron B58 without as much an effect. It’s all relative.
I want you to do more of the "good pilot prevents accident" videos.... sad part is unless there is a report of an accident, they will be much harder to find. Reverse survivorship bias being a real thing in aviation.
bro if theres an accident ppl are dead 99% of the time especially in commercial aviation, what you are asking for is literally almost impossible
@@2ndcitysaint52 This here was an accident considering a) the plane was a write-off, and b) several people were severely injured. Accident doesn't always mean crash.
@@2ndcitysaint52 Thats what the media wants you to think. Altough some crashes are unsurvivable (i.e nose down into the ground) and thus get more attention from the public, according to FAA statistics, in 95% of accidents and incidents, there will be survivors. And if its a serious accident/incident, 55% is the chance for survivors
@@2ndcitysaint52 The FAA considers an "incident" to be non-normal operations of the aircraft and an "accident" to be an incident that causes damage to the aircraft or injury to occupants. Most accidents in commercial aviation - where pilots receive far more training in how to handle non-normal situations - are not fatal, only causing damage to the aircraft and possibly injury to occupants. And even accidents that cause fatalities tend to only have one or two associated. Major accidents where the majority of the occupants of the plane die are the exception in commercial aviation, not the rule.
General aviation accidents, on the other hand, are exactly what you're saying - people almost always end up dead, and usually it's everyone on the aircraft. Because GA pilots receive training on non-normal situations only when they're first getting their license and at no time after. So most GA pilots have no clue how to handle it when an incident crops up, and their reaction usually ends up only exacerbating things.
A question of aircraft tolerances, too, I think...? Most GA craft simply don't have the level of extra fail-safes or sheer structural sturdiness huge jumbo liners do, and so any crash or CFIT is highly likely to result in fatality?
You're right, though, that training and risk assessment skills (or lack thereof) also play a huge part! So many accident breakdowns on GA crashes where pilots were afflicted with "get-there-itis" & persisted in the face of common sense, sometimes tragically taking friends or family with them... 😔
My husband is a 604 pilot and is very impressed by all your presentations. I googled you and it all makes sense. You head up the training at Ryan Air and are a senior 737 Captain. To me you seem a natural born instructor. Your videos really explain things to the lay person without dumbing it down too much. We love your videos.❤
He's not the one teaching RyanAir pilots how to land is he?
@@GuyNamedSean He is. The landing part of the training is usually when his sponsor ad comes on so some of the student pilots fast forward the video. 😂
@@GuyNamedSean they land fine. The 737 requires a hard landing and also prevents runway overshoots which is a growing issue in airline industry
Your husband has an awesome career.......
In the 604, once those IRS go south, the only thing you can do is to put them in Attitude mode and use the DG mode, no nav function will available anymore, but the FMS will still have GNSS.
Let me explain something that might confuse people: when Petter says "all they could see was blue sky and blue sea," what he means is, "all they could see was pale bluish-grey sky and pale bluish-grey sea." While much of the time the sea directly below you may look deep dark blue, the contrast at the horizon can be very faint. Faint enough that if you're spinning or tumbling it will be very difficult to see.
100% correct... Definitely not the textbook "Tan and Blue" artificial horizon highly visible separation!
I just got the gist that sky and sea were too similar in color to tell them apart.
I expect many people would not fully appreciate this difficulty!
At cruising altitude you're also ~6 miles in the air, meaning there's a lot of blue scattering even below you, which isn't intuitive, having lived life exclusively with the sky above us. This gets more significant towards the horizon since it's even farther away, which means it all blends together very effectively.
You don't even have to be spinning, there's times even fishermen while fishing at sea see it as the same because the horizon line becomes pretty much invisible so it's really hard to tell where one ends and the other begins depending on the weather
As soon as you said "Bombardier" and "Airbus A380" at the beginning of the video, I instantly said to myself "wake air turbulance". I didn't know about any of that before watching your videos and they are consistently informative to someone who knew nothing about flying a couple of years ago. Thanks for the content!
As soon as he said "two aircrafts involved" I said to myself "The other is a 747 transport or an A380. Wake turbulence". Same as you, my knowledge comes from Montour 😀
Me too
Isn't it in the title?
My bad, thumbnail
We hit wake turbulence on takeoff from LAX on a 747 bound to Melbourne. We followed another 747 by a few minutes and dropped dramatically only 2-3 min after takeoff. Scary stuff! Not used to planes that big bouncing around!!
Wake turbulence can be a killer.
The wingtip vortices are very powerful.
@@Dea8769have any planes actually crashed from it?
I was watching one of your videos Saturday night as I was waiting on my girlfriend to get to my house. She started watching as I was still getting ready. No dinner, no going out we both stayed and watched probably 4 more of your videos. I'm no pilot by any means but you don't have to be because you explain everything in such detail anyone could understand. You are one intelligent man and you really are at the top of your game!
I thought for sure this was going to be an aircraft fished from the ocean in bits. Major kudos to the pilots for keeping it together and getting the plane down safely! Thanks Petter (and Dominic) for another great case study!
If that had occurred it certainly would've made it much more difficult to determine the cause of the incident!
The reason its an Accident is because the airframe was written off. Otherwise it would be an incident.
That's why pilots are such studs 😃👍
@@stevie-ray2020 0
@@MrBizteck It´s an accident because people were injured - two of them seriously.
During my private training I flew into the wake of a c130 in a c152 on final at Allentown. Was doing touch and goes with my instructor, the c130s we're also doing pattern work (2 planes). I thought it was awesome doing circles with them in the pattern :) my instructor was making sure that we stayed above them on final to avoid wake turbulence.... Every time around the tower would warn us as well " caution wake turbulence" . We did several touch and goes without issue, each time I land well beyond the touchdown point of the C-130. Then one of the c130s came in a little high on final, I was distracted with the instructor discussing something.... And; YEAH WE'RE SIDEWAYS!!! It felt like the hand of God just grabbed the tiny plane and twisted us hard to the left like a knife edge. Again we were high on final around 1,000 ft, thankfully. My instructor pushed my throttle hand into the firewall and we recovered using FULL control inputs; it was a go around lol 😆. It was a great learning experience. And thanks to my instructor I'm alive to talk about it. THANKS FRANK
The same thing happened on my home airfield just 2 weeks ago,involving a 172 and a Helicopter, sadly ending with a fatality.
Your report is very much appreciated .
and this, my man, is the sort of knowledge that someday, someone else will need you to give them. :D
I just attended Oshkosh Airventure. Took a class on wake turbulence at the NATCA (National air traffic control association) booth. The controllers teaching our class actually mentioned this very event in detail. They didn't say it was you, or who it was if not, out of respect. They now use it during atc training.
I experienced something similar when training in a C-150, but the plane in front of me was a light twin, not a Hercules. Didn't flip me sideways or anything, but definitely got a wicked shimmy there for a minute. Almost learned the hard way.
Same thing happened to me when flying circuits solo during training in my microlight. I'd just turned downwind after a touch and go and the only other aircraft in the circuit was a microlight on base. I hit his wake and it turned me on my side. Scared the hell out of me but I managed to recover and land.
It's not just large aircraft that can create severe wake turbulence, but slow low wing-loaded aircraft too.
Have a healthy respect for wake turbulence of any sort and observe the separation times.
I ride motorbikes and when a bike passes a large truck on the highway, it's the same. So you don't get blown off the road, you move as far as you can to the outside of your lane just before you meet. The wind blast will still move you, but you can recover.
I have a Honda City and on the rare occasion I let a truck or a bus go by, I feel the air shake my car and force me to correct the wheel. Don't want to try that on a bike or a scooter.
I have a sub compact car (Vw Gol) and at 100 km/h the turbulence from oncoming trucks and buses gets scary, I have to grab the steering wheel tightly and correct the trajectory as needed.
@@juanpabloflores8179this among other reasons is why more intelligent humans drive larger vehicles, you might think you’re smart saving on fuel costs or whatever, but those dollars don’t make sense if you’re dead.
Those two pilots were HEROES!! I’m glad they took their flight training seriously and everyone survived.
Can't believe that the pilots managed to save that. Props to them.
Absolutely! Skilled pilots indeed. Thanks for viewing!
@@K1OIK 🤣
@@K1OIK 🥁
@@K1OIKba dum tss
I love how Petter takes the time to give the best explanation of technical points of interest like SLOP and then explains why they are or are not relevant to the story. It really helps me (as a non-aviator enthusiast) understand the big picture of aviation better.
What puzzles me, is why when all pilots are taught to fly around a storm, they need special training and a scrap of paper to deviate by a few yards in order to avoid turbulence caused by another aircraft.
We live in a funny world. 😊
this guy is trippin out his head..never mind him
@@dalemcfaddenfuku9995 which guy??
@@UKTonyMagill 😆
SLOP is only to the right & Not to the left at all. Please review procedures and rules before you pass comments in your videos. Please do not misguide the pilots who watch your channel.
My instructor related to me the one and only time he encountered severe wake turbulence in an airliner (767) in a 30+ year career. I don't know the full circumstances but he said they went from stable and level to banked 85 degrees to horizontal in the space of a few seconds. It took every ounce of his and his FO's collective experience in fighter jets and airliners to bring things back under control and get themselves levelled.
Really good job by the pilots to recover from a sudden, massive shock, catching the engine issue early, and then managing to remember a relatively obscure checklist procedure just from memory! And some good engineering that the plane could withstand all of that and keep flying pretty well, even if it did have to be written off after landing.
Indeed.
Those pilots didnt get enough credit- to stabilise an aircraft with that engine configuration, in THAT extreme level of flight disruption, with no horizon, no instruments, no QRH… that’s some fighter pilot level reflexes there..
I also thought that. Also amazed that the jet could handle such stress
@@K1OIK, Quick Reference Handbook/guide
@@K1OIK 🤣 All pilots are talking only about their QRH.
@@K1OIK That is because in Aviation, the QRH is VERY COMMON KNOWLEDGE... as common as writing "ABS brakes" instead of writing "Antiblock Baking System" in automobile parlance...
But why is this QRH becoming an issue. ? Let’s Just learn and move on
In a way it seems like being a pilot after being trained would be pretty safe & a fun job that's rewarding, but damn when shit goes sideways, it really goes sideways!
I think that's probably true of any job with a significant risk factor. e.g. astronauts, etc.
Literally! Haha
Yes. Better stay at home and do some web work. No risk
@@JCT75 probably make good money doing that but not nearly as satisfying and feel as accomplished as being a pilot I would assume, and it takes an extreme high level of skill that's why those pilots love to do what they do imo
@@honda116969 well, there is something called sarcasm.
The moment I heard the details about the 2nd plane (an enormous A380 no less) I knew this was going to be a story about Wake turbulence. Incredible airmanship from the pilots.
I had the same feeling after looking at the thumbnail. (Jk)
Hi Petter, I really appreciate that you talk about the lessons of near-misses as well as accidents.
It would be great if you could cover the serious near-miss of Air New Zealand Flight NZ60 at Samoa on 29 July 2000. This was an issue with a erroneous ILS glideslope, flying over water at night. When this event unfolded, the instruments indicated they were *perfectly* on glideslope, with no flags or warnings... no matter what their altitude was! The flight descended as low as 340 feet, about 9 kilometres from the destination runway. This event has been discussed in Air NZ training but I don't think any other aviation commentator has covered it.
There were a lot of holes in the swiss cheese, but fortunately they didn't all line up this time. Many factors were involved, including the water "black hole" effect at night; over-reliance on technology; missing a checklist item while busy; importance of reading _and understanding_ NOTAMs; a rare and unusual "failure" mode inherent in every ILS; the fact that GPWS is suppressed when configured for landing; challenges of flying into under-resourced, remote island airports.
The NTSB in the USA seemed to have the opinion that this incident was primarily an issue of pilot error, but others placed more emphasis on the erroneous and misleading ILS indications. Your opinion on all this would be absolutely fantastic. Cheers from New Zealand!
This sounds like a really good video!
they will run out of terms if the aircraft get even bigger. what will they call it next? Ultra mega heavy?
This sounds like a fascinating case to learn about. I do hope Petter will do a video on it!
@@spiderzvow1 if i was a -stupid- american i would call them "yo momma" but as i'm not i'll let them call them "massive* or whatever floats their boat, err, flies their plane... 😋
as a sidenote, that SLOP acronym isn't sloppy at all. way to go linguistically unchallenged pilots! 😏👌
@@spiderzvow1 Super. Supers already exist.
The content on your channel has become next level. Over the years I’ve been watching you. Your storytelling and the GRAPHICS . Its just W🤩W. You REALLY put your heart and soul into this channel and it shows.
We do what we can to bring YOU the best.
Yes it’s so good! I’d really be interested to hear what he uses for graphic design etc
AGREED! He is really enjoying doing this AND what he is talking about.
Graphics. Editing. The story telling. The educational value. It's one of the best channels of all time in these categories. And every video gets better and better. You can tell Petter is passionate about his channel and I love that. Makes it such a better experience for us viewers!
@@user-sx1fg7lc3c When it comes to aviation news and the aviation industry there’s two people I trust even more than any top news broadcast company. Mentour Pilot and another aviation Guru/pilot Juan Browne at the BlancoLario channel on RUclips. You just don’t get any better than these two. REAL LIFE Airline pilots
I heard the actual Mayday call from one the pilots on this flight, it sounded like absolute carnage, you could hear the stress in their voice. Initially they requested a diversion to Duqm (OODQ) but changed it when ATC suggested Muscat might be better. Well done to the pilots for keeping their heads in what must have been a really frightening situation.
How did you hear it? I’m actually really interested in this accident, however I can’t find any information about it online. I was in Muscat when this accident occurred and yet didn’t hear anything on the news about it.
@@EnderPlays We were speaking to Muscat ATC at the time. Heard the call either on that box or 121.5, I don’t remember which one.
Your videos are so well-written laid out and the visualizations are so clean and concise, yet simple enough for the layman to understand. Hats off to your narration and whomever produces your videos!
Highly detailed 👍🏼
you can thank Microsoft Fly Simulator 2020!
@@sofibouli we can thank the producer &/or editor for acquiring and putting together the footage.
Amazing that they survived!!! Hats off to the pilots!!!
Indeed!
I think the tumble took care of removing hats for us!
@@MentourPilot I believe you deserve at least a $10 prop..
(Accidental play on words)
@@MentourPilot please do flydubai flight 981
@@keiyakins I see what you did there! Good one hahahahaha 😄😄😄
A380s are not referred to as "heavy" as they are not in ICAO's H class for wake turbulence, they are the only type in class J, or "super" which is how they refer to themselves. This video is a good example of why
AN-225 was also in the Super category.
@@EightPawsProductionsHD Indeed.
@@EightPawsProductionsHD 😢
I was thinking as I watched this that a bigger category was needed, then I read this.
Glad to see there are smarter people out there than me, who did it already . . ‘Super heavy.’
@@Sirikiller Yes.😥
Hi Mentour Pilot, I just want to say that I love this series, I love your work. In fact, I never have flown in an airplane, but I really do enjoy watching your videos! You tell the story in such a interesting way and there is always something to learn even in our lives :D Keep up the good work!
Several years ago, I actually experienced wake turbulence when flying as a passenger from ATL to Charlotte. I had never heard of it before but happened to be sitting next to a pilot who was just riding as a passenger himself. We experienced it while probably about half-way through our initial climb. The description you gave of feeling like a huge hand is moving the plane around is really accurate. It thankfully was nowhere near the extremes of this flight, but we were tilted hard and very fast to what felt like a 45 or 50 degree tilt to the left and then a very hard jerk back in the opposite direction, until it felt like the plain was now at about a 45 or 50 degree tilt to the right; after which the plane became level and the rest of the flight was smooth. It was the craziest experience I have ever felt in a plane. Almost everyone around me gasped loud enough to be heard over the plane engines. Since no one from the flight crew explained what we had just experienced, the pilot sitting next to me told me not to worry tha twe had just experienced wake turbulence and explained what that was.
I have to say, after my experience, and even if I had not had experienced this, all I can say is that those pilots did such a commendable job in your video!!
Fascinating. Kudos to the Bombardier crew
1d ago 😳🤢😭😭😭😭
Time traveler 😳😱💀
@@Alexander-qz6px He’s a patreon member. They get early access to Mentour’s videos
@@Alexander-qz6px Become a Patreon :-)
I could hear this man talking about everything. His quiet, calm voice and his ability to be absolutely unbiased when narrating are astonishing.
I get two take-aways from this: (1) the pilots in this case were capable of overcoming an extreme situation and safely returning to the ground and (2) the teams of engineers and craftsman who put this aircraft into the capable hands of those pilots also did an exemplary job. That thing got tossed around like a leaf in a hurricane, thrown through forces even many purpose-built military craft seldom see and stayed in one piece to get everyone back to terra firma. Nothing short of impressive performance by all involved.
One of the most gratifying feelings during preliminary training in light aircraft is when you are practicing steep turns and are accurate enough to catch your own wake as you roll out back on your original heading. Just a small buffet, but it tells you that you absolutely nailed it!
End over end rolls, or longitudinal rolling, I bet you don't see that in air accidents very often. What a nightmare, looking out your window and seeing your horizon flipping over 3x before managing to stop it - without knowing if you're inverted or not. Incredible story.
I think the video said it rolled around the longitudinal axis, right? That is, wingtip-over-wingtip roll. Still, crazy (and very dangerous) stuff.
@@vbscript2 But that is commonly called an aileron roll, a barrel roll, or a lateral roll.
Combined with the fact that the title was "thrown to the ocean like a paper plane" I am taking it to mean the unbelievable and rarely seen "end over end" roll.
Good logical argument however.
@Mike Kabakov и
@@A-Milkdromeda-Laniakea-Hominid If it were an end-over-end tumble, then it might explain the failure of their navigation system. I have no idea what the navigation system is/was for this aircraft, but if it were a 3-gimbal system, then the aircraft pointing straight up or down would have caused a gimbal lock.
@@A-Milkdromeda-Laniakea-Hominid You’re getting it wrong. An aileron roll and a barrel roll are two different things. An aileron roll is a roll along the longitudinal axis - the aircraft never changes altitude, it’s like it is being rotated on a skewer. A barrel roll is a roll along both longitudinal and latitudinal axes, essentially a combination between a loop and a roll, following a helical path as though it was coiling along the inside edge of a barrel. “End over end” would be a flip.
To put it simply, an aircraft has three ways of moving through three-dimensional space: rolling around its longitudinal axis, pitching around its lateral axis, or yawing around its vertical axis.
Here’s what confuses some people:
Directional stability is stability around the vertical axis - straightforward enough, but…
_Lateral_ stability means stability around the _longitudinal_ axis
And, of course _longitudinal_ stability means stability around the _latitudinal_ axis
It's sounds like the Bombardier crew is at the top of their game! I can't imagine the confusion and stress level there must have been!!!
That sounded like some insanely intense moments. I’m not really a ‘scared flyer,’ but I’ve always thought that getting into a situation like that at 35-40,000 ft would be so awful. There’s just so much time.
Time to freak out, time to wonder what the hell is happening & maybe worst of all, plenty of time to hope the pilots can get the plane back under control.
@@goldenageofdinosaurs7192 Yes but also more time to come out of it alive, which is the most important thing.
@@msmiami212 Indeed. They had the space to recover the aircraft - and fortunately the knowhow, too.
@@goldenageofdinosaurs7192 You want to be as high as possible when something like that happens. So, really, it seems scary being so high, but it is so much safer.
@@NicolaW72 Very different scenario and outcome than the Learjet-45 that was spun upside-down at less than 2,000 ft above the city, full of buildings at Mexico City, where the business jet that carried the Secretary of the Interior of Mexico crashed into the street and burned fiercely, because it was caught perfectly centered into the right wing tip vortex of the B767-300 preceding it for landing, about three miles ahead...
Incredible! Unbelievable courage in a situation of shear terror! I hope the pilots were well recompensed for their bravery in what most of us would see as a hopeless situation.
I have traveled many times from Australia to Europe and back again... I have often wondered about coming across other planes in close proximity, especially landing in busy airports, where landings and take offs reminded me of well executed choreographies... After watching your videos, I am so so grateful for the skill of the teams flying these huge air crafts. I have flown with Lufthansa, KLM,, Singapore Airlines, Garuda, , (DREADFUL AIRLINE) British Airways, Virgin, ( drreadful airline) Allied International, Air India, Lan Chile, Iberia and Aviaco. In one flight a crazy passenger wanted to open one of the doors, I strapped myself down and my daughter down and held onto her for dear life as we were close to the middle door which he was trying to open. This was on a Lan Chile flight from London to Madrid...So grateful for the crew who contained the situation...I never take my seat-belt off, unless i need to use the bathroom ... You all deserve a medal!
If it's any consolation, it is literally impossible to open a door in flight. The forces are far too great. Tell us more about that crazy passenger!
@@LLS710 I didn't know this. It was still a very tense moment.
@@MargueriteMontes Yes. I am sorry that you had to have extra suffering. I would have been scared to death, even though I know it is impossible to open. Honestly I would want to jump on that person's back and tackle them to the ground and I am not a big man nor young! Just, I wouldn't know what to DO.
That is apparently not true, because there was a flight recently where a Korean passanger managed to open a door mid flight, thankfully only causing some mild injuries
@@Luumusonly at very low altitude, otherwise the air pressure keeps the doors closed
I'm incredibly impressed by the Bombardier crew. They handled an exceptional situation like true professionals. This could have ended so much worse!
It could have been so tragic, but they all survived in one way or another
I was half asleep on a flight once, on a nice, sunny day with perfect visibility, and we experienced clear air turbulence. It felt like we just dropped hundreds of feet, though I’m sure it wasn’t that extreme. A minute later the pilot, sounding a little shaky, said over the PA, “Uh. That was a little clear air turbulence. Sorry about that.” For sure woke me up. I can only imagine what it was like for these passengers.
I was an airline pilot until I became I’ll a few years ago. I watch a lot of aviation related videos as I miss flying and it’s people very much. Mentour pilot is a wonderful resource for pilots at all skill levels. I believe one of the most important things any pilot can do is to constantly try to learn from the mistakes and the triumphs of other pilots before them. This and several other RUclips channels are incredibly valuable for helping pilots learn from other’s experiences and from the professional pilots who work so hard to determine the causes of accidents and provide that information in a manner that makes each of us a better informed professional pilot.
Many years ago, I was a captain at a very large regional airline. I had about 3000 hours total time and been hired at 1015 hours total time from a very very good flight school that was run by professional pilots who had military, and airline backgrounds. The school was run like a military flight training program. My class started with 30 candidates, only 5 of us made it through. It was intense training and three strikes and you were out and placed into a track not designed to feed you directly into the right seat of a jet.
Anyway at 2000 hours I took my check ride for ATP and I began flying the CL-65 as a captain and also as a NFP role in simulators assisting the flight instructor check ride and recurrent checks of line pilots. Shortly afterwards I become a check airman and flew in this position until I lost my medical in 2008.
The reason I mentioned my background was to talk about a wake turbulence experience I had taking off from Indianapolis. As many of you know, Indi is one of FedEx’s air cargo hubs or at least it was at that time, I’ve not been there in many years.
Anyway, it was a hot summer afternoon with a full load of passengers. The flight was a short hop to Cincinnati (CVG) where we were to make a quick turn and fly to LaGuardia (LGA).
Indianapolis has parallel runways 23L 23R On this afternoon we were sent to 23R with a turn to the southeast crossing the departing FEDEx traffic taking off on 23L which was departing for Memphis with a slight right turn towards the southwest. This meant that we would be crossing behind and across the flight path of a fully loaded A310-300.
As soon as we saw the A310 takeoff ATC asked us if we wanted additional time for wake turbulence as we could not out climb the A330 in a fully loaded CRJ-50. I said yes then briefed the first officer what to expect if we still hit some of AirBus wake. There was very little wind that afternoon and what little there was came as a direct crosswind from the west. We were cleared for Takeoff after and I initiated an early turn to climb above and I believed behind the point where the A310’s wake might be. At about 1000 ft we flow right into the vortex created by the A310. Initially we rolled violently to the left then almost immediately was thrown the opposite direction taking the aircraft almost fully inverted. It crossed my mind to continue the roll to complete the roll but I had already thrown the yoke left to counter the roll and it had already ended the and started reversing the roll induced by the wake turbulence. Through out this we didn’t lose any altitude. The CRJ 50 has a very fast roll rate and it was all over in a few seconds. Indi Tower saw the incident and asked if we were Ok. We said yes and were handed off to departure. Our cruse altitude was 10,000 feet and ATC asked us to maintain 250 kts due to traffic going into CVG. As soon as we were at cruise we spoke to the flight attendant who said everyone appeared to be ok but the passengers were pretty shaken up. I then gave the flight controls to the first officer and made a PA to the passengers explaining what had occurred and that the aircraft was safe to continue to CVG and that there would be customer service personnel and medical services standing by to assist anyone as soon as we parked at the gate. I then made a call to the company explaining what had happened and that no one appeared injured, that the aircraft was operating with no issues and that the incident was serious enough to require medical and the trained incident response team to be available as we deplaned.
From the time of the A310 departure to our departure was an interval of 90 seconds. The weather and wind conditions turned out to be perfect for allowing the vortices to linger near the flight path of the departed A310. In hindsight I should have request either more time or to taxi to 23L and use a full thrust takeoff allowing a shorter takeoff roll and immediate left turn to avoid any possible lingering vortices. The extra taxi time alone would have mitigated any risk of hitting lingering vortices. But even if somehow they were still in the vicinity, a full thrust takeoff and immediate left turn would have placed us above and behind the A310’s wake.
One more incident. I was deadheading from CVG to ORL. I was in the jump seat. On approach to 17L behind a delta L10-11. We were just east of ORL when I felt a little sharp turbulence I associated with wingtip vortices off of heavy aircraft. I said I think we’re just catching the edges of the l10-11’s vortices. The captain said, “I’ll fly a little high on glide and slow down just a little more for separation”. As soon as we began the descent the CRJ violently rolled right turning the aircraft almost fully upside down approx 160 degrees. The captain quickly rolled us back level and the leveled the aircraft an notifying ATC of the sever wake turbulence. They turned us right and put on a visual for 17R.
It wasn’t long after this that the FAA increased the distance behind heavy aircraft including the 757 and large narrow body aircraft.
I don’t much about other airliners. The CRJ has a very high roll rate and reversing a roll like this happens very quickly. I do have quite a bit of time in an EMB-120. I don’t believe this aircraft would have recovered nearly as well as the CRJ. Maybe someone else with experience in such an incident could speak about their experiences.
I know after these two incidents, I became very conservative and observant and rotation points and the direction of the wind at the airport. I never again flew into a wingtip vortices in the departure or approach phase of flight.
Thanks for sharing your own professional experiences on this one! It's the speed & extremity of these vortex disruptions that really scares me? The pilots can be proceeding along 100% normally, and then suddenly you're thrown into maneuvers that would be challenging in a fighter jet! Instant reaction skills & solidly ingrained responses needed to right their planes, very impressive.
Kudos to all the pilots who've managed to recover normal flight configuration following these kinds of near-misses!! Really hope the ongoing industry discussion around the issue at least makes other pilots more cautious (like yourself)? Even if it may take a while to get international regulatory changes made on separation distances.
Those pilots did a great job. About 40+ years ago, early in my GA piloting, I had a good friend who was a former fighter pilot. He took me out a couple of times to practice basic aerobatics; loops, aileron rolls, snap rolls, etc. That gave me increased confidence in my ability to recover from unusual attitudes. I would highly recommend that all pilots get a lesson or two in aerobatics to get a feel for what an aircraft can do and how to control it when the wings are not level.
Shouldn't the pilot have known that a plane that size will create a huge turbulence and instead of wanting to see the plane uip close should have kept their distance? To me this could have been avoided and the pilots should be accountable tmfor this stupidity that they have put on the passengers.
@@mlai2546 Mentour Pilot did not say that the pileot went closer to the Airbus for a better look at it. The pilots knew that a plane of that size will create substantial turbulence, but their training would have emphasized that the risk was greatest when taking off after a heavy aircraft. The potential for the A380 to cause problems when passing other aircraft in the cruise wasn't well understood when this incident happened.
@tlangdon12 the pilots knew well ahead what will happen. They just decided to take the risk. Why do you think this kind of incident only happened to this pilot and not to anothers? You dont think there has been thousands of planes passing by A380?? This is just pilots being negligent.
@@mlai2546 Very few aircraft pass directly under or over each other, and the winds aloft often blow the vortices to outside of the airway before they can descend to the level of another aircraft. Few aircraft will be the size of the Embraer - most of the few that run into top vortices at height will be large/heavy aircraft rather than mediums, due to the routes the A380s are used on. Plus this incident occurred early in the A380 service life, so I don’t think the pilots did anything wrong.
@tlangdon12 what are you talking about? Planes pass directly under or over each other every hour. They have a route they need to follow. Have you not seen the flight path map? Not knowing much about A380 is not an excuse. We have had what like over 30 years with Boeing 747. If we are keeping 3000 feet from 747, isn't it common sense to keep 6000+ feet from A380?
FUN FACT: 3g is what you'd experience sitting in a rocket getting launched into space. This plane was going down with more acceleration than a rocket into space.... think about that for a second.
Wow that must have been an absolute nightmare for everyone involved. Well done to the pilots who managed to get this plane out of this that situation and get it down safely without a more serious and tragic outcome. Excellent video as always, Petter & Co.
Spoiler! 🤦🏻♂️😉
@@TheApp9 You risked opening the comments before watching🤦🤦
@@TheApp9 maybe watch the video before opening the comment section?
@@laratheplanespotter Maybe he was just kidding?
Always wear your seat belt! It's advised before every flight - for this reason!
The Bombardier crew did an absolute fantastic job. And a very informative and very useful video
I had a similar incident about 25 years ago, which fortunately did not end up being as dramatic as this incident. I was an F/O for a major US airline flying on an MD-80 and it was my leg. We were inbound to SEA, behind a UTA 747, which was at a higher altitude and 5 miles ahead of us. We were clean (no flaps or slats out) as was the 747, as we were both above 10,000 and still above 250KIAS. Suddenly, we felt the telltale sign wake turbulence: slight rumbling, and a slight roll. We asked for and got permission to fall back to 8 miles behind. Soon, the wake caused us to roll again, so we asked to fall back even further. Then it hit. Slight pitch up and we were in a roll to 80 degrees to the left! We both looked at each other and the captain told ATC the we were breaking out of the sequence and asked for vectors to re-intercept the arrival well behind the heavy. Moral of the story: Wake Turbulence is not just with "dirty" (configured) heavy aircraft during TO and LDG...
@@K1OIK How much time did you waste typing this response?
@@K1OIK Wow . Burt you just don't get it , do you. Mentour Pilot's whole post is about the dangers of wake turbulence. In most pilot training, we are trained about the wake turbulence occuring during takeoff and landing. Barely is there a mention about it occuring in level flight at altitude. My post was to solely confirm that wake turbulence can occur at altitude. It was not about me. Just about how to be on guard when near a Heavy Jet. Had the corporate jet pilots been aware of the situation when approaching the A380, they might have asked, or told ATC that they needed to alter course to avoid the A380's wake. And yes, a good pilot tells ATC what they need, and does not ask. Remember, the pilot is 100% responsible for the safety of passengers, crew, and aircraft. No if, and, or buts.
BTW, I had a 36 year career as an airline pilot, flying as an Flight Engineer, First Officer, Captain, Instructor Pilot, Check Airman and Chief Pilot. In aviation, it's all about passing on one's knowledge so that others may learn by our experiences and, yes, mistakes. And believe me, I made my share. But I was always willing to "share" them so that others would not make them. As a teacher yourself, do you not do that?
I know absolutely nothing about these subjects but find your videos fascinating.. .Great job
OMG! This video gave me so much anxiety! It all just starts like a dream, I imagine myself rich, flying from Maldivas to Dubai in a private jet, about to have a fancy snack, life is good, and suddenly booom! OmG! Thank God pilots managed to save the day❤️
So it's good to be modest.
@@-First-Last and atheist. It is better to rely on good training than divine intervention.
@@logicalmusicman5081 Probably both.
@@-First-Last one will help, and the other is a placebo at best.
@@logicalmusicman5081 Same as covid vaccines. The placebo ones for vip, stars, actors, presidents etc. and the real dangerous ones for the rest.
I can't imagine the chaos. Being tossed around, rolling three times, negative Gs enough to redout, I'm sure they expected the worst for those behind them and to top it off your QRH pages are raining down.
Outstanding airmanship!
Thank you Petter and team! That was better presented, explained and visualized than most that I've seen from any of the (so called "major") production companies.
I really appreciate your hard work. Again, thank you.
@@K1OIK Quick Reference Handbook. The book that the pilots reference for procedures
@@K1OIK He put all the letters and punctuation correctly into his sentences?
Kudos to the pilots of the business jet - out of nowhere your aircraft is tumbling out of the sky, and still they managed to stabilize it again and land safely. Compared to what could have happened, the passengers' injuries and the plane being a write-off is surely a good outcome.
It is actually possible to hear the wake turbulence. A while ago, I was spotting planes at runway 07L at Frankfurt, standing in straight line with the runway, just outside the airport fence. Every time a landing plane passed over our heads, we first heard the noise of the plane it self (obviously), and then, some seconds later, a pulsating swooshing sound from these turbulences.
So happy they survived and what an amazing job by the pilots.
I’ve been watching these contents for over a few years now. Considering the expertise and quality of Petter’s work, it’s hard to believe that his contents are freely available on RUclips, and is especially precious for young, aspiring pilots such as me. Thank you Petter for the awesome contents!
Damn... A prime example of how no matter how well the equipment is able to automate almost everything these days, it can never hurt to have an experienced team on board to stand in when shit hits the fan. I could only hope that if I ever find myself in a similar situation that my pilots are as knowledgable and dedicated to their job as those two.
I'm glad they got out alive. I really expected this one to have a very bleak ending. Good thing they had such good pilots.
Meanwhile at the Emirates’ bar lounge: “can i have another martini?”
What makes you stand out from other content creators on RUclips is that you aren't static. As in, you're not reading a screen behind the camera and void of emotion. I can tell by your body language, your speech, that you genuinely remember all this stuff and that's how you get so many of us drawn to you. Nothing robotic here and we can feel exactly what you're saying. A bit like a trainer does. They are dynamic based on who needs what information, and wouldn't freeze up if asked a question outside of the "script" -- which I genuinely believe you'd have an answer for the question. You are the key to these videos and a great teacher/mentor. Nothing static, nothing fake, and it comes from you as a natural teacher and we can tell.
My youngest son, who is now studying to be a Naval Air Traffic controller, finds this RUclips channel chalk full of information and he loves it. I like it too and find the information in videos like very interesting and enlightening. Keep up the great work!
If the pilots were not strapped in, I don't see this ending well. Very cool that they had the professional discipline to not become complacent.
Thanks much, Petter, this video shows how much we rely on the flight crew to maintain as much cool and calm as possible while applying everything they have learned in their training and actual flight experience. Cheers.
I remember watching this accident in the news when it happened, but thanks to this video, I got the insight of what really happened above the see. Great job.
Wow! For passengers the take away is this: keep your safety belt on at all times and/or at first sign of turbulence, strap in. Thank you, I’ve learned my lesson and will pass it on. (I tend to stay buckled in but in the future, I will be buckled up).😻😽
Please do not wait for it to happen! Stay strapped in, at all times, and keep loose objects in the cabin to a minimum. Every passenger who is doing this is potentially helping others, in the event of an incident.
I’m a US airline pilot and have never heard of SLOP. We are to be warned if enroute and below a heavy and we can request a vector. I also like that you have newton some credit. Most just reference Bernoulli.
Us Airline pilots ( as myself ) use SLOP all the time if you fly overseas. It is used during Oceanic crossings as a tool to avoid weather and wake turbulence so if you're domestic only you wouldn't of heard of it. It varies from different regions, but SLOP is pretty handy actually. We use it all the time and if used correctly can help tremendously with traffic flow. and separation.
Wow! You had me on the edge of my seat! What a great story, and an even greater narration! Congratulations to Bombardier for building a helluva tough aircraft!
This is why my mom always told me to keep my seatbelt on even when the seatbelt sign is off. You just never know.
but as a passenger you never know when another person will come flying at you or a luggage or hot water gets thrown your way. It's just luck, yes the seatbelt helps a lot, but luck is the 2nd factor haha.
yes, and sit in the last 5 rows (statistically least likely to die in a crash)
@@nivethanuthayakumar4718 There is a lot of luck involved, but no need to press it more than necessary.
Yet another fantastic example of brilliant crew resource management by Aviating, navigating and communicating that prevented the situation from turning into something more catastrophic than it already was. Kudos to the pilots!👍👨✈️✈️🙌
Indeed!
Incredible show of airmanship by the pilots to get the plane under control and get the IRS back online from memory. Always love the stories where skilled pilots save lives.
Yes, skilled pilots. So man6 accidents happen because the pilots don't know how to deal with bad situations.
Just picturing laying on my bed, watching this, when, without warning, I’m slammed into the ceiling, then the wall, then the floor, along with my iPad, cup of tea and the bedside cabinet. Then it all stops and I’m a mangled mess. I’d never be the same again. Hats off to those brilliant pilots. Great video.
These two pilots are awesome!! In different ways of course, such as remembering the checklists in an emergency situation like this. Being able to still control the plane while it was flying to the sea. Good luck to all pilots!!
It's incredible that the pilots were able to regain control of the aircraft and keep their wits about them, and get the plane down safely. The pilots and cabin crew should be recognized for their heroic actions! Also always love watching your videos. It's like watching a good movie.
One comment about the explanation for the strength of the wingtip vortices: they do not depend on the amount of lift being produced. I think everyone would agree that an aircraft in level flight needs the same amount of lift at 150 knots as it does at 300 knots. The difference is at 150 knots the wing needs a much higher lift coefficient, which is achieved by increasing the angle of attack of the wing. So the strength of the wingtip vortices is proportional to the wing lift coefficient not the lift itself.
That's a great point. He does mention, at around 8:40, that "these wingtip vortices tend to be the worst during take-off and landing when an aircraft needs to create a lot of lift with a relatively low airspeed." But your explanation is much more clear.
At a low approach or take off speed the increased lift of the wing is partly a function of angle of attack but on most modern aircraft it's more so a function of slats and flaps. This slat and flap efficency causes even more air spill from the wing tips in a shorter distance traveled by the aircraft. Tighter vortices.
@@rickc5303 Again, in 1G flight, the lift the wing produces exactly balances the weight of the aircraft no matter what speed the aircraft is flying (as long as it’s above the stall speed). High lift devices like slats and flaps work by increasing the maximum lift coefficient of the wing and also increasing its effective area. It’s the lift coefficient that determines the strength of the wingtip vortices. Deploying flaps and slats actually results in a decrease in wing vortex strength compared to a clean wing at the same weight and airspeed, although, with lift devices deployed the aircraft will be able to fly slower than it will with a clean wing.
@@russelltaylor535
I understand that the amount of lift, regardless of speed, is the same to fly a specific weight.
My point is that when you increase the angle of attack of the wing and then create a cup shape with slats and flaps with the opening of that cup forward, the high pressure below the wing has to escape somewhere and the path of least resistance is outboard, particularly on a swept wing aircraft. This will spill a disproportionate amount of air off the wingtip.
@@rickc5303 What you are describing is a way to increase the wing lift coefficient. At constant weight, the lift coefficient must increase as speed reduces to maintain the same amount of lift. The other time the lift coefficient increases is when the aircraft accelerates while maneuvering e.g. turns or aerobatics. The wing must create lift equal to 1 1/2 times its weight to do a 1.5 G maneuver like a banked turn. So trailing vortices are stronger in the wake of such maneuvers, although they are typically short in duration.
Excellent video... It's great to get so much insightful knowledge from some one who actually flys for a living. Makes me feel more assured as a passenger.
Petter, your channel has such excellent graphics. You do a very thorough job of walking through these incidents to make it very clear even to non pilots.
Not only were the pilots strapped in their seats, but committed from memory the checklist. Highly commendable.
Love to know more about the pilots background. Prior military or countless hours in simulation is all that makes sense. That recovery along with getting the instrumentation rebooted within the time frames they worked in was extraordinary.
Super review of the often neglected dangers of wake turbulence, aside from the obvious dangers of take off and landing behind a heavy.
Excellent piloting of the crew in handling this situation.
You have a real talent for teaching and communicating. A couple months ago I knew basically nothing about aviation, now I can say I have a good grasp of the basics. High quality production too, you should be proud of your content it is even better than TV since we don’t have to deal with sensationalism and fake drama.
In learning to fly sail planes I was taught that the best escape maneuver for wake turbulence was to roll into the induced roll. This maneuver is very counter intuitive however it leads to the forces of the roll throwing the aircraft out of the vortex more quickly and with less severe airframe loading than trying to fight the turbulence. This maneuver allows for a faster recovery to normal flight but I have been told it is a very wild ride. Wake turbulence awareness is critical for sailplane pilots as sailplanes typically are very light weight with very long wings and are designed to take advantage of air currents making the extremely sensitive to any air movements. In a sail plane you can feel the effects of wake turbulence from something as small as a light single piston engine trainer but it is a wonderful way to experience flight.
Very interesting information. Thank you.
Might be less airframe loading, but what about the G-forces experienced by the PAX. In this case they experienced -3.2G which is very bad if not wearing harness/seat belts. Also this was a big part of why this A/C was written from the excessive g-forces, and exceeding Vne.
@@brnmcc01 If you rolled against the turbulence and allowed the plane to turn, you would eventually be facing the oncoming air and eventually enter extreme pitch rolls. However, if you were to do the opposite, you can actually turn the other way and have it become a massive tailwind. This will make you fall out of the wake. It's hard as hell to do if you are not on the ball AND/OR you have a larger plane.
as ussal your teaching is never boring, thank you, mark....
You should cover Northwest Airlines flight 255, very sad story with a crazy unusual outcome at the end. It was the crash at Detroit Metro Airport in 1987 in which the only survivor was a 4 year old girl who is alive and well and has written a book and has done work to help survivors of traumatic events (maybe just plane crashes or sole survivors specifically I don't remember). She's been very open publicly about how it has impacted her losing her whole family at four and being the only survivor.
Just two weeks prior that incident I was fixing minor hydraulic leak on that particular CL604…
Pilots did a Great job to recover the aircraft from what may seem end of the story.
The rumors were the co-pilot resigned after what happened
This is exactly why the cabin crew recommend you always have your belt on, you never know what could happen. Had those pilots not been strapped in this story would probably have been very different. Scary stuff!
I live in Furth DE. For about 6 years and the house I lived in was in the approach to Nuremberg airport. When the planes would fly over, I could hear the wake turbulence in the sky above. Sounded like a weird sharp pitched gust of air. It would trail the airplanes by about 2 mins after they flew over. Pretty cool to hear and see the planes. The wake turbulence of an A380 must be like a hurricane lol.
Hey Eric 👅
Firstly this is why I always keep my seatbelt on during flights. You never know when you will get severe turbulence that can change you in a rag doll. Back in 2014 a South African airways flight, SA286 from Johannesburg to Malaysia hit severe turbulence and 25 passengers were injured. They were the 25 that did not keep their belts on.
Secondly these pilots were brilliant in handling this situation. I can only imagine the complete chaos in the cockpit and on their senses.
Lastly hats of to Bombardier. The fact that the plane didn't break up during this incident is nothing short of remarkable so its clear their aircrafts are built strong.
Once again thanks for this great video.
Just plain common sense to keep your seat belt fastened at all times when seated
Nice to see our home base (VRMM - MALÉ) in one of your videos! I fly seaplanes in and out of the lagoon just to the east of the runway at Malé. Great video as always, Captain
Ohhh, I would love to come down and “inspect” your operation 😂😂
@@MentourPilot 😀😀😀
I'm a regular flyer from the UK to Mauritius and I use Emirates. As you know they were one of the first to use the A380 and have a huge A380 fleet. They used it almost from the get go for half my journey. I remember thinking I am really, really grateful to be in the bigger plane and not in the smaller ones we see crossing our path all the time en route. I hate flying and wake turbulence is basically the stuff of my nightmares. Number one reason you could never get me in a small private plane.
"From the get go"? Unless you are an American, you shouldn't be using this vulgar phrase.
@@Chief_Brody Why is it vulgar?
@@aesaphyr It's not a vulgar phrase. At all.
Although my only experience as a pilot was in sailplanes 60 years ago . I found this fascinating. How you managed to give such and interesting and informative presentation without it sounding like a lecture i will never understand. It left me wanting to know much more and i will certainly be checking this channel out. Thank you
I've been binge watching your videos and I'm so happy when you said the plane landed safely without anyone killed. So many of your videos sadly end with everyone onboard dying.
Ok, just took my checklists with me and will be reading and reciting non stop for a couple of months now. Thanks for scaring the crap out of me, Petter and team!
I'm an ATCO and the first time I encountered a similar case was a A380 at FL370 with a Bombardier Global Express (GLEX) at FL360 on opposite tracks. The GLEX as soon as got past A380 immediately requested a hard turn and descended 4000ft at FL320. From that moment on I inform business jets for the Super (J) WTC.
Shows the experience behind the flight deck of the GLEX
Captain in one of my recent comments I asked a question about how the passengers were reacting to the plane as it was being tossed around. Well this video shows what happens. Thank you as always for being so thorough. Really your videos have improved immensely.
i used to work under a a landing path for MSP international and i would see those wing tip vortices all the time, it was super cool seeing all the big commercial jets coming in, seeing the lights, and details you can't usually see
I had this happen as a student pilot in the early 90's. It was my first night solo to make it worse. I was flying out of Chino (KCNO) at the time, and Ontario Int was just north. I Was about 30 min into my practice over Lake mathews when I felt bumps, and then was rolled over twice. I was only at 4000' or so, but I was able to recover only losing around 1500'. The only way to make it feel stable was to use full throttle. I was shaken, and the tower knew that I had a problem... and they talked me down to a calm state. I wound up doing a go-around on my first approach... but I was able to gain my composure, and I made a smooth landing after that. It took me a little time to get back into a plane after. Wake turbulence is no joke... and even now, I was flying into KJST in a Warrior a few weeks ago, and a honda jet was landing. I decided to take a trip around the pattern to make sure the air was clean. Thanks for the vid.
That must have been horrible! Reminds me of being a swimmer hit by a big wave - you just go flailing around and around and don’t know which way is up. Glad you made it ok!!
@@mapleext me too. LOL.
It's hard to appreciate the magnitude of the forces involved. The A380 cruises at something like 560 mph, so the impact on the smaller jet would have been brutal - perhaps like that of a golf club driving a ball off a tee.
As far as the difference in mass goes, I can suggest a real-world equivalent (sort of) that might be relevant. Once when I was in East Africa [Kenya] in the late 1970s my father and I were fortunate enough to see an elephant with her newborn calf. It was literally only twenty minutes old.
We were watching through binoculars from a Land Rover and kept our distance because new mums can be VERY aggressive - just like a she-bear with a cub, it's not something you want to mess with.
As we were watching, several lions showed up, attracted by the noise and presumably the chance of an easy meal. Elephants are social, though, and the new mum wasn't alone. An older ('aunt') elephant came out of nowhere and attacked the circling big cats.
She hit one of them, a big lioness of maybe 18 stone [250 lbs] with her trunk so hard that it was thrown a good ten feet in the air for at least 20 yards. She landed in a stunned heap before recovering and hobbling off on three legs.
I think the elephant-to-lion size ratio might be quite close to the Airbus-Bombardier one.
I'm pretty impressed that this airframe survived and didn't disintegrate with longitudinal rolls!
Im not a pilot or aircraft related crew but I love these kind of content. Its a free knowledge and Petter is a great greatt greatt narrator. The way he explain is clear, the voice is clear and Im addicted to his story telling ability. subcribed 😃
I always find it so much more reassuring when the pilots in the end are able to land the plane without any deaths.