ฝัง
- เผยแพร่เมื่อ 8 มิ.ย. 2020
- My Interview with VOA's Sarah Zaman on 27 May 2020 regarding the crash of Pakistan International Airlines flight #8303, English version. The Original version was dubbed over in Urdu, one of the local languages in Pakistan.
LINKS:
VOA Urdu Version:
watch/?v=897...
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www.patreon.com/user?u=529500...
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THANKS SO MUCH FOR YOUR SUPPORT OF THIS CHANNEL ON PATREON! www.patreon.com/user?u=5295000&fan_landing=true
Your support of this content independent of YT is making a difference in awareness of aviation safety in Pakistan and around the world!
When content like this is demonetized by TH-cam it is not shared as much, and fewer people get informed.
Here is TH-cam's excuse for once again de-monetizing THIS video- "Discussions of modern acts of terror, events resulting in the catastrophic loss of human life, or controversial social issue". Juan.
Blancolirio. Please clarify. Are pilots allowed to fast religiously (hungry) while on flight duty?
@@capstone5635 apparently not, but I'm not familiar with local rules on this.
Blancolirio. I am not a pilot. But few things I know. Military pilots by law are not at all allowed to fast when flying a mission as it has very negative effects. There have been incidents where even commercial pilots were found with hang over effects and were stopped from flying at the last moment . PIA pilots are not allowed to fast but a few being too religious would not adhere to rules. They at time will not follow rules as no one can see fast. How can a pilot with 17000 hrs commit such basic blunders of speed and altitude during approach. They must have known that they have gone wrong but were either too arrogant to admit and correct or over confident. One can judge their confidence in last few minutes of calls. FASTING IS MAIN CAUSE OF ACCIDENT. OTHERS ARE JUST TECHNICAL ISSUES. The pilot was from Lahore and had to take the same flight back to join his family for breaking of fast. Must understand mental and physical effects of fasting on a person. These are increased anger, intolerance, agitation, low sugar level, poor reaction and responses, drowsiness due to changed sleep pattern etc and much more. These effects are maximum in the afternoon. And may have contributed to committing mistakes. What if CO-pilot was also fasting.
Hi Juan, you might be interested in this accident that was also a gear-up touchdown/go-around: en.wikipedia.org/wiki/Mal%C3%A9v_Flight_262 I guess they were lucky about the position of the engines on the Tupolev.
@@capstone5635 I think it depends on individual biology. I can wet fast for days and my only reaction is edginess because my biology can handle fasting quite well. Dry fasting as required in Islam is something else and should take one off the flight line.
So refreshing to see a journalist who’s not grandstanding and pushing her own agenda with loaded questions, instead she seems to be interested in getting information to be distributed.
Refreshing, isn't it? :-)
It's called journalism.... we've abandonned that years ago... they're quite backward out there in the world.....
She's excellent. Very good !
yes but it was interesting to hear her recap at the end basically saying the "Problem was the landing gear". That is WRONG. The problem was an un-stabilized approach, not following Standard Operating Procedures, not Going Around when they were not ready to land due to speed.
@@timhardman4764 Really ??
Ms. Zaman is a good interviewer: well prepared, probing, and avoiding leading questions.
Importantly,Avoiding misleading questions , like many fail to ,get carried away and act as experts themselves...
Absolutely right!
Pretty too
It's interesting because I can understand her perfectly, some here are having trouble with her accent. I feel Sarah's questions were very intelligent and seeking rational, factual information. I can tell she is working to help people to understand information from an experienced pilot's perspective. As always this type of fact-based journalism is so refreshing. Thank you. I wish more information was delivered this way.
She barely has any accent at all. Her questions were clear and concise and her English is pretty much perfect.
Well these same people who criticise could try speaking a second or third language without a hint of American accent 😂
Her accent is just enough to identify where she's from. If that's a problem, don't talk to a Texan :D I could read her 5 by 5.
Murica, where they have english subtitles for english audio and it's not for the hearing impaired.
@@rztrzt Funny enough I often have a harder time understanding some American English speakers over those who speak English as a second, third or fourth language. The other day I was listening to an older guy with a heavy Brooklyn accent and even the subtitles were having a hard time!
Outstanding interview and it's refreshing to see a journalist reach out to find actual facts and information instead of speculation and assumption like they do here.
This is what TH-cam is for, among other things.
An expert pilot giving careful and measured responses to intelligent questions from a professional journalist. So come on TH-cam, monetise these videos, do the right thing.
Well said Roger. Thanks.
@Peter Mortensen Please explain.
Wow what a great interviewer!! This is real journalism!! With real intelligent questions. Not used to hearing this kind of journalism these days. She is going to go far!! I wish her the best!!!
Actually this is precisely the reason she won't make it far. She is not as "entertaining" and "thrilling" as the networks like. They don't care for facts.
About the landing gear: You get 3 different warnings, if the gear is not down, 1) At 750 ft RA you get a Master warning on the landing gear panel (L/G not down in red). 2) Oral Warning signal, 3) You get 2 red triangles per gear on the ECAM Wheel system.
In the landing Checklist, (which have to be done before landing)the Pilot monitoring reads "landing gear down" and both Pilots confirm this.
Sop's and stabilized approach criteria should at all times be stick to, in order to avoid mistakes, stress or forget important Items.
If they would have had a mechanical problem with the gear, they would have aborted the approach and proceed to a holding pattern and read the abnormal checklist for that particular Problem and they would have informed the controller about that problem.
The gear was down just before they crashed during their second approach.
This was poor airman's ship long before landing. It can happen to everybody to come in too high on descent profile....What you never do. Dive and try to catch the glide path, by doing this, the speed will increase and even if you are able to catch the Glide path, you will be high again while reducing the speed to configure the airplane! You first reduce the airspeed (throttle idle) and fully configure the airplane, meaning Flaps to landing configuration and lower the gear. The effect is that you increase the drag and the Ground speed is slower. Higher sink rate and more time.You can do this at 12000 ft or even higher, at this altitude there are no restrictions on the sink rate. While you are coming lower you must reduce the sink rate in order to meet the stabilized approach criteria.If you then find out that you are still too high, you have no tools anymore to correct the flight path, you must execute a go around.
Not blaming anybody, just try to give some inputs as Cpt and training Cpt on the Boeing 747-400 and 747-8
Thank you very much for this informative comment!
I would really like to know if it is possible that the pilot lowered the landing gear and all the sensors inducated to the pilot that the landing gear was down, but in reality it was not down. Or if it is possible that the gear retracted inside at touchdown
Hi Juan, on the Level. D FFS it does come dn once the valve is valid by the LGCIU, ADIRS input is below 260 kias, with the handle down
@@coolasad14 on the A320 u have multiple indications from diff sources, 1 set on the screens, ECAM, others on thr gear panel, either set develop a series of warnings, if not down,... with 2 seperate landing gear computers, redundancy.. LGCIU 1 and 2
We did hear a warning going off during the ATC recording, so why was it ignored? On top of the unusual approach, something else must have been going on for them to ignore and dismiss the landing gear warnings.
Impressive lady, what a great interview. The questions, the wording of the questions, very succinct without getting vague.
Of course, the quality of the answers goes without saying - that's why we're here after all
We have a saying here in Africa, "when an old man dies it is like a library has burnt down."When Juan dies and i hope it is no time soon, it will be like the Library of Congress burning down. His knowledgeable is incredible and his ability to explain it to laymen is impeccable
The library of Alexandria
I love that saying! Who's going to mine this adamantine African wisdom as it deserves? I'd like to read more similar stuff.
Excellent saying and Sentiment. We need more Juan's in our society.
I love it how you take special care of pronouncing 'Karachi' and 'Urdu' properly.
انگریزی میں اَرڈو یا اُرڈو کا تلفظ ہی آئے گا.
He also has the body movements of a good Tabla player too!
Once again, outstanding unique information that can only be found here.
The pilot on the radio seemed so comfortable with an approach that obviously was unstable that I wonder if he hadn’t managed to pull it off on prior occasions and gotten away with it.
ATC to pilot... You are too high.
Pilot to ATC... I know, I am comfortably numb.
I thought similarly. Perhaps showing off?
Excellent point - if he was the experienced captain speaking, the first officer may not have wanted to say anything to the contrary, "Hey, the captain knows his stuff, he sounds ok with the approach."
@@rayg.2431 The Pilot monitoring is usually the Pilot who does the Radio, so if the Captain was the Pilot Flying the voice what we can hear would have been the voice of the First Officer.
@@rayg.2431 poor Cockpit Resource Management. I wonder if this concept is used worldwide. In some countries, it would seem that the culture would reject this important idea.
Juan, several pilots posted on the AV Herald that they tested this in the simulator: the gear will come down as soon as the speed drops below 250kts without recycling the lever.
Thanks R!
@@blancolirio you are welcome, I really enjoy your videos!
According to the ATC report (see Juan’s previous video), the aircraft crossed the runway threshold at 210 knots. So, why didn’t the landing gear descend on its own?
@@hoopoe_ for me that means that the pilot monitoring likely pulled the lever up again very quickly to shut off the warning that sounds when putting the gear down at over 250kts, then they must have forgotten that the gear was not down because their unstable approach must have kept them busy with plenty of other problems and alerts: with the FDR and CVR readouts we will know for sure whether that is what actually happened
Well, If this is true, it's another strike against these pilots. It eliminates the excuse that they had the handle down and they just thought or assumed that the gear would deploy. But the simulator could be wrong, the pilots reporting could be mistaken, or, it's possible, that there was an actual mechanical/electrical/computer malfunction that prevented the gear from automatically deploying when the speed dropped < 250 knots. It would still not eliminate the culpability of these pilots, but it might have save the plane and 98 souls.
sarah zaman you did a good job with interview.
I understood her fine... Lots of good info
The journalist’s questions were fantastic and covered everything I would have wanted to know as a layperson. And of course your answers were detailed and easy to comprehend. Thanks.
I'm not surprised you are gaining international notoriety as the go to person for analyzing airplane crashes. We discovered you during the Oroville spillway disaster and became addicted.
Good move on the Patreon $1 tier. There are many people who would like to support numerous channels but the lowest tiers being too high forces them to pick and choose. It's fine to have a your lowest tier at $5 for those that don't watch much but having a lower tier makes a place for people like myself to spread the love.
Awesome interview and very wise words from Juan "We never had to test L/G to that extend". That's a high class pilot!!!!
Although it is currently unknown how the configuration for L/G was and how the safety valve worked in that situation, one can deduce that it is logic feature, L/G must come down when the aircraft lower its speed under 260kts, surely at 250kts. It is a safety measure, when the L/G lever is down, the safety valve automatically releases hydraulic pressure, so the pilots do not have to recycle it. Under those circumstances, hot and high, the stress in the cockpit enhances distractions, which can lead to forgetting to recheck few procedures. Somebody at Airbus must have thought about it.
@@onkelbebo3139,
I flew Boeing. Quite unfamiliar with the Airbus systems. Logically, the gear should come down below 250 knots, but the Airbus systems may require the pilots to recycle the gear lever. Have no knowledge about this either. Someone who knows about the A320 systems could highlight to us.
Yeah I think they forgot to lower LG and never commanded it. Otherwise gear should have come down by the time they crossed fence at 210 kts. This is going by what other people have said in comments who have tried it in the sim.
Great interview, you can tell by her questions that she did her research beforehand and was able to have you summarized your pervious posts on this incident and allowed you to hit all the key points. I appreciated how she did so in a fair minded way too, given that this is an open investigation and there may be some key elements regarding the crash that have yet to come to light.
Hope that this will further broaden your audience, as you produce one of the best aviation vlogs and your work deserves to be seen. I know that I have learnt a lot from following your work.
All the best, keep well.
Juan, pervious? Never.
Yes, no doubt about it. It was a very informative and interesting video even for a layman like me.
Pakistanis are highly confident people like this woman.
IMHO, the captain of this flight was over confident and the first officer totally subservient, and it's a cultural problem in Pakistan with people in authority who see themselves as superior.
@@peterhatfield5632 Usually still an issue in many Asian countries..
Very good interview; thank you for uploading Jaun.
Became a $1 patron yesterday, just to support your work a little. Also it’s been incredible to see how much more comfortable you are speaking to the camera as compared to your early vids.
Thanks Nunya!
Very intelligent young women. She asked very good questions. Juan, you were outstanding as usual. Answering very direct and professionally.
Exceptionally professional and thorough interview.
Juan, thank you for sharing this interview with us.
Juan - your knowledge is clearly extensive, but far more importantly, your ability to deliver what you know in a clear, articulate and non patronising manner, is exceptional. Thank you. Best You tuber I have had the pleasure of watching.
Nicely done. Your words were carefully chosen. " none of us tested that" This accident is very sad.
Such a great interview, smart questions and fantastic answers 🏆👍🏻
Thank You Juan....very much appreciated
Excellent Job, Juan. Seriously, if you give up the Airline Pilot job, you should be an Airline Consultant for Media of all types. You explanations are always on target and clear and simple. Thank you.
One of the best reason that I like you Mr. Brown is you know exactly how to say words like Karachi, Pakistan etc. you don’t say Pakistan like most ppl do “Paasykisstaaayn”
This was an outstanding and extremely professional interview. Very refreshing!
Well done, very informative. The journalist presented really great questions and you explained this incidence well. She’s good.
Juan, thank you so much for the dozens of videos you have shown about countless accidents or incidents! I have learned an immense amount about the fundamentals of flight and all the human and physics aspects,
What stands out to me as he said correctly is 1) the hap hazard approach. 2) The failure to notice that the landing gear s not down after landing and discovering that he has landed on his engines. This is evident because if the captain had known he would have informed the ATC and emergency services would have been on the runway. 3) Why did the pilot decide to do a go over and not try and successfully complete the less risky option (then) of the belly landing? It is gross pilot error killing almost a hundred lives.
Just sent the $5.00 level on Patreon.. I like your work!!
Thanks Vonmazur!
Juan: As a fellow military aviator, I really like your stuff....Beats the heck out of the normal media and their technically illiterate reporting!
Wow ! Intelligent questions and complete answers... I had almost forgotten about that concept.
Juan, Sir I am very proud to have subscribed your channel. You are indeed a very highly recognised expert invited by even VOA. Congratulations and keep giving us invaluable information on aviation incidences with genuine and learned analysis. Thanks again Juan.
So refreshing to see a Journalist who is professional and takes the time to listen.
Knocked it out of the park again Juan. Great job!!
Highly recommend follow-up interviews with VOA as you continue to objectively update the facts [takes a Luscombe pilot to provide clarity] as they become available to prevent those "instant aviators" unfamiliar with GA Flight Ops spreading an uninformed narrative. Good Q & A on investigation team composition - the Military aviators may not be familiar with A320 Flight Ops practices. Alas, sadly; its frustrating to see how "Press-on-itis" has again claimed 98 innocent passengers, plus others on the ground...!
How refreshing to have an intelligent, articulate interviewer in media. Great video on this sad event. Many thanks.
Just joined, I enjoy the channel and want to support the content! Keep up the good work Juan!
Intelligent interview.
And I’m only ever a passenger!
It will be interesting to hear the CVR audio and what sort of 'cross-cockpit authority gradient' there was. On my flying authoriser's course we went through a crash in the US many years ago where the First Officer/PNF kept questioning the very experienced Capt about his excessive speed and height and was met with "Shut Up! I know what I'm doing!" Everybody died.
wow. that's horrific! what flight was that and when?
Czar 52?
You've raised a very good point. Besides, who was speaking on the audio--the pilot or co-pilot? I remember the one speaking said that they had it under control (or something like that). When I first heard that audio I immediately wondered why they said that. Hopefully the Pakistani investigators will uncover and present everything.
@@plmintexas509 There's one moment in the Radio Transmission during the Go-around after the First Approach where you can hear the Pilot Flying saying: Give me two thousand. And the Pilot Monitoring is repeating than at the Radio word for word: Give me two thousand. This shows to me that the Pilot Flying was the Pilot with the higher rank: a First Office wouldn't have talked to his Captain in this tone and a Captain wouldn't have repeated it in this way. But the CVR will show it of course which pilot was PF and which Pilot was PM.
Outstanding level of professionalism on display here. You are both a tribute to your respective professions.
Beautiful woman with incredible intelligence 😍 . So much information in this video before we even have a substantial report. 💓
Yeah, wonder what the rest looks like
Your analysis is just amazing.
Unbiased & full of clarity information
So many journalists produce uninformed twaddle or simply want to create cheap drama so this lady is a refreshing change. She went to the right guy. The real start to this accident was well before the unstabilised approach began. I wonder if we will find out what led up to that.
Well, she definitely picked to right person to interview.
Thanks for doing what you do.
Fantastic interview!! This man knows his stuff and its refreshing to hear his technical thoughts on everything!! Great job as always....👍👍
The pilot hit the run way 3 time's! Hitting the engines 3 times, probably seriously damaging the gear boxes. No excuse with the amount of hours the pilot had and all the warnings that sound off in the cabin..
So sorry to all the families who lost their loved ones.
Thank you Sarah and Juan.
I just found a channel called " Captain Mayday" he has some comments on this crash for anyone interested.
Great interview and I got your channel music at the end calming and focusing tune 👌
I have as much experience as Juan; and I could not do this interview with such precise, succinct information. great job. great channel.
An interview and behind the scenes of the interview in one take, nice!!
Thank you for the channel. Amazing work.
Juan, "Absolutely Fantastic" Bob
Tremendous work Juan. Keep it going buddy
Juan, this video tells us that people respect your knowledge of aviation and the fact that you don't make early judgements. You look at the known facts, report them, and tell us what the investigators will be looking at. NO casting of blame until ALL of the facts are know. I always enjoy your videos. I really enjoyed the two Mentour Pilot videos you were a guest on. You need to do some with Petter as a guest. I'll be looking forward to more videos from you.
This was a amazing interview, Her questions were very informative and right on perspective through out the interview. Thank you Juan for providing this to all of us.
Wow! Never once did she ask about the green patch on the dam.
Great journalist. I wish we had her asking about Corona in uk!
We have John Campbell in the UK but he is a Dr. not a journalist...
Listen to "Unherd" on utube. Good journalist and experts interviewed.
Thank you very much for your informative videos. I like them a lot as being a retired aeronautical engineer. I support you emphasizing SO Procedures which we always used during manufacturing, assembly and testing of jet engines.
This was a great interview, lot of great questions asked thank you Juan for another great video.
Juan thanks for your good work. This accident seems to have striking similarities to GA200, Jogjakarta 7 Mar 2007.
The GA accident was attributed to 'landing fixation', apparently similar to 'target fixation', a momentary but fatal mesmerising effect cited as cause of some fighter aircraft and motorcycle accidents where a vehicle hits a target it is approaching on a collision course.
Should of course never happen, but like the leans even experienced operators need to be aware they can be suckered in
Gr8 to see outreach of Juan videos organically reaching big media outlets.
Great interview! So refreshing to see a reporter acting in a professional manner and placing facts over hype.
First class journalism once again from Sarah and Juan. Many thanks
Hi John, I have watched your video series on PK 8303. My analysis is as under:
The captain was taking a very steep descent and was fully focused on to meet the required descent rate and forgot to deploy landing gear. He did not pay attention to the landing gear alarm, because there were two alarms ringing at the same time, i.e. landing gear alarm and excessive descent rate alarm. The captain knew that his descent rate was over limit but he was properly managing it and confident, so he ignored the alarm without knowing that the landing gear was not deployed. He realized that the landing gear was not deployed only when the engines touched the ground. Because the captain didn't say a word about any landing gear issue nor he took any action. That is why, in my opinion he simply forgot to deploy.
Secondly, the craft should have touched the runway within one third part of runway if the landing gear had been deployed, the reduced height by may be 4-5 feet (the height of landing gear) caused a delay by may be a second or two during which it crossed the one third limit.
I am no pilot but one thing I know is that the pilot and copilot have to go through a whole check list before preparing to land. So I fail to understand
why a pilot of 24 years flying experience failed to do this and the copilot apparently went along with this fast descent of nearly a free fall. Or were
these two pilots trying out experiment in fighter plane like landing.
@@khalidrashid2092 Complacency and arrogance are sure to have played a role. This isn't the first time we see experienced pilots make amateur mistakes. As an amateur pilot, I go the extra mile to be safe, and not take any unnecessary risks. Often times high hour, experienced pilots may take routine for granted.
Great interview on both parties 😊. I think the date is incorrect.
Excellent vlog, on point and professional.
Thanks both for sharing.
Nice! A very well prepared journalist collects professionell information, choose the most factual specialist who is reachable and makes an interview without any try to insert sensational stuff! Kudos to Sarah, my highest respect, this is the way journalism has to work!
Great interview! She asked great questions and seemed to understand what Juan was describing. Juan, as usual, did a great job of explaining things.
Wow! Great job Juan!
super informative. learned alot. thanks for posting this.
Very good interview and interviewer. Real journalism.
Thank you so much Juan for the indepth knowledge/ analysis and the ability to perfectly explain to laymen like us in simple terms.
I have watched all your videos on this ill-fated flight...and you have been the "only" source for satisfying my curiosity on this disaster.
Thank you sir and more power to you.
When ATC told the pilot to turn 180 and do a go around, the Captain said "I am comfortable on approach to runway 25 left" he clearly DID NOT UNDERSTAND that his approach was not stabilized but he continued his unstabiiized approach and then crashed!
Once the pilot ignored the instruction of the ATC he was responsible for the results. The pilot did not forget to deploy the landing gear,however when the gear did not deploy and the alarm was going off.he should have sorted out the problem before attempting a landing.Of course the excess speed and too high altitude were factors.There were at least four reasons to abort the landing.
@@olho_X it's a common human factors event. In a crisis, the risk of making unforced errors goes out the roof...It's how our minds are wired. And why training to overcome these natural tendencies is the answer. We have to learn how to behave in a crisis....you see this kind of thing everywhere...it's a deep human issue. Pilots included.
one of the arguments presents full automation as the answer to this "problem".
I do not have any confidence the state of technology exist now to even contemplate full automation....
having said that..the spaceX program and what they just achieved was quite impressive....And I think inevitably we are headed toward that next paradigm shift away from human only piloting...stay tuned.
My question is as below:
How can such an experienced pilot land without landing gear down..even if he forgot to lower it there is an alarm to alert the crew..
so is it possible that the pilots came down too fast activating the safety feature which prevented the landing gear from coming down..
@@jeffhallel8211 I would have thought the landing gear warnings going off on most ATC to plane communications would have been covered in this clip
@@olho_XTheres no excuse for not following instructions from ATC unless the ATC orders you to crash!
Great interview and, as always, we get a full unedited version, raw&ready. Carry on!
Juan, after seeing that interview, it seems as though you are gaining traction around the world as the go to guy of aviation no matter what the case is.. I learned about you and your channel after the first dam issue you covered in California and have never missed a video of yours yet I don’t think.. Keep up the great work!! I think I can speak for so many of us out there and say we appreciate you!! And yes, I’ll see you here!!!! 👍👍
Juan I’d like to thank you for putting out these excellent videos. As a furloughed 737 pilot I am keeping ‘in the loop’ during down time. They are an invaluable resource to me now, keeps the mind on the job even though I’ve been grounded for almost 3 months.
Yes! Helps me too while I wait for the FAA to return my medical...
These series of videos have been highly informative. I would like you to discuss on the possibility of flight instruments and indicators malfunctioning, and giving inaccurate flight information which might have lead to the crew's "unstable approach". As discussed the immense flight experience of the Captain, it is startling to see how standard operating procedures were violated. Appreciate your content and your clarity on this topic.
Too "experienced" to accept he'd got it wrong, imho. I saw a report of an incident not long ago where a very experienced captain repeatedly ignored the advice of the first officer and took his plane and everyone onboard to their doom. Pride before a fall. Human error exacerbated and ultimately made terminal by pride and ego.
The crash occurred during daylight hours with good visibility so even if altitude and airspeed indicators were not functioning, this experienced pilot could have had flown this plane to a safe landing. There are back up computers for all instruments and flight control systems. If the back up systems had failed, the pilot would have alerted Air Traffic Control and asked for a holding pattern while the crew used their check lists to trouble shoot the problem. If they could not figure it out, they have called over to the company Pakistani Airlines for a consultation with the engineers and mechanics there and if that failed there would have been communication with Air Bus the manufacturer to get advice from them. All of this would have taken place calm with no rush before ANY responsible, clear thinking pilot would have tried to land the plane. This pilot did not communicate any problems with the plane or it's instruments or operation to Air Traffic Control. He did not ask for extra time in a holding pattern to figure out any unusual problems he had going on. And he did not ask for extra time or go around to fix self made problem of coming in too fast and too high. His only response when questioned twice by ATC or advised in a weak manner to not land due to speed and altitude was a cocky reply of "I'm comfortable". Considering the situation the pilot was experiencing, his reply of "I'm comfortable" implies: maybe everyone else is uncomfortable with my un-stabilized approach but I'm good enough to recover from this dangerous condition and still the land the plane safely. We already know from the ATC radio contact that alarms in the cockpit were going off as the pilot said he was comfortable. Those alarms are for excessive speed when trying to deploy landing flaps and trying to lower the gear when going to fast. This pilot was well aware that he was having big problems in the 60 seconds before landing. A responsible coherent pilot would have called a Go Around in those conditions. I'm sure Standard Operating Conditions for pilots at PIA require a Go Around in those conditions. The pliots thinking was impaired by cocky attitude or fatigue or "get-there-itis". His experience and skill are not questioned, just his decision making.
I have asked if the same "ding - ding - ding" audible alarm is caused by more than one fault/failure condition? If somehow the crew could be ignoring what they think is a "non-fatal" fault, and miss the landing gear visual indication, or, that they simply expected the landing gear to deploy when speed dropped to 220(?), and did not realize (training) that it might *nothing* deploy "automatically when speed reached a "safe" range...
Willing to wait for the report, however, given the ADSB information and the controllers approach warning I would be totally amazed if it was some bad info on the cockpit FDI utilizing a 30+ year old aircraft design with a jillion flight hours. Additionally, it isn't that hard to tell you are going 250Kts over the threshold and landing 4000' down the runway in VFR conditions; even on the controller recording you can hear alerts blaring away prior to touch down. When Juan states "unstable approach" he means, and has explained it as too high and too fast - not that the pilot was all over the sky. Also, "Mentour Pilot: explains this concept, The CVR and FDR will be very interesting...
@@williamgoode9114 bollocks. It's the failing of an experienced, cocky pilot who clearly disregarded EVERY warning from computer and human, and a first officer who MUST have realised that they were way outside of a stabilised approach, yet didn't have the balls to go against an experienced captain, who FLEW THE AIRPLANE INTO THE GROUND. Let's wait for the report, but it's pretty clear by now that is what happened.
They were going too fast on approach more than 260. Well done Juan! Thanks for sharing!
Excellent interview Juan and Sarah. Thanks Sarah for your time. Texas is proud of y'all!
Juan and the interviewer have a mutually respectful way of talking. Really makes it obvious how completely the so-called "journalists" we have had to endure for years - how completely they have rotted out any expectation or performance of professionalism.
That woman is definitely improving Pakistan's image...
She stuck her Berka in a closet for the interview.
Oh, that's so white of y'all!
She lives in Washington DC
@@kevmed64 There we go. That explains everything.
She works for the Voice of America, which is part of the U.S. Agency for Global Media, which is part of the U.S. government:
www.usagm.gov/experts/sarah-zaman/
Well done sir. I hope she does a second interview when the CVR is released. I think you know there will be some discussion in culture at that point..........
Well done. This screams human factors but you and her kept it straight down the line. It was interesting watching her work too... Journalism really is a profession despite what certain people might say. Great vid.
You did a great job my friend. What’s funny is how we all tend to use our hands a lot, even on camera. I’m proud of you.
Juan Browne, an International Star!
JB Excellent interview.
Juan is exercising extreme self-control while explaining the events of this disaster. As professional aviators, these accidents are preventable however, you can’t fix stupid....
Good interviewer. And great responses too Juan. Thanks
I watched ur whole series about PK 8303 here in Pakistan.Well explained
I have been following you analysis on the crash of PK8303. This interview was also based on the facts we already know.
I am sure there was nothing wrong with the landing gears. During the first approach they were not deployed, due to steep & hot approach....and the crew missed those 3 green lights, which confirm that gears are down and locked. Next they missed the voice over warning " gear" when they were 200 ft agl. The mechanical failure of landing gear is ruled out from the video just before the crash, where we can see the gears to be deployed and a high alpha attitude of the plane.
I wonder if they had no power then why did they recycle the gear lever.....cause this only added to the drag.
My two cents
Regards
Another great video Sir, always delightful to watch them.
Great interview, Congratulations to both of you.
Just superb open information in this upload .
3:10 "What is the procedure for a belly landing like this?" First and foremost, call for emergency trucks to foam the runway. The pilot never made that call. That tells you everything you need to know: both cockpit crew thought the wheels were down, when they clearly were not. Then, once they got up in the air again, the wheels are suddenly down (as shown in last-second photos). The crew finally figured it out, but too late. Incompetence.
Just sayin' - my airline (major international operator) did not promote foaming the runway. It was considered not to provide much appreciable benefit, and might take up valuable time. The SOPs also frowned upon fly-bys of the tower in case of suspected gear trouble. The thinking was that nothing the tower staff could see with binoculars would affect the procedures the checklist/QRH dictated, so whats the point?
"The crew finally figured it out, but too late. Incompetence."
Clearly mistakes were made. Incompetence implies that the crew were not competent to fly, however clearly they had the hours and the experience, so it is not so much a question of competence, more of how did they manage to produce this situation, and can the manufacturers and the regulatory authorities reduce or remove the risk of it happening again,
Every accident involves mistakes and failures. Incompetence is rarely the cause of an accident as such, but as Juan pointed out, it is generally a sequence of events that causes accidents.
The pilots were clearly unaware they were landing with the gear up. This may be one of the areas that needs looking at to improve awareness of this situation, for example if the landing gear handle is down, and the pilots think they have deployed the gear, and they have already muted any audible warnings regarding the gear, then perhaps there needs to be some other alert that cannot be over-ridden.
Alternatively, perhaps the gear handle should not disengage without a manual override at speeds in excess of 250kts to make it impossible to deploy at those speeds without following some additional emergency procedure. After all it may be necessary to try to land at excess speed if some problem has occurred that forces the crew to have to do this. Equally any lock on the landing gear must be capable of being removed, in case some other failure has caused the lock to be incorrectly engaged (a faulty speed sensor for example). These are complex systems, so any redesign must be completely tested for every eventuality. Failure to adequately test systems changes, leads to situations like the 737 Max MCAS systems failure.
This is the reason accidents are analyzed . Not simply to find someone to blame. Shouting "incompetent pilot" doesn't fix the problem, only careful analysis and corrective action fixes the problem. Equally not all problems can be engineered out. There is always some level of risk involved in flying.
@@AndyHullMcPenguin "...can the manufacturers and the regulatory authorities reduce or remove the risk of it happening again..." That process started a couple of decades ago with the introduction of the concept of "stabilised approach". In my career the first iteration was the basic requirement that everything be set for landing, checklist done, speed stable, thrust set, gear/flaps in landing config., cabin secure etc., by 500 feet above touchdown. Later this was made stricter by changing the parameter to 1000 feet. If we didn't meet the "gate", go-around was mandatory. It certainly sharpened our focus. In a fleet of couple of hundred aircraft, we still had a dozen or so flights which continued to land having not quite made the gate, and they would get uncomfortable phone calls from their chief pilot. I'm sure PIA have similar rules, but for some cultures, saving face is crucial, and going around is seen as failure. The PIA crew completely forgot about all that stable approach stuff, clearly overloaded by a focus on completing the landing at all costs, which resulted in subconsciously shutting out much of what was going on around them. First sense lost in times of stress is hearing. They had probably lost awareness of the gear warning alarm continually sounding. Maybe they thought it was some other warning. Maybe they saw the gear lever in the down position and didn't register the lack of three greens. Such irrational things happen in stressful situations. As a sim instructor I saw it all the time (and no doubt did it myself a few times, as the instructor loaded me up with multiple failures to see where I cracked!).
They had the gear down probably. But decided to go around too late. Probably at 500 feet or 1000 feet. Max power, nose up, pull up the gear. But the engine takes time to respond, but there was enough time to complete landing gear retraction, plane dipped enough to graze the runway. Knocked out oil pump and alternator, but not the fuel pump or hydraulics. Loss of lubrication killed the engine after a few seconds. But the dying engines gave enough boost to get the plane to above 2000 feet altitude.
@@ravisundaram3431 doubt you would strike engine with gear down
Hats off to both of you. You have done a very honest and professional analysis