The fact that such a major airport like Bangalore with this type of unpredictable weather did not have Cat 3 approach capabilities is the real issue here.
I differ. However technologically advanced a runway is, the pilots need to be knowledgeable and skilled enough to land by relying on fundamentals. The presence of advanced technology should not let the pilots slack.
I had a not so similar experience last week. I was traveling to bangalore from Lucknow and apparently 1 instrument was not working and we had to wait for 3 hours in the plane at Lucknow Airport. Pilot made the call and he was not ready to fly. Post 2 hours some shit people got restless and started shouting at pilot as if he deliberately was trying to stall us on the ground. Visibility at bangalore airport was not clear and because of that instrument not working, pilot wont be able to see beyond 5 kms. That what they told us. And am sure he was under a lot of pressure from Airline and passengers to take off from the airport. Its a lot on the line for a pilot and we as a passenger should trust their instincts. Finally we took off and landed safely even though that instrument was not working properly. I saw lot of people were uncomfortable throughout that flight because we were not sure if pilot took that decision under pressure or the issue was taken care by engineers.
I lived in Bangalore for many years. This airport is about 20 miles from the city border. Most of the surrounding areas of the airport are vacant lands with uneven terrain, but there are many small villages. Glad the flight made it safely. However, the Ghost plane at 9:55 frightened me :D Why did you do that?!
What the literal F are you talking about? Not a salient point here. 180 people nearly died due to stupid people. Here is my salient point. A city of MILLIONS does not have current weather data or landing ILS technology. Also. Crap pilots. That Airbus frame was so good it stood up to being crushed....with one engine running....and saved everyone. Way to go Airbus.
Unfortunately, only the crew is to blame. The procedures are clear: you fly the ILS cat 1 to the published minima on Autopilot, at the mininima, which are called out by a synthetic voice, there are only two calls possible: "GO AROUND/FLAPS" or "Continue" if the runway is in sight and enough visual clues for a safe landing are present. All low visibility approaches are flown by the Captain and monitored by the First Officer, standard procedures in ANY Airbus type. The incident was the result of the crew not following established Airbus procedures but with a perfect airplane. Unfortunately.
Absolutely correct. Thank you. It is not the plane (type) nor tha automation that matters. It is usually the people. This was a monumental. SNAFU or FUBAR. I think FUBAR. Talk about pulling it out of the ditch just in time. Sheer luck avoiding monumental stupid death. These guys should be canned.
It was a CAT I approach, hence the FO was most likely allowed to fly the approach (depending on company SOPs). As to why they continued below the minimum: From the pax video it appears that the fog was quite shallow. It is possible to have a decent view onto the Rwy and lighting system from above the fog, while only loosing references within the last 50ft. or so.
in 2020 (1 year after this), Bangalore airport got CAT3... but this was pretty scary .. Why did the captain allow a rookie First Officer to try this very difficult approach(with 170 souls on board) with only 100 hours of experience ???
In principle, a certified pilot should be able to fly any approach that is within the regulations regarding visibility or wind speed and direction. I rather wonder why they broke off the ILS approach instead of flying it down to the runway and why the captain did not notice that they are not aligned. With a visibility of 200 and an RVR of 1200, they should have aborted this approach way earlier on a Cat I approach, if I am not mistaken.
@@johnathancorgan3994 of course. But I think the point is maybe this weather situation was not the best time for a first officer to gain experience. Let him rack up a few hundred hours landing and taking off in weather conditions that are a bit safer.
@@pimacanyon6208 that’s silly, the captain is also a qualified pilot as well and he’s supposed to be monitoring everything ANY pilot who’s up their with him does. This isn’t an issue with inexperience it’s bad judgment by both pilots to try the approach in those conditions and complacency. They both should know better. A pilot with 100 hours on the type is still a qualified pilot. Sometimes they even come out of school with more current relevant knowledge because they have covered it sooner than some more experienced pilots.
I know how scary it would be, Had a go around in 2019 but it was before the touchdown due to heavy rains. But I was calm. But my personal opinion is to hold yourself in senses, Not to Panic or loose hopes, As a passenger yelling, shouting would only make it feel more scary. Had there been anything I/you could do we would already be qualified enough and inside the cockpit as a pilot already , so take a deep breath and trust your crew. 🙏🙏
I’ve heard it before in an A320 (Volaris Mexico), sitting in a similar seat arrangement (I was on the eighth row); not gonna lie, it caught me off-guard too the first time I heard it from my seat
What took them so long to get Cat 3 ILS, especially if the airport tends to fog up frequently? Why did ATC give wrong visibility data even though they should be familiar with local weather and know that they need to check often? Why didn't they go around at minimums with no runway in sight? They got extremely lucky, it could've gotten a lot worse than an unfriendly half hour with the chief pilot of their airline and some bonus simulator training.
To answer your first question ils system are extremely expensive not only to own but to maintain and it gets a lot more expensive the more functions you want it to have
I have always felt that the runway centre line lights should be of a different colour from the runway edge lights. This can really help a lot in marginal visibility conditions. Wonder why ICAO cannot think of such an obvious requirement.
No brains, this aviation industry is run by old people and never wish to change. Besides this hundreds of logical questions include that over last 50 years, global population flying on aircraft has grown exponentially and we still have same runway designs. Most bad weather are painful landings, two common sense, can we have wider runways and longer runways
You can see in the passenger video the jet did transition directly over the the runway threshold on landing. The pilots didn't have a stabilized approach on the runway heading; they flew the jet off to the left and into the grass. Not a weather issue. Pilot error.
Hi I really love your vids. I'm from Bangalore and though this could've become very serious, Bangalore airport is outside Bangalore(50 kilometers from my house), and the area around the airport is scarcely populated. I often spend more time going to the airport than in the flight itself(Bangalore is known for its bad traffic, amazing weather(on most days), and the airport being outside the city)
I had a similar experience at the Kashmiri airport (BLR to KSH). The visibility was almost bull null. Our flight tried landing once and failed, so we kept circling around. Then we started to descend to try again, but the pilots pulled back up and told us that there was another flight landing at that moment. The turbulence was horrible and the fact that we kept going up and down multiple times made everyone very uncomfortable. So many people were crying and praying. Even my mother just held me and my brother and closed her eyes. Finally after a delay of over 2 hours, we landed, again not so sound as the pilot landed the front wheel first, so it was a very unpleasant experience. The fog was so bad that even once we got off the place, we could hardly see anything beyond 10m while walking into the airport.
Sounds terrible 🫤.Kashmir and Leh airports are as is considered difficult to land at,plus there is always turbulence due to snow covered mountains.But your experience is extra horrifying
I'd have thought that they should have diverted to Hyderabad in the first place, given that they couldn't actually see the runway. Looking at the video footage, I'm surprised that the left hand engine wasn't ripped off the wing as it came into contact with the ground at Bangalore. I suspect that the passengers and crew are lucky to have avoided a major (and probably fatal) crash.
This is an informative video.I want to now your expert opinion on a scary incident that I had experienced back in the summer of 2019 (If I could recall the year correctly). I was flying from Guwahati to Delhi in an Indigo flight. The weather was apparantly sunny. The flight was mostly smooth. However, around 20 minutes prior landing in Delhi, the flight just descended what it felt like at zero gravity. It lasted for 4-5 seconds I guess. The pasengers screamed, object flew around, one or two airhostess who were not in their seats were badly hurt (I could hear two of them crying as I was sitting in one of the rear seats). Some people started discussing the reasons after they could compose themselves from the shock, as usual God was one of the factors they praised, some were giving not-so-convincing scientific facts like 'air-pockets' where no air cause etc. etc. But what suprised me was no apology, no explanations from the pilots. Once the plane landed, it was preparing for the next flight as usual. Most passengers were like me, 'we got saved finally, so let's go' kind of gratefulness. People dispersed. I was one of them too, but inside of me, I did not feel great about it. I want to know is this so usually causal that everything was set aside as if nothing happened and the aircraft was preparing for a next flight?
@@Skiman__ flight 455 and flight 246 iirc Atc had given both of them clearance to take off in both the 2 runways simultaneously until one controllrt in the tower noticed the error made
that is such a good question really and im still confused of the direction of this weather as most winds blow north or east since Mangalore airport would be viable as its a perfect airport for a320’s and moreover the captain would be required to land it
@@gulage1736Over confidence would get this to you. What would you expect a FO with a green experience written all over his face trying to land in a near zero visibility. The Captain was dumb and FO was foolish enough to not complain about it
If the safety standards of Go Air are like those of Indias rail system I'm surprised the planes got off the ground. The only mode of transportation I would trust in India is my feet.
In India air accidents not common due to less numbers of flights. But as you said India has to maintain best safety standards in every field which are acceptable internationally. No excuse for safety. If they can’t maintain safety stringently let them to close flights.
@@MiniAirCrashInvestigation Disaster Breakdown did that this weekend, but I'll watch yours too because you will offer a different focus and perspective in your analysis.
I notice you didn't make any mention of the pilots being worried about damage to the plane that might turn their landing at Hyderabad into a disaster. I'm especially thinking of landing gear damage -- I don't expect the A320 to be designed for... rough field operations. Wouldn't that have been something to consider before touching down or did the report just not go into that? B20
Yeah a safer airport ILS system could have helped, but it's the pilots' duty to make safe choices with the equipment that is available to them. I think a lot of the failure of this accident probably lies upon the safety and training culture of pilots at that airline. There should have been somebody in the cockpit that was aware enough to call for a go around before it was too late. An improved ILS system is just going to mask these deficiencies of the company culture.
It should be noted that a pilot's increase in reliance upon technology to land a plane can have devastating consequences if the airport they are landing at either a) doesn't have the same technology or b) said technology is down for maintenance or some other reason. Pilots who suddenly find themselves hand flying landings, instead of having automation do said job, are now reliant on their hand-flying experience which, if they train more on automation, can leave them woefully deficient. I remember the Air Inter pilots, who weren't as experienced in non precision approaches, crashing their plane because, in their anxiety, they accidentally told their plane to descend at 3300 ft per minute instead of telling their plane to descend at 3.3 degrees. Automation is a wonderful thing in the world of flying, but relying exclusively on them to do the job really hampers the pilot's ability to do the job if that system, for one reason or another, isn't in place. Imagine a 10,000 hour captain having to land a plane at a non-precision airport, or in bad weather, having only done it a couple of times before. Just because someone has alot of hours flying doesn't mean they have alot of hours flying in 'x' condition, and that makes them just as dangerous as a brand-new Captain or FO. Just because technology can solve a problem doesn't mean it can't create a different one, just as dangerous, in it's place.
@@kickedinthecalfbyacow7549 That's an extremely dangerous position to put the pilots in. That means a) pilots are attempting landings only possible in one particular set of circumstances, limiting their options if they proceed and b) all of that assumes, incorrectly, automation never fails, gives out incorrect information, or that nothing will disrupt the human/machine interaction at such a precarious moment. Real-world pilots die, ALOT, in IMC conditions just because they suddenly get a case of get-there-itis and fly into situations they think they are more prepared for than they are. Automation should only ever be considered a tool to assist a pilot in doing their job. Tools break, tools fail, and a complicated machine with a hundred million moving parts can't be assumed to be reliable. If nothing else, airline companies maintaining said machines aren't to be trusted to not cut corners in maintaining said machines. *cough* MAX 8 *cough* The best pilots in the world also die if their jackscrew has no lubrication and separates from their mounting nut, sending their elevators, and their plane, into a nose-down configuration. Making a pilot comfortable with a landing that only an automated plane can accomplish will make a pilot more careless and reckless simply because they will come to rely on automation to get them into that situation, and safely out of it, more often than they should. Building up a history of relying on automation to work, and then it suddenly not working, and that leading to a crash, is a long-established and firmly proven link in many airline accident chains. Today, you properly configured your plane for landing, with no mistakes or breaks in your concentration. Today, automation worked perfectly and it landed you in low visibility, with no problem. Today, what you learned can, and will, get you killed if you think tomorrow, or even the very next flight, will be the same. The pilots of American 1420, for example, never crashed their plane in bad weather....until they did.
@@khnopff71 I can see you’re very committed to your position, unfortunately humans cannot see through fog. It was decided quite a long time ago that automation was the best way to overcome low visibility, and to date it has proved very effective.
@@kickedinthecalfbyacow7549 Don't get me wrong: I whole-heartedly agree automation in planes is a good thing, and that it is a major benefit to pilots when they fly. However, my position is that everything to do with flying is like a knife: it can help you cut your vegetables but its equally sharp enough to cut your veins. The problem, as I understand it, is not automation's benefit in low visibility conditions. My problem is that such conditions are above average in being dangerous to fly in. Teaching pilots to fly into foggy conditions, because automation is there to guide them, sets a very dangerous precedence in that they can, and will, develop less situational awareness in such conditions, trusting automation, and their own lack of human error, to navigate safely. All you have to do in fog is be 100 ft wrong in how high you are flying, especially when landing, and you've gone from landing your plane on the runway to crash landing your plane into a mountain. A pilot should never ever treat fog, even with automation, as anything except a hazardous condition. Anything that turns that situation even remotely 'routine' puts a pilot, whether they realize it or not, on the road to catastrophe, because you will never know when your confidence, in any given moment, is dangerously misplaced until it's too late. And I know someone will suggest accurate 3D mapping of all terrain, fed to the display from a constant GPS signal, as a solution (which I also think is long overdue,) but again, it's a safety measure that adds another level of mechanical/pilot failure into the equation. COPA 201 pilots, for example, didn't think a simple navigational switch difference between their training sim and their actual aircraft would have repercussions down the road....but they did. As such, I see my goal as an aviation enthusiast, especially as an accident observer, to see situations developing far enough out that their failures can be anticipated and mitigated as much as possible. There will undoubtedly be times when a plane might have little choice but to land in foggy conditions, for one reason or another, and I would absolutely rather have the automation available than not have it. But there have been enough fog-bound plane crashes, or crashes exacerbated by foggy conditions, that anything that makes one think of them as being anything close to routine will have long-term repercussions. That would be like developing a plane that could navigate through a thunderstorm with relative ease. Teaching pilots they can fly in such conditions, even if the majority of pilots do navigate such conditions, safely can only lead to future tragedies. And more automation, and a reliance upon it, can have an extremely detrimental effect on a pilot's ability to navigate said airplane if they are suddenly forced to fly when they weren't expecting to. Air France 447 only had their pitot tubes momentarily blocked by ice; hardly a scenario any armchair pilot would consider all that dangerous. Yet it led directly to its crash. Automation helps pilots, but it can also hurt them in ways they may not always train for or anticipate.
Landing and Take off are always critical and accident prone in the entire fight. Only experienced hands can do justice to these maneuvers. Captain, knowing the whether conditions in Bangalore should have taken control. Afterall safety is paramount in such situations.
yep, they were lucky to get out alive. Seems like the cat 3 ILS should be at every major airport, so that planes could land safely even with near zero visibility
"Where's the blimmin runway now then tho (/-_•)\..." "Well have a look out your windows, have a go look see -are your windows clear?" :-y "Yes \(°o°)/! So where's the blimmin runway now already?! /(-_•\).."
Am a regular visitor to KIAL and had a flight on 13th Nov early morning. I had thoughts in my head about cancellation looking at the fog conditions. All this while not knowing about this incident happening less than 48hrs ago.
2 days back we were flying from Lucknow to Bangalore by air Asia n throughout our journey we were told not to remove the seat belt as there was too much of turbulence when we were nearing Bangalore... Blore weather is really crazy
Only ones to blame are the pilots. No one else. Like one said before me, only 2 calls that should be made at minimums are go around/flaps and continue. The E-GPWS even calls out "approaching minimums" then "minimums" so there's no excuse for them not to go around at minimums when they obviously didn't see the runway. This is ingrained to every pilot during their instrument rating in the US, and should be everywhere else in the world.
For a precision approach such as an ils cat 1 it’s typically a decision height of 200ft agl mda’s are only for non precision approaches without a glide slope such as a localizer approach
Last time an when the Airbus A320 touched the ground (golf course) before the runway in Bangalore, it never made up in the air again. They freaking escaped just in time. Not to blame the FO. He’s still learning. Pretty sure this was one lesson he’ll NEVER forget in his life.
This will be one of your better videos for including the passenger video. When you say what happened it sounds like they have more time. These guys had zero time to react. If the FO could see the Edge Lights, could they not also see the Sequence Lights to line up better before Touchdown? That's a Pilot thing. Nobody talks about those unless a plane runs over them.
Pilot layman here. Can't see it? TOGO. End of story. Apparently they were not bright enough to cipher that. Glad the passenegers lived to tell the tale. These pilots were incompetent. Full Flat Stop.
As long as they had the runway environment in sight, they could have continued, and the the approach lights are a part of it. The major problem happens is when you transition from the approach lights to a runway with no centerline lights. The pilot can be fooled in using that as the centerline, and that’s why the drift to one side.
I've been subscribed since nearly the beginning, and your stuff is just getting better and better! I'm wondering if perhaps you considered putting together a montage of some of these major incursion incidents that have been happening lately? Thanks for all your great work👍👏
When previous aircraft had gone around this crew also should have been prepared for that. This is a case where the crew lost contact with the runway below minima in fog patches. They just continued hoping to become visual and touchdown. The video clearly shows that after crossing the threshold they became IMC and drifted to the left and touchdown left wheels outside. Bangalore that time didn't have center line lights and crew should have known that so there is no question of crew mistaking runway edge lights as centerline lights. If the didn't know it then it's their fault. Even if they had touched down on the runway in zero visibility keeping it straight would have been very risky. Only correct decision was to go around moment they lost contact. It was CAT1 ILS so no tricks below minima. Had the gear been damaged and not retracted then they couldn't have diverted.
I think Bangalore airport is now CAT 3 enabled and supports full auto pilot based landing since it also now accomodates A380s. But this was a close one and the quick reaction by the crew definitely avoided a catastrophe.
There have been a number of incidents this past week that have made the news. Bad turbulence injuring 8 on a Lufthansa flight; just yesterday there was an executive flight that made an emergency landing at the same airport I just flew into a week ago (Bradley in CT), because they hit turbulence as well, leading to a death; and most recently an incident where a man tried to open the emergency door mid-flight from LAX to Logan, then proceeded to stab a flight attendant. This on top of the incident out in Hawaii where the plane fell within hundreds of feet of the Pacific shortly after take off. Just a lot of aviation related stories here recently.
One thing I’d really like to know is what kind of approach lights the airport had that they had (or thought they had) a visual at minimums. At 200m RVR, there’s no way they could see the threshold with CAT I minima, which are 200ft AAL (above aerodrome level) or higher, so like 0.6 NM away from the threshold. That’s around a kilometer
I don't know what is it with Go Air as a company, my first ever Air travel was with this company ( Pune to Bangalore) and it ended up being an emergency landing(because of heavy turbulence they said) on the same airport where i boarded. so i kinda avoid this company even though it's pricing are most competitive.
The crew effed up in the first place by not going around sooner. They were lucky and did well when they did react. Judgment is mixed, but nobody was hurt.
The crew kinda dug themselves in that pickle, but they got out from it anyways, there's multiple near misses where a crew commits a mistake but then fixes it and saves the plane
THIS WAS a major event.....minimum RVR, & CEILING is just that, MINIMUM. Regardless of poor to negligence weather reports, adherence to published minimums would have prevented this incidence. Landing, gear & Engine removal, inspection & any repairs would cost & be near that of an overhaul....near crash & damage to aircraft & COSTS would certainly cause Chief Pilot to reassess the viability of pilot's continued employment.
Absolutely correct Thomas. Well said. Other people have lauded the pilot for TOGA. I am aghast. You have to hit the ground to cipher TOGA? Both their licenses should be revoked,
Very big issue here. 2019 and no CAT3. Here in Dubai it was a decade earlier. “”” In 2009, it was announced that the airport installed a Category III landing system, allowing planes to land in low-visibility conditions, such as fog. This system was the first of its kind in the United Arab Emirates. “”” Wikipedia
Probably this might be true of other big cities (around the world) too. But Bengaluru sure has been reduced to being a septic tank. The rulers/kings which established it.. would never even have dreamed what it could become today. So, even if one ignores the low standards of just another $#¡tty LCC/ Low Cost Carrier.. .. isn't it sacrilegiously strange that the airport at a city which is the backup office of practically all silicon valley giants.. did not have a CAT III ILS facility.. two decades into the 21st century of the Gregorian calendar?
Excellent video and narration of the events! Everyone on this flight was very lucky to survive. And I’m glad Bangalore now has a Cat 3 ILS system. Not sure why they had a Cat 1 in the first place.
Lots of reasons: it's just not the cost of the equipment, but also how the installation must be done, a lot of training, a lot of engineering before an airport becomes even ready for CAT 3 ILS to be installed. And even then, it takes time to get it operational, sometimes years. And add in the time needed to train the ground people to maintain and operate it. So, a new airport first gets a CAT 1, then gets upgraded.
It's easy to say, "Well, if I'm coming in on a Cat 1 landing, and about to flare without seeing the runway, I'd be calling a go-around." ...BUT it's plain and simple, here. He SAW runway, just not enough of it... Worse yet, he THOUGHT he saw enough to be on the centerline INSTEAD of the left edge lights... Fog is an insidious BITCH... In light fog, even with mist, a little light is great, and the sun is ONLY a bigger problem if it's dead in front of you. JUST A LITTLE more of the damn stuff, however, and light's suddenly a g** d*** NIGHTMARE! Add sunlight in any direction, and just like trying to fumble through a swirling cloud of glitter-dust, it's 10 TIMES worse... Put that sun anywhere in front of you, and it's 100 TIMES WORSE... AND you won't necessarily know it. On top of that, if we just called a go-around every time there was the least bit of difficulty, there wouldn't be a single plane to make its destination, just an ever-growing junkyard flying around in circles over every airfield, air strip, and airport with more and more planes going up and nobody able to get back down again... The aviation industry might just go bankrupt... The rookie with 100 hours shouldn't hesitate to call for a go around or even hand over the controls... NOT take a mark against his character for doing so... Captains SHOULD assure the rookie pilots that they don't need to try to impress anybody up there. AND there's a legitimate argument that the Captain SHOULD have been the one flying, just based on experience... Some would suggest it's Airbus standards... BUT the OPERATOR writes the rules that pilots go by on that account, and Airbus JUST builds the plane. They can make recommendations, but they don't have to deal with culture, a specific batch of pilots in the fleet, or the interpersonal BS that the operators have ongoing... They only put a machine together for a purpose. What WOULD have avoided this whole incident is a little more tendency to JUST GO AROUND... There's nothing on the ground that won't still be there when you get there anyway. I'm glad everyone eventually made it back down. We have enough junk in the air without adding a jumbo full of skeletons flying around and around and around... haha... (just teasing the point... relax) I'm glad Cat 3 got put into Bangalore later on, too... I hope more rookies, regardless of operator or type, consider every attempted landing to be "another go-around with landing as an option"... AND while there very well might be a piece of tech' that could've avoided the whole situation, I don't know what the hell it would be. Dubious landing situations come up, EVEN with Cat 3's and you just make the best judgment you can under the circumstances. That's a human thing to do with human fallibility to go along with it. In short? Life sucks, GET AND WEAR a helmet! ;o)
This kind of accidents.. that is.. accident where the pilot believe the plane is where its not... seam to be almost the most common type of accident nowadays. Dam that video is scarry... suprice nobody was screaming
Pilot was under experienced but was a great pilot I feel.... 👍 good job finally to land safely at hyderabad Airport with 1 engine ... ( Am not sure of pilot protocols to land on this condition, may be a another pilot can explain that but for a common man to manage a fatal crisis at the last moment and come out safe is worth appreciating the pilot)
Honestly my criticism for the crew is for any approach with a decision height (dh) at minimums airport not in sight go around that’s what you do so why they continued the approach is beyond me the utter disregard for regulation is amazing
I am an airline pilot and DONT blame the controllers for this! Its our (crew) SOLE responsibility for the decisions we make based on PROCEDURES,regardless ! Its failsafe if you do as you were taught to do,and thats it! Now everything else is speculation and drama!
Flight left Nagpur around 1230 in morning. Its barely 1 hour 30 min flight. With no delays, it should be landing around 2 in morning. Commentators claims sun in eyeline of pilot, sun do not rise at 2:00 AM in Bengaluru for that matter anywhere in the world. Folks be mindful of such videos!
How did that happen? Very easy - the FO drifted to the left of the runway - the video makes it very clear. Went below minimums without the runway on sight. Another 200 hr wonder sitting in a large plane. The captain asleep. Stop finding other reasons - like sunset, wx, blah blah - two incompetent pilots. period. Can someone out there explain to me how do someone get to sit in a large airplane with less than 200 hrs. Which is basically zero experience.
Fire the fricking Ground control guy and whip the managements ass who put an inexperienced pilot on a flight. It is not a small thing at all to play with peoples lives and just a small mistake could cause so much grief to so many families. These things cannot be taken lightly. But you know what will happen..... theyll praise the Pilot and maybe give him a raise and theyll keep making him fly planes. I am sure its because of the pilot the passengers were safe, I know people would think that, but I am not saying to fire the pilot just make him fly easiest routes or make him a 2nd officer or something until they gain experience. But for sure they should cut down the Ground controller and the Management who made the decision to put the inexperienced pilot to fly
How do you Not have Cat 3 ILS? How? This is why O refuse to fly overseas and it may be knee-jerk, but I've seen plenty of these go wrong so get with the times you can't say you don't have the money?
The fact that such a major airport like Bangalore with this type of unpredictable weather did not have Cat 3 approach capabilities is the real issue here.
In December 2020 if i am correct, the south runway of the airport become ILS CAT III B compliant fyi
Absolutely correct
I differ. However technologically advanced a runway is, the pilots need to be knowledgeable and skilled enough to land by relying on fundamentals. The presence of advanced technology should not let the pilots slack.
@@vedant2791 I cannot agree more but the point is if u have almost 0 visibility then all u can do is follow ur instrumentation
Wow! Is this only in Bangalore or elsewhere?
So the pilots do not have all the help they can get!!!!
I like that you included actual footage from the near crash of this plane. I'm glad no one was hurt!
I had a not so similar experience last week. I was traveling to bangalore from Lucknow and apparently 1 instrument was not working and we had to wait for 3 hours in the plane at Lucknow Airport. Pilot made the call and he was not ready to fly. Post 2 hours some shit people got restless and started shouting at pilot as if he deliberately was trying to stall us on the ground. Visibility at bangalore airport was not clear and because of that instrument not working, pilot wont be able to see beyond 5 kms. That what they told us. And am sure he was under a lot of pressure from Airline and passengers to take off from the airport. Its a lot on the line for a pilot and we as a passenger should trust their instincts. Finally we took off and landed safely even though that instrument was not working properly. I saw lot of people were uncomfortable throughout that flight because we were not sure if pilot took that decision under pressure or the issue was taken care by engineers.
spicejet?
@@sandipmaity1984 most probably
they should clarify the status..
I lived in Bangalore for many years. This airport is about 20 miles from the city border. Most of the surrounding areas of the airport are vacant lands with uneven terrain, but there are many small villages. Glad the flight made it safely.
However, the Ghost plane at 9:55 frightened me :D Why did you do that?!
Somebody was NOT paying attention to RIMCAS, apparently. :P
@@SeamusDonohueEVEOnline Lol. This is gonna be another episode of Mini Aircraft investigation. It'll be fun to know how that happened :D
When did this happen?
What the literal F are you talking about? Not a salient point here. 180 people nearly died due to stupid people. Here is my salient point. A city of MILLIONS does not have current weather data or landing ILS technology. Also. Crap pilots. That Airbus frame was so good it stood up to being crushed....with one engine running....and saved everyone. Way to go Airbus.
No no, the fact is, they built the airport in a different far away place and still call it Bangalore airport
Unfortunately, only the crew is to blame. The procedures are clear: you fly the ILS cat 1 to the published minima on Autopilot, at the mininima, which are called out by a synthetic voice, there are only two calls possible: "GO AROUND/FLAPS" or "Continue" if the runway is in sight and enough visual clues for a safe landing are present. All low visibility approaches are flown by the Captain and monitored by the First Officer, standard procedures in ANY Airbus type. The incident was the result of the crew not following established Airbus procedures but with a perfect airplane. Unfortunately.
That's what I was thinking, and I'm just a random person that knows almost nothing haha. Thank you for your industry insight!
Absolutely correct. Thank you. It is not the plane (type) nor tha automation that matters. It is usually the people. This was a monumental. SNAFU or FUBAR. I think FUBAR. Talk about pulling it out of the ditch just in time. Sheer luck avoiding monumental stupid death. These guys should be canned.
Yes. Way too simple
It was a CAT I approach, hence the FO was most likely allowed to fly the approach (depending on company SOPs). As to why they continued below the minimum: From the pax video it appears that the fog was quite shallow. It is possible to have a decent view onto the Rwy and lighting system from above the fog, while only loosing references within the last 50ft. or so.
Spot on!
in 2020 (1 year after this), Bangalore airport got CAT3... but this was pretty scary .. Why did the captain allow a rookie First Officer to try this very difficult approach(with 170 souls on board) with only 100 hours of experience ???
Because this is how the first officer gains experience in the first place.
In principle, a certified pilot should be able to fly any approach that is within the regulations regarding visibility or wind speed and direction. I rather wonder why they broke off the ILS approach instead of flying it down to the runway and why the captain did not notice that they are not aligned. With a visibility of 200 and an RVR of 1200, they should have aborted this approach way earlier on a Cat I approach, if I am not mistaken.
@@johnathancorgan3994 of course. But I think the point is maybe this weather situation was not the best time for a first officer to gain experience. Let him rack up a few hundred hours landing and taking off in weather conditions that are a bit safer.
He’s a pilot. Why do you think First Officers aren’t qualified pilots? Nonsense.
@@pimacanyon6208 that’s silly, the captain is also a qualified pilot as well and he’s supposed to be monitoring everything ANY pilot who’s up their with him does. This isn’t an issue with inexperience it’s bad judgment by both pilots to try the approach in those conditions and complacency. They both should know better. A pilot with 100 hours on the type is still a qualified pilot. Sometimes they even come out of school with more current relevant knowledge because they have covered it sooner than some more experienced pilots.
It's incredible how close this was. They got themselves pretty deep in a hole, surprised they got out tbh.
literally as well as figuratively!!!!
The real video is SCARY AS F***. As a passenger, I'd have a heart attack for sure... 😭
I know how scary it would be,
Had a go around in 2019 but it was before the touchdown due to heavy rains. But I was calm.
But my personal opinion is to hold yourself in senses, Not to Panic or loose hopes,
As a passenger yelling, shouting would only make it feel more scary.
Had there been anything I/you could do we would already be qualified enough and inside the cockpit as a pilot already , so take a deep breath and trust your crew. 🙏🙏
5:10 surprising that we can hear the A/P Disconnect warning in the cabin
I’ve heard it before in an A320 (Volaris Mexico), sitting in a similar seat arrangement (I was on the eighth row); not gonna lie, it caught me off-guard too the first time I heard it from my seat
What took them so long to get Cat 3 ILS, especially if the airport tends to fog up frequently?
Why did ATC give wrong visibility data even though they should be familiar with local weather and know that they need to check often?
Why didn't they go around at minimums with no runway in sight?
They got extremely lucky, it could've gotten a lot worse than an unfriendly half hour with the chief pilot of their airline and some bonus simulator training.
To answer your first question ils system are extremely expensive not only to own but to maintain and it gets a lot more expensive the more functions you want it to have
CAT 3 ILS installed in 2020, better late than never
I have always felt that the runway centre line lights should be of a different colour from the runway edge lights. This can really help a lot in marginal visibility conditions. Wonder why ICAO cannot think of such an obvious requirement.
No brains, this aviation industry is run by old people and never wish to change. Besides this hundreds of logical questions include that over last 50 years, global population flying on aircraft has grown exponentially and we still have same runway designs.
Most bad weather are painful landings, two common sense, can we have wider runways and longer runways
@@sandeepmehta5311 50? i would say 80 year old runway designs are still in place
Damn! That video of the landing was amazing.
Bangalore weather is crazy ...i experienced it in 2019.. Hyderabad was so clear ... Bangalore...cloudy over the airport and heavy turbulence
You can see in the passenger video the jet did transition directly over the the runway threshold on landing. The pilots didn't have a stabilized approach on the runway heading; they flew the jet off to the left and into the grass. Not a weather issue. Pilot error.
Now it has a second runway equipped with CAT IIIB ILS
That's as close as it gets without a full on crash, great that managed to get out of it.
I dont know why this video was suggested to me one day before my flight which is also to banglore 😭😭
Just you have idea about India, God is there 🎉❤
Hi I really love your vids.
I'm from Bangalore and though this could've become very serious, Bangalore airport is outside Bangalore(50 kilometers from my house), and the area around the airport is scarcely populated.
I often spend more time going to the airport than in the flight itself(Bangalore is known for its bad traffic, amazing weather(on most days), and the airport being outside the city)
I had a similar experience at the Kashmiri airport (BLR to KSH). The visibility was almost bull null. Our flight tried landing once and failed, so we kept circling around. Then we started to descend to try again, but the pilots pulled back up and told us that there was another flight landing at that moment. The turbulence was horrible and the fact that we kept going up and down multiple times made everyone very uncomfortable. So many people were crying and praying. Even my mother just held me and my brother and closed her eyes. Finally after a delay of over 2 hours, we landed, again not so sound as the pilot landed the front wheel first, so it was a very unpleasant experience. The fog was so bad that even once we got off the place, we could hardly see anything beyond 10m while walking into the airport.
Sounds terrible 🫤.Kashmir and Leh airports are as is considered difficult to land at,plus there is always turbulence due to snow covered mountains.But your experience is extra horrifying
I'd have thought that they should have diverted to Hyderabad in the first place, given that they couldn't actually see the runway. Looking at the video footage, I'm surprised that the left hand engine wasn't ripped off the wing as it came into contact with the ground at Bangalore. I suspect that the passengers and crew are lucky to have avoided a major (and probably fatal) crash.
The mistake was disengaging the autopilot before the runway was in sight. Everything just snowballed from there.
5:10 wait how did a video taken in the cabin capture the autopilot disconnect chime from the cockpit?
It is a very loud chime. I hear it every time I fly and I know what it means. Many other passengers have no idea.
It's loud enough to be heard in the cabin. I've only heard it in the A320 and A321 though.
Ohhh is that what it is?? I hear it all the time. I thought it was something to do with the flight attendants toggling some systems.
@@miraclesushi i thought it chimes when you press the button to call a flight attendant
This is an informative video.I want to now your expert opinion on a scary incident that I had experienced back in the summer of 2019 (If I could recall the year correctly). I was flying from Guwahati to Delhi in an Indigo flight. The weather was apparantly sunny. The flight was mostly smooth. However, around 20 minutes prior landing in Delhi, the flight just descended what it felt like at zero gravity. It lasted for 4-5 seconds I guess. The pasengers screamed, object flew around, one or two airhostess who were not in their seats were badly hurt (I could hear two of them crying as I was sitting in one of the rear seats). Some people started discussing the reasons after they could compose themselves from the shock, as usual God was one of the factors they praised, some were giving not-so-convincing scientific facts like 'air-pockets' where no air cause etc. etc. But what suprised me was no apology, no explanations from the pilots. Once the plane landed, it was preparing for the next flight as usual. Most passengers were like me, 'we got saved finally, so let's go' kind of gratefulness. People dispersed. I was one of them too, but inside of me, I did not feel great about it. I want to know is this so usually causal that everything was set aside as if nothing happened and the aircraft was preparing for a next flight?
India is both a hotbed of lesser known airlines and incidents...and I find it absolutely fascinating
I flew inside India a few times for business in 2001, including Nagpur. I think it was called "Jet Air." It was fun I enjoyed it.
There was also a near mid air collision that happened between 2 indigo flights in jan 2022 at the same airport but not many people are aware of it
@@crypton7572 what were the flight numbers?
@@Skiman__ flight 455 and flight 246 iirc
Atc had given both of them clearance to take off in both the 2 runways simultaneously until one controllrt in the tower noticed the error made
@@bluecoffee8414 it went bankrupt
Whatever happened to minimum decision height precedures?
that is such a good question really and im still confused of the direction of this weather as most winds blow north or east since Mangalore airport would be viable as its a perfect airport for a320’s and moreover the captain would be required to land it
@@gulage1736Over confidence would get this to you. What would you expect a FO with a green experience written all over his face trying to land in a near zero visibility. The Captain was dumb and FO was foolish enough to not complain about it
If the safety standards of Go Air are like those of Indias rail system I'm surprised the planes got off the ground. The only mode of transportation I would trust in India is my feet.
You cant even trust your feet, a car would come out of nowhere and hit you over
In India air accidents not common due to less numbers of flights. But as you said India has to maintain best safety standards in every field which are acceptable internationally. No excuse for safety. If they can’t maintain safety stringently let them to close flights.
Have you covered the September 10, 1976 Zagreb Mid-Air Collision?
Not yet. On my list tho
@@MiniAirCrashInvestigation Disaster Breakdown did that this weekend, but I'll watch yours too because you will offer a different focus and perspective in your analysis.
I notice you didn't make any mention of the pilots being worried about damage to the plane that might turn their landing at Hyderabad into a disaster. I'm especially thinking of landing gear damage -- I don't expect the A320 to be designed for... rough field operations.
Wouldn't that have been something to consider before touching down or did the report just not go into that?
B20
Yeah a safer airport ILS system could have helped, but it's the pilots' duty to make safe choices with the equipment that is available to them. I think a lot of the failure of this accident probably lies upon the safety and training culture of pilots at that airline. There should have been somebody in the cockpit that was aware enough to call for a go around before it was too late. An improved ILS system is just going to mask these deficiencies of the company culture.
It should be noted that a pilot's increase in reliance upon technology to land a plane can have devastating consequences if the airport they are landing at either a) doesn't have the same technology or b) said technology is down for maintenance or some other reason. Pilots who suddenly find themselves hand flying landings, instead of having automation do said job, are now reliant on their hand-flying experience which, if they train more on automation, can leave them woefully deficient. I remember the Air Inter pilots, who weren't as experienced in non precision approaches, crashing their plane because, in their anxiety, they accidentally told their plane to descend at 3300 ft per minute instead of telling their plane to descend at 3.3 degrees.
Automation is a wonderful thing in the world of flying, but relying exclusively on them to do the job really hampers the pilot's ability to do the job if that system, for one reason or another, isn't in place. Imagine a 10,000 hour captain having to land a plane at a non-precision airport, or in bad weather, having only done it a couple of times before. Just because someone has alot of hours flying doesn't mean they have alot of hours flying in 'x' condition, and that makes them just as dangerous as a brand-new Captain or FO. Just because technology can solve a problem doesn't mean it can't create a different one, just as dangerous, in it's place.
When the visibility is below 600m you either rely on the automatics or you don’t fly.
@@kickedinthecalfbyacow7549 That's an extremely dangerous position to put the pilots in. That means a) pilots are attempting landings only possible in one particular set of circumstances, limiting their options if they proceed and b) all of that assumes, incorrectly, automation never fails, gives out incorrect information, or that nothing will disrupt the human/machine interaction at such a precarious moment. Real-world pilots die, ALOT, in IMC conditions just because they suddenly get a case of get-there-itis and fly into situations they think they are more prepared for than they are.
Automation should only ever be considered a tool to assist a pilot in doing their job. Tools break, tools fail, and a complicated machine with a hundred million moving parts can't be assumed to be reliable. If nothing else, airline companies maintaining said machines aren't to be trusted to not cut corners in maintaining said machines. *cough* MAX 8 *cough* The best pilots in the world also die if their jackscrew has no lubrication and separates from their mounting nut, sending their elevators, and their plane, into a nose-down configuration. Making a pilot comfortable with a landing that only an automated plane can accomplish will make a pilot more careless and reckless simply because they will come to rely on automation to get them into that situation, and safely out of it, more often than they should. Building up a history of relying on automation to work, and then it suddenly not working, and that leading to a crash, is a long-established and firmly proven link in many airline accident chains.
Today, you properly configured your plane for landing, with no mistakes or breaks in your concentration. Today, automation worked perfectly and it landed you in low visibility, with no problem. Today, what you learned can, and will, get you killed if you think tomorrow, or even the very next flight, will be the same. The pilots of American 1420, for example, never crashed their plane in bad weather....until they did.
@@khnopff71 I can see you’re very committed to your position, unfortunately humans cannot see through fog. It was decided quite a long time ago that automation was the best way to overcome low visibility, and to date it has proved very effective.
@@kickedinthecalfbyacow7549 Don't get me wrong: I whole-heartedly agree automation in planes is a good thing, and that it is a major benefit to pilots when they fly. However, my position is that everything to do with flying is like a knife: it can help you cut your vegetables but its equally sharp enough to cut your veins. The problem, as I understand it, is not automation's benefit in low visibility conditions. My problem is that such conditions are above average in being dangerous to fly in. Teaching pilots to fly into foggy conditions, because automation is there to guide them, sets a very dangerous precedence in that they can, and will, develop less situational awareness in such conditions, trusting automation, and their own lack of human error, to navigate safely. All you have to do in fog is be 100 ft wrong in how high you are flying, especially when landing, and you've gone from landing your plane on the runway to crash landing your plane into a mountain. A pilot should never ever treat fog, even with automation, as anything except a hazardous condition. Anything that turns that situation even remotely 'routine' puts a pilot, whether they realize it or not, on the road to catastrophe, because you will never know when your confidence, in any given moment, is dangerously misplaced until it's too late.
And I know someone will suggest accurate 3D mapping of all terrain, fed to the display from a constant GPS signal, as a solution (which I also think is long overdue,) but again, it's a safety measure that adds another level of mechanical/pilot failure into the equation. COPA 201 pilots, for example, didn't think a simple navigational switch difference between their training sim and their actual aircraft would have repercussions down the road....but they did. As such, I see my goal as an aviation enthusiast, especially as an accident observer, to see situations developing far enough out that their failures can be anticipated and mitigated as much as possible. There will undoubtedly be times when a plane might have little choice but to land in foggy conditions, for one reason or another, and I would absolutely rather have the automation available than not have it. But there have been enough fog-bound plane crashes, or crashes exacerbated by foggy conditions, that anything that makes one think of them as being anything close to routine will have long-term repercussions. That would be like developing a plane that could navigate through a thunderstorm with relative ease. Teaching pilots they can fly in such conditions, even if the majority of pilots do navigate such conditions, safely can only lead to future tragedies. And more automation, and a reliance upon it, can have an extremely detrimental effect on a pilot's ability to navigate said airplane if they are suddenly forced to fly when they weren't expecting to. Air France 447 only had their pitot tubes momentarily blocked by ice; hardly a scenario any armchair pilot would consider all that dangerous. Yet it led directly to its crash. Automation helps pilots, but it can also hurt them in ways they may not always train for or anticipate.
@@khnopff71 lots of words but I’m not sure that you’re actually saying anything.
I don't understand why it had to go to Hyderabad, instead of any nearby airport ? Like HAL, Mysore, Chennai....
First pilot wanted to go home after frightening event. ❤
GoAir (now GoFirst) is a questionable airline. I remember flying to Leh with them, and it was scary. Dangerous bank angles.
Landing and Take off are always critical and accident prone in the entire fight. Only experienced hands can do justice to these maneuvers. Captain, knowing the whether conditions in Bangalore should have taken control. Afterall safety is paramount in such situations.
yep, they were lucky to get out alive. Seems like the cat 3 ILS should be at every major airport, so that planes could land safely even with near zero visibility
All these airports which are not qualified and certified for CAT 3 landing should be banned until they get equipped with CAT 3 landing system.
"Where's the blimmin runway now then tho (/-_•)\..."
"Well have a look out your windows, have a go look see -are your windows clear?" :-y
"Yes \(°o°)/! So where's the blimmin runway now already?!
/(-_•\).."
😂😂
I have flown Nagpur-Bangalore in Aug 2019, same take off time.
Didn't know that this is possible at that time of the day.
Great video... thanks
ALmost Turned into GO GROUND ......
Am a regular visitor to KIAL and had a flight on 13th Nov early morning. I had thoughts in my head about cancellation looking at the fog conditions. All this while not knowing about this incident happening less than 48hrs ago.
This happened 4 yrs ago.
@@shreyas176 Yes, Am referring to the same month and year. What caught me off is lack of coverage by media.
The captain didn't see the FO had approached lined up with the LH landing lights either....
2 days back we were flying from Lucknow to Bangalore by air Asia n throughout our journey we were told not to remove the seat belt as there was too much of turbulence when we were nearing Bangalore... Blore weather is really crazy
It was incredible good luck that the aircraft was able to recover
when pilot's friend says, aaj tera bhai hawai jahaj udayga😅
At 1:35, I noticed the subtle hint to subscribe on the aircraft paint job...🤣🤣
I live in Bengaluru, idk why havent I experienced so much fog at all :/
Only ones to blame are the pilots. No one else. Like one said before me, only 2 calls that should be made at minimums are go around/flaps and continue. The E-GPWS even calls out "approaching minimums" then "minimums" so there's no excuse for them not to go around at minimums when they obviously didn't see the runway. This is ingrained to every pilot during their instrument rating in the US, and should be everywhere else in the world.
What was the minimum decision altitude? Whatever it was, it seems that it was completely ignored.
For a precision approach such as an ils cat 1 it’s typically a decision height of 200ft agl mda’s are only for non precision approaches without a glide slope such as a localizer approach
thank you for the detail expanation. I was the part of team wo did inspection at GMR
What on earth was that at 9:56?! Spirit Air messing things up or something?
naa they’re accurate 😂😂
They were both suspended after this incident, one had a suspension of 3 months the other a period of 6 months.
This very nearly ended up being like First Air 6560 or Afriqiya 771.
Last time an when the Airbus A320 touched the ground (golf course) before the runway in Bangalore, it never made up in the air again. They freaking escaped just in time. Not to blame the FO. He’s still learning. Pretty sure this was one lesson he’ll NEVER forget in his life.
This will be one of your better videos for including the passenger video. When you say what happened it sounds like they have more time. These guys had zero time to react.
If the FO could see the Edge Lights, could they not also see the Sequence Lights to line up better before Touchdown?
That's a Pilot thing. Nobody talks about those unless a plane runs over them.
Pilot layman here. Can't see it? TOGO. End of story. Apparently they were not bright enough to cipher that. Glad the passenegers lived to tell the tale. These pilots were incompetent. Full Flat Stop.
As long as they had the runway environment in sight, they could have continued, and the the approach lights are a part of it. The major problem happens is when you transition from the approach lights to a runway with no centerline lights. The pilot can be fooled in using that as the centerline, and that’s why the drift to one side.
I've been subscribed since nearly the beginning, and your stuff is just getting better and better! I'm wondering if perhaps you considered putting together a montage of some of these major incursion incidents that have been happening lately? Thanks for all your great work👍👏
Did I just hear voices like spirits trying to communicate at 5:35/10:04 just listen to it very carefully 😱😱😱
Bruh those were sounds of a320 🤦🏻
Um...did we just have a head on collision with a Spirit Airlines at the end of the video?
When previous aircraft had gone around this crew also should have been prepared for that. This is a case where the crew lost contact with the runway below minima in fog patches. They just continued hoping to become visual and touchdown. The video clearly shows that after crossing the threshold they became IMC and drifted to the left and touchdown left wheels outside. Bangalore that time didn't have center line lights and crew should have known that so there is no question of crew mistaking runway edge lights as centerline lights. If the didn't know it then it's their fault. Even if they had touched down on the runway in zero visibility keeping it straight would have been very risky. Only correct decision was to go around moment they lost contact. It was CAT1 ILS so no tricks below minima. Had the gear been damaged and not retracted then they couldn't have diverted.
Always flying the plane come 1st. Let others work the problem!. Eastern 401 perfect example. Or Boo you will become a ghost.
If I was in that flight, I would've screamed "Jai Hanuman" right after seeing that uneven grass land.
I think the captain was over-confident, complacent and negligent. The FO was too green to make the proper decision to do a TOGA.
That video was even more scary than the story appears
I just started watching the video and impressed with your pronunciation of Indian city names. Well done :)
Still Bangalore has the best weather 😁
I think Bangalore airport is now CAT 3 enabled and supports full auto pilot based landing since it also now accomodates A380s. But this was a close one and the quick reaction by the crew definitely avoided a catastrophe.
It is “most busy,” or “busiest.” Not “most busiest.”
It Really Busy!
Are you American?
Shut up
There have been a number of incidents this past week that have made the news. Bad turbulence injuring 8 on a Lufthansa flight; just yesterday there was an executive flight that made an emergency landing at the same airport I just flew into a week ago (Bradley in CT), because they hit turbulence as well, leading to a death; and most recently an incident where a man tried to open the emergency door mid-flight from LAX to Logan, then proceeded to stab a flight attendant.
This on top of the incident out in Hawaii where the plane fell within hundreds of feet of the Pacific shortly after take off.
Just a lot of aviation related stories here recently.
I appreciate your „near misses“ reports, those are even more common than we might believe
One thing I’d really like to know is what kind of approach lights the airport had that they had (or thought they had) a visual at minimums. At 200m RVR, there’s no way they could see the threshold with CAT I minima, which are 200ft AAL (above aerodrome level) or higher, so like 0.6 NM away from the threshold. That’s around a kilometer
Mini Air Crash Investigation always be providing us with the strangest air disasters
Does India buy Air busses with gift cards?
don't kmow what to think. the clip appears to show the plane crossing the strip at a small angle before the grass appears
They were so lucky. Had the gear snagged, they could easily have cartwheeled or spun and that would have been it.
Bangalore weather can be crazy.
I don't know what is it with Go Air as a company, my first ever Air travel was with this company ( Pune to Bangalore) and it ended up being an emergency landing(because of heavy turbulence they said) on the same airport where i boarded. so i kinda avoid this company even though it's pricing are most competitive.
I believe it's one of the worst...they cancel a lot of times
Installing ILS Cat 3 system would be the best solution to prevent such an incident .
I was thinking why this happened even with ILS. Thanks for enlightening us about the difference!
Kudos to the crew, they found themselves in quite a pickle but with a mix of luck and good crew action, it ended fine
I mean the crew also got themselves into the given pickle by making the brain dead decision to not go around
Duh, you are praising the crew? Those 2 did not check if they aligned with d runway in first place. I will not kudos them
The crew effed up in the first place by not going around sooner. They were lucky and did well when they did react. Judgment is mixed, but nobody was hurt.
The crew kinda dug themselves in that pickle, but they got out from it anyways, there's multiple near misses where a crew commits a mistake but then fixes it and saves the plane
They screwed the pooch from day one. Total crap piloting. These guys should never fly an airliner again.
THIS WAS a major event.....minimum RVR, & CEILING is just that, MINIMUM. Regardless of poor to negligence weather reports, adherence to published minimums would have prevented this incidence. Landing, gear & Engine removal, inspection & any repairs would cost & be near that of an overhaul....near crash & damage to aircraft & COSTS would certainly cause Chief Pilot to reassess the viability of pilot's continued employment.
Absolutely correct Thomas. Well said. Other people have lauded the pilot for TOGA. I am aghast. You have to hit the ground to cipher TOGA? Both their licenses should be revoked,
Your videos and research are amazing. Enjoyed your vids for a few years now.
Mini-almost-air crash investigation :)
The real scare was at 9:55
_Suggestion:-_ *Use Local Time instead of UTC to get better if not instant idea of at what time of the day/night the incident happened* 😊
Very big issue here. 2019 and no CAT3.
Here in Dubai it was a decade earlier.
“””
In 2009, it was announced that the airport installed a Category III landing system, allowing planes to land in low-visibility conditions, such as fog. This system was the first of its kind in the United Arab Emirates.
“””
Wikipedia
Probably this might be true of other big cities (around the world) too.
But Bengaluru sure has been reduced to being a septic tank.
The rulers/kings which established it.. would never even have dreamed what it could become today.
So, even if one ignores the low standards of just another $#¡tty LCC/ Low Cost Carrier..
.. isn't it sacrilegiously strange that the airport at a city which is the backup office of practically all silicon valley giants.. did not have a CAT III
ILS facility.. two decades into the 21st century of the Gregorian calendar?
Loving the runway incursion at the very end lol... glad that wasn't a part of the incident
Love your videos btw
Excellent video and narration of the events! Everyone on this flight was very lucky to survive. And I’m glad Bangalore now has a Cat 3 ILS system. Not sure why they had a Cat 1 in the first place.
Lots of reasons: it's just not the cost of the equipment, but also how the installation must be done, a lot of training, a lot of engineering before an airport becomes even ready for CAT 3 ILS to be installed.
And even then, it takes time to get it operational, sometimes years.
And add in the time needed to train the ground people to maintain and operate it.
So, a new airport first gets a CAT 1, then gets upgraded.
@@akshaymathur136 Thanks for sharing this information.
Nice documentary but video is not real. The video is from a flight simulator game.
It's easy to say, "Well, if I'm coming in on a Cat 1 landing, and about to flare without seeing the runway, I'd be calling a go-around." ...BUT it's plain and simple, here. He SAW runway, just not enough of it... Worse yet, he THOUGHT he saw enough to be on the centerline INSTEAD of the left edge lights...
Fog is an insidious BITCH... In light fog, even with mist, a little light is great, and the sun is ONLY a bigger problem if it's dead in front of you. JUST A LITTLE more of the damn stuff, however, and light's suddenly a g** d*** NIGHTMARE! Add sunlight in any direction, and just like trying to fumble through a swirling cloud of glitter-dust, it's 10 TIMES worse... Put that sun anywhere in front of you, and it's 100 TIMES WORSE... AND you won't necessarily know it.
On top of that, if we just called a go-around every time there was the least bit of difficulty, there wouldn't be a single plane to make its destination, just an ever-growing junkyard flying around in circles over every airfield, air strip, and airport with more and more planes going up and nobody able to get back down again... The aviation industry might just go bankrupt...
The rookie with 100 hours shouldn't hesitate to call for a go around or even hand over the controls... NOT take a mark against his character for doing so... Captains SHOULD assure the rookie pilots that they don't need to try to impress anybody up there. AND there's a legitimate argument that the Captain SHOULD have been the one flying, just based on experience... Some would suggest it's Airbus standards... BUT the OPERATOR writes the rules that pilots go by on that account, and Airbus JUST builds the plane. They can make recommendations, but they don't have to deal with culture, a specific batch of pilots in the fleet, or the interpersonal BS that the operators have ongoing... They only put a machine together for a purpose.
What WOULD have avoided this whole incident is a little more tendency to JUST GO AROUND... There's nothing on the ground that won't still be there when you get there anyway. I'm glad everyone eventually made it back down. We have enough junk in the air without adding a jumbo full of skeletons flying around and around and around... haha... (just teasing the point... relax) I'm glad Cat 3 got put into Bangalore later on, too... I hope more rookies, regardless of operator or type, consider every attempted landing to be "another go-around with landing as an option"...
AND while there very well might be a piece of tech' that could've avoided the whole situation, I don't know what the hell it would be. Dubious landing situations come up, EVEN with Cat 3's and you just make the best judgment you can under the circumstances. That's a human thing to do with human fallibility to go along with it.
In short? Life sucks, GET AND WEAR a helmet! ;o)
This kind of accidents.. that is.. accident where the pilot believe the plane is where its not... seam to be almost the most common type of accident nowadays.
Dam that video is scarry... suprice nobody was screaming
Pilot was under experienced but was a great pilot I feel.... 👍 good job finally to land safely at hyderabad Airport with 1 engine ...
( Am not sure of pilot protocols to land on this condition, may be a another pilot can explain that but for a common man to manage a fatal crisis at the last moment and come out safe is worth appreciating the pilot)
Honestly my criticism for the crew is for any approach with a decision height (dh) at minimums airport not in sight go around that’s what you do so why they continued the approach is beyond me the utter disregard for regulation is amazing
@@tyrekegordon2492 ok 👍
I am an airline pilot and DONT blame the controllers for this! Its our (crew) SOLE responsibility for the decisions we make based on PROCEDURES,regardless ! Its failsafe if you do as you were taught to do,and thats it! Now everything else is speculation and drama!
Flight left Nagpur around 1230 in morning. Its barely 1 hour 30 min flight. With no delays, it should be landing around 2 in morning. Commentators claims sun in eyeline of pilot, sun do not rise at 2:00 AM in Bengaluru for that matter anywhere in the world. Folks be mindful of such videos!
Great video and great narration.
How did that happen? Very easy - the FO drifted to the left of the runway - the video makes it very clear. Went below minimums without the runway on sight. Another 200 hr wonder sitting in a large plane. The captain asleep. Stop finding other reasons - like sunset, wx, blah blah - two incompetent pilots. period. Can someone out there explain to me how do someone get to sit in a large airplane with less than 200 hrs. Which is basically zero experience.
Fire the fricking Ground control guy and whip the managements ass who put an inexperienced pilot on a flight. It is not a small thing at all to play with peoples lives and just a small mistake could cause so much grief to so many families. These things cannot be taken lightly. But you know what will happen..... theyll praise the Pilot and maybe give him a raise and theyll keep making him fly planes. I am sure its because of the pilot the passengers were safe, I know people would think that, but I am not saying to fire the pilot just make him fly easiest routes or make him a 2nd officer or something until they gain experience. But for sure they should cut down the Ground controller and the Management who made the decision to put the inexperienced pilot to fly
lol at that single piece of grass on landing gear
You can hear the compressor stall right after the ground impact .... thump, thump, thump.
th-cam.com/video/5W9PPBLIjGU/w-d-xo.html
How do you Not have Cat 3 ILS? How? This is why O refuse to fly overseas and it may be knee-jerk, but I've seen plenty of these go wrong so get with the times you can't say you don't have the money?