They got lost of engine thrust cause of that icy particles. So the engines had a partial cut off of the fuel intake needed to run properly. Really crap situation :|
The fix was so simple no redesign. But the tubes was proud of the face of the heat ex changer there was a couple of millimeters protruding and this did not allow to warm up the fuel it covered the ex changer preventing the fuel going through so they took the two millimeters so it was level with the top of the ex changer now it will melt the ice now. Like i said simple fix. Also i think British airways was not good with Birkhill and he had trouble with them. Which i find disgusting not his fault the fuel system was at fault so it is the airplane maker. Disign no good. Also Can you do the accident with air Transat that one is very good even the pilot and first officer was very good. Especially using the air ram. As i studied aircraft and got a lot of knowledge as when i fly i always take a picture of what i am flying in. Also when i get on a aircraft i count the seat backs from the escape doors so if i can not see i know how many seat backs to the door. In case of a crash.
Couldn't he switched flaps to even lower degree, like 10 or so? I'm not a pilot at all and I have quite basic understanding of avionics from flight simulators, but first thing I though of - release flaps and try to fly forward, reducing glissade angle. And then you've said the pilot did almost that - reduced flaps and realigned airplane. But what I don't understand is why won't reduce flaps further to reduce drag? Or that'd increase stalling speed and therefore airplane could just stall and fall uncontrollable?
The point about flaps and slats. Slats are on the leading edge and flaps are on the trailing edge. Could not drop to lower flaps as they keep you flying too less flaps it would fall to the ground a lot faster as flaps and slats keeps you in the air at slow speeds if you decrease them too much it will just loose lift and would have dropped on the village or the a road. That is why he dropped them just a little. He could have gone to idle with the engines but the trouble is he was too low. As if he was a lot higher to clear the blockage you go to idle and then it will clear. That is what the American aircraft did as he was at a higher altitude. I know nearly ever part of an aircraft and where they fit on an aircraft. Studied them for about fifteen months six hours a day. Also flew a 737 on a proper simulator.
@@ianbintcliffe5633 I found a great source online for mayday etc that is usually blocked on you tube. One of the crashes was because they forgot to extend flaps on take off.....like first day of training stuff...everyone died....
Wow, this is like air crash investigation; but without the fake drama, bad acting, overly long suspension and 15 minute advertisement breaks. Love it :3
I was actually on this aircraft at the time of the accident in seat 28c an aisle seat. It was a great flight back to Heathrow. We were early arriving, so feeling good. There was no warning of the accident. At the time of impact parts of the ceiling and the bulkhead fell down. The noise was very loud , then silence, and the lights went out. I thought to myself that the pilots going to get a bollocking as the landing was very hard, I hadn't a clue. A number of passengers from the cabin in front had obviously seen what had happened and came into our cabin, shouting we must get off. The small young stewardess sat next to the emergency exit took complete control shouting stay were you are sit down. The captain then came on the tannoy with the words "Evacuate Evacuate". Again the young lady reacted quickly and opened the emergency exit shouting "Go Go". My exit was just behind the port wing and was slightly skewed due to the broken undercarriage, so one had to adjust direction as you went down the slide. We were corralled away from the aircraft by the superb professional crew. It was then that it dawned on me what had happened!! I had nothing with me as it was on the aircraft. When the door was opened the smell of the fuel was immense, so priority was to get off. However I was able to borrow a phone from a kind dutchman and called my father to tell my family that I was ok, and not to worry. After a number of hours we were released by the authorities. I have to say BA were immense in their care afterwards for which I will always be grateful. I was able to meet Capt Peter Burkill a few years later, and was able to thank him. To take 5 degrees of flap off saved our lives.
Interesting to hear your account, I bet the blood drained from you face when you realised what had happened! Well done to the pilots on getting it down relatively safely. I'm curious about something, minor detail really, but how long did take before you got your luggage back? lol
@@Assimilator1 Thankyou for your interest. In answer to your question. My hold bag and my bag and coat that were stored in the overhead locker were delivered to me by taxi two days after on the saturday. My glasses and my ipod and headphones which were in the seat pocket in front of me again delivered by taxi the following Monday. I live over 100 miles away from LHR
I used to work at Boeing and supported this investigation in the Fuel Test Lab shown around 22:00. It is located at the NW corner of Boeing Field in Seattle, WA. We built a simulation of the 777 fuel system and heat exchangers that chilled the fuel to various temperatures to cause ice crystals to form. We also made a special end cap for the heat exchanger that allowed quick removal so that photos could be taken before the ice melted. My job involved instrumenting the test setup and operating a digital data acquisition system to measure fuel flow, pressures, and temperatures. We tested for months to nail down what happened inside the fuel system. Your description of what happened is spot on as far as I know. Thank you for the great documentary!
@@Jethz Only two incidents out of 1000s is an acceptable risk for carriers based in ORD as they have risk management insurance and even a few dead passengers is an acceptable loss for my former carrier, even though they are preventable. Boeing was properly valuing every life. ORD carriers do not, as killing crew is an acceptable labor cost reduction in ORD. If they don't kill and only maim for life, it's still a win, as they can then fire you for being too disabled to fly. EXOSW was my department that tried to kill me 3 times as a cabin crew member. Passengers avoided death and disability because my face took the impact of bags flying like missiles due to a detached hinge, easily preventable, but they don't believe in science or orthopedic risks. I may be the only F/A that suffered a collapsed lung but my life was important to me and my family, in spite of EXOSW seeking to take me out, all legal in ORD.
You might wonder what happened to the plane after this? I did some work experience in the BA training department, and once the investigations team had finished with it, the training department descended on it like locusts. The doors were cut off and used for training the cabin crew (apparently real doors can be expensive and hard to get hold of). The seats were also used to refresh their training rooms. Finally, the cockpit was gutted, and its instruments used to upgrade the simulators, as apparently there were some newer instruments available in this plane that weren't present in the simulators.
@@therealax6my understanding is that simulators are an exact replica of the cockpit, instruments, seats and all, except the windows are replaced with screens. I even saw a video of simulators that are suspended on a pole and move based on the inputs on the instruments so it even feels like flying a real plane. I could be wrong and there can also be different types. Oh and there’s a small seating section at the back for flight instructors to sit and examine
My favorite thing about this channel is the examination of what regulations, procedures and actionable information was learned from each event discussed.
Also appreciate that the focus is not on shock value or dramatics, but on education, and explanations are simple enough for non-Industry viewers to understand and also helpful for flight personnel as well. This channel is not only interesting but I believe the only antidote to fear is education, and watching the videos has decreased my anxiety around flying that pops up occasionally.
Similar (but different ) to my perspective. Many of the incidents show the Swiss Cheese Model at work. Having worked a lifetime in software I know the reason for having checks for impossible situations. The software in these planes must be of extraordinary quality, well until something extra-extraordinary happens. I get a little frisson when a Mentor sentence begins "Unfortunately" or "What they didn't know" as the story unwinds. Congrats to Mentor for superb content and a low-key delivery that builds to the final "what was done wrong/right" and the future remedies.
The captain Peter Burkill wrote a book “Thirty Seconds to Impact” He talked to the controller after a month. The controller said he saw the pitch change and thought they were going to do a go around, when he heard the first word of the mayday call he pressed the crash alarm for the fire service. Even before the identity of the aircraft was given, and well before it hit the ground. The book has good lessons of how to deal with the media, and the company advice may not have the interests of the pilots in mind. Captain said the main reason for wanting to extend the glide was to get inside the airport boundary, as from all the accident reports and statics he had read about showed a much higher chance of people surviving inside the fence than outside.
@@landen99 My understanding is that the auto pilot raised the nose when the engines lost power, before the copilot (pilot flying) lowered the nose as the air speed reduced.
as a fireman I really like the mayday call that "early" it saves important time, getting out to a crashed airplane can take up to 2 minutes, cutting 25% of that off it is huuuuuuuuge
@@MultiChrisjb That was far away from a pan-pan. Whenever lifes are in danger it's a mayday. Though I could imagine that a pan-pan could also cause the safety crews to mobilize. For example an engine could have a failure and spilling oil but is still working properly. So the plane could land without any issues. However the spilled oil need to be investigated. So they have to make sure the runway isn't covered in oil, for example. Just remember the concorde case where a piece of metal that "fell off" of a plane prior the concorde was resting on the runway and made the tire of the concorde explode during take-off. So if there's a potential security risk that "is known", they will investigate. Unfortunately in the concorde case that piece of metal went unnoticed.
Like your comment @markus , 25% percent of 2 minutes is 30 seconds only, and you say it is huge when it comes to saving lives, this only shows how stressful yet valuable your job is. Kudos to you and to all people around the world doing your same job.
@@JamalOthman yeah imagine a fire, the cabin is designed to withstand a fire from the outside for about 3 minutes So the first action a fire truck does on scene of an aircraft fire is to shield the cabin from flames
This is one of the increasingly rare instances of a mechanical failure where the pilots compensated and prevented a worse crash. Kudos to a fine, professional crew!
@@spacelemur7955 A more accurate statement here is it tends to be unregulated, or poorly regulated foreign (ie, outside the US and EU) airlines that tend to have major problems, either due to corruption, or the complete inability of a country to adequately regulate their airlines. That being said, freak accidents do happens, or you have a 737 max situation, where things get out of hand. All of that said, crashes are insanely rare now, especially fatal crashes. Last I heard, you are safer on a plane ran by a US airline than pretty much anywhere else.
@@goldenhate6649 As YT doesn't permit outside links (😠), here is a title that does regional global comparisons: IATA Releases 2022 Airline Safety Performance You are correct that the US is very good, but incorrect that it outperforms all others. There are several regions that all have the same excellent record, but then there is Russia. (This data is in tables and is a quick read!) Best regards 🇸🇪🇺🇦🍻🇫🇮🇸🇯
do you have any data to support your claim "increasingly rare instances of a mechanical failure where pilots compensated and prevented a worse crash"? Or are you just shooting statements out of your ass?
Most the time they go after the low hanging fruit and blame the pilots. They have a lot less money to defend themselves than the manufacturer. I’m surprised they didn’t this time.
I was on a BA 747 flying in from Sydney that was about 60 minutes behind this flight. We got hit by lightning about 20 minutes out from Heathrow, the captain came on and explained that noise and assured us all was okay, then went on to explain that what we'd see in a few minutes when we were landing, crashed jet, emergency crews, etc... One of the more memorable landing approaches that I experienced.
"Don't mind the noise and the shaking. Everything is fine. Oh, and you'll see a crashed airplane when we're approaching the airport. Nothing to worry about. Cheers." - Not the most reassuring speech, I can imagine.
@@konstantinkh Typical British Airways, from the people that brought you "We have a small problem. All four engines have stopped. We are all doing our damnedest to get them going again. I trust you are not in too much distress."
After it's established that nobody was killed, it's true that those things start to look more and more important. Those would be long and expensive works, taking out a runway for several days.
No lives list? Great, you got lucky today and are free to examine the damage and count your coins. Wich is mit entirely unfeasable, after all it is what keeps thousands of people paid (fed/housed/entertained) in only your Airline....
@@nadineblachetta3202 Engage brain then type. Not whatever that is. As for the Heathrow appreciation gag... 😂 Nice. Cold, mostly true, but hella funny.
This channel is so addicting. I have been so fascinated about flying right from the first time I travelled in a plane 40 years ago. Every time I flew after that till date, I am mentally with the crew in the cockpit visualising all that they must be doing, needless to say, always sitting behind the wings. This channel really is such a wonderful gift to anyone with that aviation addiction.
Really interesting. So nice to be talked to like a normal educated adult. No drama, no showing off, just fascinating and well presented information. Thank you.
This incident is a textbook example of keeping calm in the face of adversity. Nobody had experienced an incident like this before, but when this flight crew did encounter it, they did what they could to not only prevent a catastrophic accident, but also save the lives of everyone on board. It was an extraordinary feat of flying
The ATC recordings are absolutely amazing. The response was extremely professional, efficient, and conducted in a very quick manner. It was said that the passengers were exiting within seconds and emergency services were there within a few minutes. All of the training, rules and procedures that are in place worked absolutely perfectly to overcome what could have quite easily been a major incident. This incident ought to be taught as the gold standard for emergency response, if not already. The passengers on board owe it to the skill and professionalism of all involved.
Only one flaw in the ATC, in the sudden change of the state of play, the ATC funneled used the wrong callsign. Luckily, it wasn't another active callsign, but the training was so untrained, that the training incident callsign was used instead.
Your animators are absolutely insanely talented. You can talk about the specifics of fuel and water interactions, and engine systems - and the animators make it visually understandable to layman like me. Incredible.
I loved how the pilot mentioned how he felt the weight of the “bars” on his uniform, for the responsibility he felt to save the plane with passengers & crew, the way he put it gives you confidence in your training.
I am not a pilot but I simply cannot imagine how difficult it must be to intentionally pitch the nose down when you are just a few hundred feet off the ground. It is so counter-intuitive. Training must transfer the response to muscle memory so you do it without having to think about it. Great job by the pilots and crew.
It's just good training. Stall, nose down, power or not. If you are coming in short, more power if possible, do NOT pull back on the control column. I demonstrated that when I was 15 years old. I can only attribute it to having spent so much time while growing up at the airport with my Dad and sister. My Dad had a 1966 Cessna 210 and loved flying. He also made us wash and wax it. If you get it in your head the four forces acting on the airplane, you can make these judgements in a heartbeat. If you are short, you need speed, not altitude. My interpretation anyway.
@Peter Evans SUMMARY: Armchair engineering expert blames airframe manufacturer for engine manufacturer's oversight. Congratulations...any other valuable insights you'd care to share with us?
@Peter Evans Except (1) & (2) You blamed the aircraft manufacturer rather than Rolls Royce (to whom the recommendations in the AAIB report, with which I am familiar, were directed) suggesting it is your comprehension skills which are at fault...even assuming you bothered to read that report... And except (3) it is clearly you who are making arrogant assumptions about engineers, if nothing else, and finally (4) Except...I did...for well over forty years...Goodnight children...
I used to think that the "reenactment" videos were more entertaining. But this guy is such a great narrator and great educator. The video production and the way he shows everything is so well done.
Your style of presentation is perfect. No drama or ego massaging. Facts delivered in a concise and an interesting manner. I’ve subscribe and thank you for entertaining me. I’m not an aviation enthusiast, just educated person with an enduring mind who is fascinated by these true life events. Let’s face it, any of us who fly regularly could find ourselves in these situations.
@@MentourPilot Flying was the finest career I ever had and love aeronautical physics. I was cabin crew for 3 different carriers. The 1st two were much safer, as they were smaller and couldn't afford risk management coverage of preventable accidental deaths onboard like my last carrier that maimed me for life to reduce payroll costs.
British Airways - The most knowledgeable, experienced, calmest, collected pilots and crew ever. They are always composed under pressure and quick thinking problem solvers. There are more luxurious airlines with lavish food and service but BA will always be my first choice wherever possible. I always feel safe with them . Proud BA Gold customer for life
Remember when a BA passenger suffered a pneumothorax aka collapsed lung? Drs onboard popped the air bubble in her lungs with a coat hanger sterilized with brandy? BA gave the Drs an award. American carriers let the passenger or crew die, legally, as the 5hr jet fuel expended to return to Heathrow is too much cost and death benefits are cheaper. All Americans are on somebody's spreadsheet as human capital, allowed to be liquidated when necessary if the loss of capital (jet fuel) is greater than the death benefit. I was a Flight attendant at LHR and my lungs collapsed over Iceland. Dr onboard said to land at Keflavik or return to LHR to save my life. United Airlines said JFK. The DR said tell UAL Ops JFK will kill me. The purser did and UAL said JFK. Mt Dr was shocked and couldn't understand why I smiled, as I couldn't laugh with a collapsed lung I couldn't speak either. The Dr told the Capt the risk, and then turned to LHR and I went to Ashford. Killing employees is allowed in America as SCOTUS made clear. I think it's wrong and preventable but it requires UAL and AFA to accept science and male-specific health risks. Cabin crew unions were conjured by women for women and they never adjusted the risk profile, so MRIs are denied legitimacy for cabin crew at United Airlines. They prefer faith healing.
I have traveled the world on some terrible airlines as well as some good ones as well . No matter where I am and I get on a British Airways flight I always feel “I’m home”, and I can probably get some sleep knowing all will be ok. Some carriers have better looking planes/cabins and younger prettier cabin crew (sorry BA), but you just know BA crews are as good as they get in an emergency. They can’t make coffee to save themselves but they will always get you home.
Hmmm, I have taken a lot of different European companies (and also internationals, but the European were literally like a taxi for me), I would say, that I have always really BA too, never had one issue with them, even with the Customer service). With Ryanair once, my hand luggage was weighter, and it was 100 grammes too heavy... And then the most ridiculous thing happens, they wouldn't let me pass, so I opened it, took a book, put it in my pocket, look at them, we redid the weight and they were feeling a bit absurd obviously and had to let me pass, because the book took of the weight of my luggage, and they couldn't weight me... I do not like Ryanair. (and Ryanair have crashes on their career and yes the landing is never great). Always, preferred BA (I had essentially: BA, Ryanair and easyjet at the times, but some other too, but didn't take them so much.
It's interesting you make this comment. I know nothing about flying, but I am analytical, a keen observer and intuitive. I've always preferred to fly British Airways for decades. My preference for British Airways goes back to the early 1970s.
When s**t is about to hit the fan blades it's amazing how fast your brain can run a million computations. This Captain did the only thing he could do. Minor adjustment of flaps and ease nose down. ANY thing else would have been wrong. Well done. A firemen made the comment that issuing Maday asap helped get fire/rescue going. Turning on APU very smart.
Isn’t it’s the same what Captain Sully did during his ditching? I wonder if he discovered this step from this exactly incident a year before, coz they said it wasn’t in the manual
Technically your brain runs slower than its absolute maximum normally to avoid placing stress on Neural tissue continuously, but when the hormonal cocktail that is fight or flight properly activates it flies through sensory input and cognition at full speed. Amplitude of Neural Oscillations and Conduction Velocity along Myelin Sheaths skyrocket in size and speed, which is what causes time to seemingly slow down in life or death events
23:40 The exact reason was found to be that the "tiny fuel pipes" in the FOHS were protruding about 5 mm out of the face of the filter. This hampered the heat exchange enough that when these circumstances came up, the ice ended up clogging the filter. The redesign was to remove these protrusions, making the tiny fuel pipes flush with the face of the filter. Now when the ice tried to clog the filter, it was in contact with the hot face of the filter itself, forcing the ice to melt much more quickly.
I remember when this happened, and then the explanation of this when the report came out, and vaguely the redesign. Thank you for bringing bag that foggy memory.
Oh that's interesting; do you think they designed with the protrusions for this scenario? Theory would be that the ice slush could build up 'beyond' the inlet and fuel flow would push it past the inlet - and rapid change in fuel flow demand would cause that pocket to get sucked back into the inlet?
One thing that's really worth listening to is the ATC recording around this incident - it's absolutely amazing teamwork (google "British Airways Flight 38 Heathrow crash ATC recording") you can actually hear him telling the captain that he's transmitted the evacuation on VHF (complete with Sir!) only a couple of aircraft had to go around! I think this crash was one of the best examples of airmanship. All the maxims of "fly the aircraft into the crash" and "any landing you walk away from" in truth. (Miss the dogs!)
And one other aviation saying I learnt while flying Hang Gliders: "Take-offs are optional, landings are mandatory" Very true when one runs off a ramp a couple of thousand feet above the ground! I hated take-offs and loved (and was very good at) landings LOL In a Hang Glider, at take-off, the wind a=can suddenly shift if a thermal comes through, destroying any lift from your wings, dropping you that couple of thousand feet. On landing, you have a better chance of landing, even if you have to push the nose down ...
@@seanthompson258 assuming you're not trolling. The thing is if you live on a sphere then if the sphere is sufficiently large then it appears flat. Aircraft do actually pitch down slightly during the course of a flight (although down is not really the correct term as the direction of down changes so that the aircraft always remains perpendicular to it but there is a ventral curve in the flight of the aircraft. The radius of the earth is roughly 6300km, aircraft cruise at about 450-500kts so about 900km/h, if we say the radius of the earth is 6000km then 2xpixr = 12000 x pi kilometers all the way around the earth (360 degrees) so an aircraft would be changing it's attitude by (roughly) (900/12000pi)*360 degrees per hour, that's 0.02 degrees per hour. So as you say the pilots always keep the horizon level (or more accurately they always keep the nose of the aircraft at the correct angle of attack so that the direction of motion of the aircraft is towards the hoirzon), doing this manually they will be pitching the noses down about 0.02 degrees per hour (far too small to notice given all the other disruption to level flight). Similarly when it's done by autopilot it's too small/slow to notice. So here are my questions for you, why can planes fly north from Europe to Asia, also fly east from europe to asia, east from asia to north america and east from north america to europe? Why does the angle at which the pole star appears change as you fly south? Pilots have used this fact to navigate across oceans (Infact Alcock and Brown only had a few glimpses of stars on their whole journey across the atlantic). Why are some constalations - such as the Southern Cross only visible in the southern hemisphere? Why do low pressure weather systems go anticlockwise in the northern hemisphere and clockwise in the southern hemisphere. Why can you calculate your longditude by the Why are there spring tides and neap tides, why are there seasons? If people have been told to lie about this, why has nobody come out to tell the truth or prove that they're lying? Why would it need to be secret if we were living on a plane? How can you calculate your longditude from the angle between the moon and the sun? (Sorry Peter!)
You actually don't have to look any further than at your bathtub as it drains. Water goes to the East in the Northern Hemisphere and heads towards the West in the Sothern Hemisphere. The earth's rotation and the direction of the pole pulls it - the same directions hurricanes spin . Planes go to the IDL and then flip over the flat edge like a the Earth is a pancake? Also in your theory where does the moon go when you cant see it? Also have you never notice the stars move in an arc - reflecting the arc of your movement in space due to the Earth's rotation?
@@bradsanders407 I was wondering the same thing. I have a minimal amount of technical knowledge of aircraft but I understood Petter's explanation of the fuel/water situation and how the fuel oil heat exchanger works and could get clogged with ice, causing the engine rollback. Nothing was gibberish nor did I think that Petter was talking down at me.
I've listened to the recording of ATC / Tower, including their calls to the airport fire service etc. That controller deserved praise as well for how he handled such a quickly unfolding situation
I’m not a pilot but find ur examinations and explanations incredible fascinating. If an average pilot is only half as smart as you it gives me great faith in air travel. You my friend are an inspiration.
I was on shift in the Heathrow control centre when the mayday call was relayed to to the controllers by ATC. Amazing how quickly things are put into action.
All the expense and training and standby personnel. In the eyes of the MBA's, it's just a "waste of money" that "negatively effects share value." I'm sure if they could, they'll figure out a way to maintain emergency staff in Bangladesh and fly them in last-minute when this happens next time!!! It's not like major things happen that you should have been ready for - like global pandemics, for example! The US has turned medicine in to a "business," so we were woefully unprepared after closing so many hospitals. Empty hospital beds are so very bad when you're an executive trained in bean counting, and not a health care professional, trained in medicine. Not so bad when you're a citizen and patient! "Lean and mean" is great for the ten executives buying Ferraris, but not so good for the millions of patients left high and dry.
I was on shift at Terminal 4 and in the Arrivals lounge and all of a sudden was told to evacuate due to an incident. Soon seen on the TV what was happening. some of my colleagues were at Hatton Cross and saw the plane crash land and literally just made it over the perimeter fence.
This might be real weird but I was deathly afraid of flying to the point I needed to be medicated to get on a plane ( despite having flown over 20 times 😂😂😂) but since following this channel I’m completely ok with flying now.
It takes a large number of bad things to happen for a plane to fall out of the sky. Think about all those flights where nothing goes wrong and all those flights where only n-1 of the n things necessary for a crash happened.
Same! I found his channel shortly before going on a plane abroad. I hadn't been on a flight in years but the last few times I went on them I had panic attacks unless I took medication. I was terrified of flying. But Petter is amazing at describing these accidents in a way that has them make sense rather than freak accidents, describes all the precautions taken to reduce accidents, and how safely planes are built. First time I've felt calm on a plane.
@@hb1338They were n-1, or n-2, or n-X of the n things necessary for a crash. There are often more than 1 or 2 things necessary for a plane to crash and nothing going wrong at the same time.
Totally get it I am way less afraid of flying now then I was before discovering Mentor Pilot, aviation is like my dream industry, the way they implement change is excellent e.g how thorough investigations are, the training, insistence on getting proper rest, checklists, proceedures, I'm a Business Analyst so it all sounds so good, the tech industry could learn a lot from the aviation industry!!
I am a retired marine engineer and found this fascinating, well presented and far more worthwhile watching. Another watcher just hit the subscribe button. Thanks for posting.
@@BrainScramblies Mate, I'm not sure if I follow you to be frank. The last thing I think of when it comes to this channel is the all-glitz-and-no-content style of videos you alluded to. It's absolutely unfair to take the man down just because he is making... *gasps* high quality content, that's well-made, well-packaged. If his videos are all about the packaging and no insights, then I get your gripe; but no, his videos are consistently some of the most knowledgeable and insightful content out there (Captain Joe is the only other person that is on the same level with Mentour, in my opinion). I have nothing but gratitude for Mentour.
I agree and i think all youtubers should make money. But the ads an mid roll sponsor are getting extremely distracting. I usually unsub to channels that do this.
If you made an entire channel dissecting plane crashes and case studies, I would watch every single video multiple times. I LOVE these, and you put so much work into them!
One of the many things I love about this channel is that it appeals to all types of people, laypersons like myself, but also technicians engineers air men crew members and even passengers who add so much great information and context in the comments.
This is one of my "favorite" accidents, right up there with US1549. Really cool-headed crew, and I'm not sure any human could have done any better than they did without a crystal ball.
As a senior cabin crew member with countless hours of accident/incident investigation, grateful for your emphasis @21:07 that passengers should *never* retrieve personal items during evacuations. Our industry has a long way to go before properly educating public about this risk. Depending upon the severity, survivability may depend upon seconds, *not* minutes. Therefore, all avenues of reinforcement is greatly appreciated. Excellent work!
Perhaps the best way to encourage passengers to leave their belongings is by giving them information. Specifically, is theft by emergency crews or anyone else a common issue after crashes? How long after a crash with a mostly intact cabin like this could the passengers expect to receive their belongings?
I’ve always thought why can’t airline manufacturers put in place electronic locks so cabin crew if time permits, they announce that all over head lockers are locked to prevent people from trying to retrieve their belongings in an emergency.
@@manfredseidler1531 go look over the Stbd side of your ship at the nav light, or on the tip of the right wing of aircraft. green. the other side is red. i'm retired USN. if you're mud-flat fleet, find a BM to show you--if he doesn't laugh himself sick, first.
Man, I love the way you structure your videos. You give enough exposition aforehand to make viewers think about what could have gone wrong. Yet, you leave enough ambiguity that it's not obvious, so there is no premature resolution. It's a very effective and engaging format.
I am not a particularly good flyer and so I avoid anything to do with "aircraft accidents", however I live a few miles from a former military airbase which is now a civil airport, the explanations given in these videos are excellent, there's no needles drama and everything is explained in detail that most will understand, your calm manner and delivery is perfect, once it is a little safer to travel abroad I will be looking for destinations and flights, this is something that I haven't done for about 10 years, but thanks to how you present these videos I have never felt so confident about flying. Thank you for the time and effort that you put in to explaining everything so clearly, it is much appreciated :)
While I dont suffer from flying anxiety, I think watching these types of videos would be a huge help to most people that suffer from it. There’s so many videos with everything from total engine failure to gear malfunction, but they all show how a mix of tonnes of backup systems and the insane skill of airline pilots and ATC, can make for a happy landing still. So many things can go wrong (all with incredible low chance of happening in the first place), and still an airplane is able to land safely. And its not just commercial airplane, but smaller private airplane (in other ways) can do it too. The vast majority of aircraft emergencies end in no fatalities. Thats pretty amazing. Hell, even passengers with no flying experience at all have landed airplanes!
Pilots have amazing skills and I have the greatest respect for them. My daughter and I survived landing on a runway where another plane was taking off. The weather made visibility extremely difficult and I noticed the pilot held low altitude instead of landing and then full thrust to the left of the runway. I remember thinking that I hoped ATC had cleared traffic. The cabin was completely silent, nobody spoke or cried out. After we leveled off from climbing, the Captain told us that there was a plane taking off on our runway. Amazing save by quick thinking pilot! The Captain was by the door as we left the plane and I had to shake his hand!
@@carolpate1303 very minor nitpick on your story: you say 'survived', but I'm not really sure if that's appropriate? Involved in an incident, sure, but it considering there was no actual crash your actual survival doesn't seem to (fortunately!) have really been in question. The reason I'm saying this is because I think how we frame things in speech really does affect how we think of it, and thus using less emotional words can help the experience be less traumatic, too. Anyway, that being said, I would myself have loved the opportunity to ask the captain; "so, on a scale from 1 to 5, where 1 is 'I saw that mf'er a mile away' and 5 is 'code brown in the cockpit', do you require a change of underpants?"
I actually met the Pilot Peter Burkhill on a flight from London to Nairobi around 2013. I was ten and he gave me the flight plan and weather and signed it too at the end of the flight!
@Stellvia Hoenheim I promise to god I'm not lying I know it sounds fantastical but seriously I would send a photo of it if I could. I still look back and am amazed to this day.
It's really impressive how they managed to keep as much control as they did. That in and of itself probably saved lives - controlling the crash and keeping it from turning into a massive fireball.
I remember how the Air Crash Investigation episode on this specific flight fascinated me. You have done an amazing job explaining in much more detail the events that occurred. Great work.
One little detail. This incident shows perfectly why passengers should be in their seats and strapped in for landing - that certainly saved some injuries.
I'm a scientist/engineer. Stating the obvious is a natural inclination. Forgetting the obvious is one of the most common mistakes and so often leads to failure/death/disaster, etc. Like forgetting that kerosene or petrol is like flammable duh! BOOM!
Honestly this incident is just as amazing as the miracle in the Hudson but never seems to get any recognition that it should. I know that the pilot did not want the attention but still. Amazing!
No, this was something that happened without warning and with no options given the built up area immediately before the airport perimeter. The flight crew of 1549 spotted a massive flock of Canada geese from 20 miles away and flew into them.
@@BibtheBoulder well I would like to see what you would do in this situation. Seems to me people like to belittle what other people do as they can’t do it themselves.
@@BibtheBoulder that’s your assessment, but you don’t know anything about flying. They did receive a number of aviation awards from different independent bodies for what they did do.
@@BibtheBoulder 2 things. Moving flaps prevented them from striking aerial masts, potentially saving the craft from a bigger accident and even fire. 2, pitching the nose forward to prevent stall even tho he knew it t was crashing stopped the plane dropping in an uncontrolled angle which would have certainly had fatalities. Are you disputing that?
This is a well described explanation. Whilst containing some technical detail, it is put across simply and suitable to be understood, even by the most amateur of us aviation aficionados. Thank you Petter, always love to watch your output, delivered very much in the manner of how I imagine you must fly your passengers, calmly, precisely and enjoyably.
Hasn't this captain gone on record as hating the airline industry since he was shunned at work and nobody else would hire him due to being an accident pilot. There had been an early rumour he had frozen up and failed to do anything to save the aircraft and his company wouldn't speak up to put them right. Despite being generally praised for his actions on this flight after the fact?
@@gregmarking6716 The co-pilot was the pilot flying for the entire approach. Unless/until the other pilot says "I have control" or "My aircraft", the pilot flying remains the pilot flying even in an emergency. The captain did not "shut down", he continued in his role as pilot monitoring as with that little time left to impact attempting a handover would have been very dangerous.
@@PassiveSmoking When I understand this right, he didnt just "not shut down", he also started the APU and changed the Flaps setting. To me, that seems like the absolute right thing to do and the opposite of "Shutting down". Especially starting the APU in case of an unknown engine failure. It has no downsides (except for a higher fuel use, and thats irrelevant in such an emergency) and makes sure that whatever Engine problem you have you wont loose electric or hydraulic power. So the Captain showed that he understood his role (as Pilot Monitoring) and understood his aircraft and its systems.
Excellent video, well made, good narration, no music just facts without all the fuss and drama and no click bait...Really very very interesting. A friend of mine who is now a very senior pilot at Easyjet and it was very interesting seeing him transfer from one type of aircraft to another before his current post and what was required. He underwent a huge amount of training, simulations, interviews etc, He was already a Pilot at that time for Easyjet and had been for a while, He's now in his early 30's. His Father was a senior BA captain on long haul and had just retired so flying was in the family. My friend one afternoon about 5 years ago asked for some help, he had created a set of about 600 flash cards , on the front a question that would possibly be asked and on the back the correct response. I spent about 5 hours with him going through the entire box after shuffling them over here in spain one sunny afternoon. Needless to say his attention to detail is incredible and from memory I don't believe he got one card wrong. I learnt a awful lot about the Airbus he now flies, procedures and information that is passed to the crew. I now understand just how much you need to learn as a pilot and how well versed you must be in mathematics, engineering , navigation, computers, yourself, flying and of course people skills. I was astonished at the level of detail that is needed and what they had to learn. I can see why the salary scales are what they are , Its also a shame that a lot of people do just think pilots do get tarred with the "bus driver" attitude that I sometimes come across, Its clear that these people have absolutely no idea the level of training and professionalism that the pilots underdo. They are worth every penny in my book. I haven't flown for the last 14 years due to a number of factors, however I needed to return to the UK for a few days and flew back with BA direct from BCN to LHR, It was a perfect flight, no problems, the Captain and First Officer kept us up to date and it was interesting to see how much things had changed since the last time I had flown. I have to admit it was a pleasant surprise flying BA, its very much nicer than the budget carriers and it is worth the extra money for the comfort, the pilots though are still trained the same way whatever airline to a fashion, after landing at LHR and deplaning I had to wait for a wheelchair and the flight crew were just about to leave when the Captain asked why I hadn't been picked up and he immediately phoned the control desk and rustled up the wheelchair people. It was nice to have a chat with them. You don't just get those stripes on your sleeve for a bit of training....You are people persons as well as everything else. Thank you.
I have seen lots of documentaries on this crash and know the cause in details.... Yet I am seeing your video just because how you explain the things.... 😁
@@MentourPilot your analysis is excellent and you always deliver great lessons for other pilots (which is often missing from national geographic’s series)
@@MentourPilot Can you explain why fuel cannot be heated to say 20 degrees before departure in icy conditions avoiding wing icing and on descent from very low temperatures into Heathrow? Surely it wouldnt use too much fuel to ensure safety with powerful heaters for a short time.
As the aircraft approaches that runway, it passes over a large petrol station & the A30 dual carriageway, which is a busy thoroughfare into London. It is considered that the Captain was also conscious of those severe hazards too. I lived in that part of the country & saw the aftermath, some 2hrs after it happened. People in the fuel station & locality were still shaking from what was a near miss. The Captain & crew were heroic.
For those who don't know, the A30 is the major "A" road (non-motorway) from the south-western direction into London. Not only is there a fuel station nearby, and the main A30, but Hatton Cross underground (tube / subway) station. IMHO The crew did a superb job to avoid hitting any of these "objects", and one of which could have resulted in significant injuries/deaths if hit by the plane
I've seen a bunch of your videos on plane crashes and the way you brake things down has actually made me more confident instead of worried about flying
IDK about you, but knowing that an ice crystal can break your leg or even kill you doesn't sound like something that can make me less worried. I have been watching these videos regularly for many years now. Before, I was scared of flying because I didn't know what could go wrong. Now I'm scared because I know what can go wrong.
Mentour, you have re-ignited my passion for aviation. Your deep knowledge of not only how to control an aircraft, but your understanding of the physics of flight itself is very appreciated. It’s very evident you have massive amounts of pride in your career. I wanted to become an airline pilot but unfortunately due to medical reasons I am unable, so watching your channel brings me lots of joy, learning from the best there is (you!)
Competent, well trained and calm pilots will always get the best outcome possible of whatever situation lands on their laps, is what I learn from your videos.
Great job on communicating the factors of this flight. Excellent job of presenting information so us lay people can understand it and not so much detail that it's overwhelming. I really liked the breakdown of the performance of the pilots. I was rooting for them to get thumbs up - and they did!!! So glad it just resulted in a few minor injuries and the one man who had a broken leg.
If I remember correctly, it took an awful lot of time before they nailed the problem with slush in the FOHE.. a not-so-nice waiting time for the flight crew. For a next episode, the Taipei ATR crash is interesting because of the human factor, an anticipation bias leading to a faulty (and fatal) decision.
I love these success story videos even more than the crash and failure ones because the crew competentce is satisfying and impressive and there's (almost always) a positive ending... while still bringing the educational value and drama of the disaster ones 👏🏻
I’m truly amazed with the pilot’s thought to lower the nose when it’s so instinctive to raise the nose when you find yourself in this situation to attempt to float the airplane to a safe landing. Bravo to a good call!
Technically, it should be instinctive to lower the nose in all situations of an incoming stall to counter the lost of speed. But in cases of lower altitude, fear of hitting the ground is what would prevent a pilot from doing so, but in this case, the pilot didn't let the fear of hitting the ground take over and instead followed what he was taught. However, it's worth noting that in not every situation, should you lower the nose if their is an actual risk of hitting the ground, in those cases where you're sure following your training would be deadly, those are the times where you don't do so and instead try to level the nose.
The FO nosing down at the stall warning just shows that even some of your earliest training in flight school forms the foundation of your flying throughout your career.
It might be a good idea for all pilots to fly a glider now and then. It means that 'air flowing over the wings' becomes the first priority before coming close to the stall.
@@ryanhaart If only Bonin and the rest of the crew had completed a full night's sleep. Bonin was a freaking novice with barely 2K hours of flight time. He was in over his head. I also blame the aircraft. What is with control columns/handles that operate independently of each other? Bill Palmer's books is so incredibly helpful in understanding both the human and the aircraft design components. I suggest that it sounds like the Captain over relied on the plane's computer systems to fly them home. From Rio to Paris? Over the ITCZ?
I appreciate that this series of videos takes the time to teach us about critical airplane and airport systems. It adds so much more depth and understanding when the circumstances of the incident are explained.
If I ever am boarding a flight in the future and see Petter boarding as the pilot... I think it will be the most relaxed I've ever felt before a flight. 😇
As a chemist: Suspension - solid particles in liquid Emulsion- liquid particles in liquid (non mixing fluids such as oil and water) Fog - liquid (droplets) in gas Smoke - solid particles in gas Gas in liquid in stable form - foam Gas in solid also referred as foam (and I'm not sure if porosity considered as gas in solid)
That decision to change the flaps. Fly further, and avoid the antenna, and to get the nose down and overcome his natural instincts. Brilliant crew in that extremely stressful no time to panic scenario.
I highly recommend listening to the ATC from this incident. It's absolutely incredible how and professional it was and how obvious that ATC and the pilot were themselves in autopilot and instinctively following their training, which itself causes a couple of minor errors, including using the call sign they use in the simulator.
When I first read the title I thought: "ok, just another accident report. so what ...". But when you started talking about the fuel temperature and the influence on the accident, you caught my full attention. I never heard of that before that this can be a reason for an accident. So.. excellent talking about that incident. Every day we learn something new :)
Not only is fuel temperature critical, also for those who are not pilots, specifically, those that fly jet aircraft at high altitude, the temperature of hydraulic fluid is also critical, where hydraulics are used for flight control systems, There are advantages to both hydraulic systems and fly-by-wire systems. Though fly-by-wire do not have that responsive tactile feed-back
I can't even watch TV shows about things anymore. I love how you're straight to the point, it's all facts and you only elaborate on the facts, there's no acting or reenactments. Great Content.
The ATC controller was on top form that day too. He was watching the aircraft coming in, saw the change in aircraft pitch, preempted the crash and hit the crash alarm before the aircraft even hit the ground.
The only thing missing from that landing was the "brace" command to the cabin, but I can't blame them, both pilots had more important things to do in those 30 seconds. On a different note, I find it interesting how short distance they travelled after touchdown.
This is connected to the bounce - I assume they had too low speed to properly flare the aircraft. In normal circumstances you use the speed of the aircraft to level the flight (decrease vertical velocity). When you are too slow, you cannot do that as wings do not provide enough lift. The bounce moreover caused gear failure, so the aircraft was sliding on its engines rather than the gears.
I thought about that. But who would have reacted? Passengers get instructions in case of a foreseen emergency landing. So everybody is prepared to do what they were told. But who would do it and know what to do when expecting a normal landing? The only ones who could have benefitted were the cabin crew. But even they were unprepared. But to give this some credit there would have been a chance to better prepare no matter how much. The crew but definitely close to zero passengers.
Makes me proud to be British. I worked for several airlines in the UK/US many years ago and unfortunately they all experienced tragic crashes. I’m glad this one had a positive outcome in that it resulted in an engine change. An expat watching in Florida.
Another amazingly detailed description of events, made accessible for the layman without dumbing down. Also I really love the port and starboard cushions in the shot.
I've watced like 20 of these videos the past few days and I feel like I'm watching lectures by a very good teacher but without the pressure of looming examination. Thanks for reminding me how fun it can be to learn new things!
I only found this channel recently and I love the detailed explanations. It's very difficult to break down a technical topic in a way that is interesting to both experts and people with no knowledge of the field (like me), and you do that very well. I've now watched about a dozen of your videos and it's amazing to see how quickly a bad situation develops, and how little time the flight crew has to fix them, compared to the many hours the planes are just flying along with no noticeable issues. I have so much more appreciation for pilots now, thank you!
I actually spoke to the captain burchill on a flight from Spain to Heathrow a few years after the accident he was Travelling to work for a flight the next day to Houston a really nice guy he and his family went through a hell of a lot till the root cause was find why the engines reverted to idle on short final if you get a chance read his book
New to the channel but have been binge watching the last couple of days. Your ability to make aviation understandable for laymen like myself, truly a gift and delight. I’m just glad we haven’t started flying cars yet as we are very, very, very far from adding another dimension to driving.
I've now watched several of these incident reviews and analyses. They are all outstanding and educational. The preparation and productions are first class.
I always like the success stories in aviation. If they lost power even a minute sooner it would have been a very different ending. The timing of the lost power and the pilots adjustments really is what makes this a miracle.
Clogged heat exchangers are a common risk in the refrigeration industry I work in as an engineer as well, but ironically usually not for ice. Fascinating story! Over the past couple weeks of covid isolation you’ve definitely earned a subscriber and fan.
About the Ram Temperature: Fun fact, the very high temperature experienced by spacecrafts reentering the Earth atmosphere is due to compression, not friction.
F1 cars always talk about skin friction and try to reduce it by lowering the surface area of the car....now I get why the space shuttles are basically a brick falling down the earth..... heat transfer by compression is relatively low in F1 speeds 330kph but more significant in shuttle speeds 14000kph guess.....
ram means compression, ram jet engine works on changing pressure from dinamic to static, due to high speed of air, pulsating ram engine can work on low speed because oresonant pulsatiom but must have valves, but space craft is heated up because of friction of air on spacecraft skin, whole spacecraft is hot leading enge the most, high speed air acts as sand blast it grinds skin
With almost 40 years of commercial experience I say..Job well done!! Without the pitch reduction by the First and the Captain selecting flaps 25, there very likely would have been many, many fatalities as the 777 was shredded by the approach lights or stalled and cartwheeled. They earned their salaries for a lifetime that day. Fantastic job under extreme conditions.
Sounds like this crew did everything right and there wasn't much else they could have done that would have resulted any better. Losing both engines on approach and at the last minute is a difficult thing to recover from.
@@danielsteger8456 You have to wonder if flaps 15 would have given them a pinch more glide distance, by reducing drag. I got into a situation once like that in a Bonanza and raised the gear; gave me more glide distance. Then dropped the gear back down just over the threshold. A bit hairy, to be sure. (Not a scratch!)
Can we all take a minute and appreciate the absolute miracle that is modern aviation...I mean, Ice crystals, water, engine failure, birds, and everything else that needs to be thought about and problem solved...the amount of engineering and the absolute brilliance of the pilots is literally a modern marvel. Holy crap
Get 20% discount on the yearly subscription of Brilliant by using this code 👉🏻 brilliant.org/Mentourpilot/
They got lost of engine thrust cause of that icy particles. So the engines had a partial cut off of the fuel intake needed to run properly. Really crap situation :|
The fix was so simple no redesign. But the tubes was proud of the face of the heat ex changer there was a couple of millimeters protruding and this did not allow to warm up the fuel it covered the ex changer preventing the fuel going through so they took the two millimeters so it was level with the top of the ex changer now it will melt the ice now. Like i said simple fix. Also i think British airways was not good with Birkhill and he had trouble with them. Which i find disgusting not his fault the fuel system was at fault so it is the airplane maker. Disign no good. Also Can you do the accident with air Transat that one is very good even the pilot and first officer was very good. Especially using the air ram. As i studied aircraft and got a lot of knowledge as when i fly i always take a picture of what i am flying in. Also when i get on a aircraft i count the seat backs from the escape doors so if i can not see i know how many seat backs to the door. In case of a crash.
Couldn't he switched flaps to even lower degree, like 10 or so?
I'm not a pilot at all and I have quite basic understanding of avionics from flight simulators, but first thing I though of - release flaps and try to fly forward, reducing glissade angle. And then you've said the pilot did almost that - reduced flaps and realigned airplane.
But what I don't understand is why won't reduce flaps further to reduce drag? Or that'd increase stalling speed and therefore airplane could just stall and fall uncontrollable?
The point about flaps and slats. Slats are on the leading edge and flaps are on the trailing edge. Could not drop to lower flaps as they keep you flying too less flaps it would fall to the ground a lot faster as flaps and slats keeps you in the air at slow speeds if you decrease them too much it will just loose lift and would have dropped on the village or the a road. That is why he dropped them just a little. He could have gone to idle with the engines but the trouble is he was too low. As if he was a lot higher to clear the blockage you go to idle and then it will clear. That is what the American aircraft did as he was at a higher altitude. I know nearly ever part of an aircraft and where they fit on an aircraft. Studied them for about fifteen months six hours a day. Also flew a 737 on a proper simulator.
@@ianbintcliffe5633 I found a great source online for mayday etc that is usually blocked on you tube. One of the crashes was because they forgot to extend flaps on take off.....like first day of training stuff...everyone died....
Wow, this is like air crash investigation; but without the fake drama, bad acting, overly long suspension and 15 minute advertisement breaks. Love it :3
That drama part is real fun though tbf
@@SuperJohnny333 It's totally ridiculous but it is entertaining to watch
You get a mini lesson in the physics of flying also, not to mention the 20/20 hindsight decision making review.
@@Guevara1015 I found the acting got worse as the seasons progressed.
They also repeat themselves after every ad break, incase you forgot what they just said a few mins ago...
I was actually on this aircraft at the time of the accident in seat 28c an aisle seat. It was a great flight back to Heathrow. We were early arriving, so feeling good. There was no warning of the accident. At the time of impact parts of the ceiling and the bulkhead fell down. The noise was very loud , then silence, and the lights went out. I thought to myself that the pilots going to get a bollocking as the landing was very hard, I hadn't a clue. A number of passengers from the cabin in front had obviously seen what had happened and came into our cabin, shouting we must get off. The small young stewardess sat next to the emergency exit took complete control shouting stay were you are sit down. The captain then came on the tannoy with the words "Evacuate Evacuate". Again the young lady reacted quickly and opened the emergency exit shouting "Go Go". My exit was just behind the port wing and was slightly skewed due to the broken undercarriage, so one had to adjust direction as you went down the slide.
We were corralled away from the aircraft by the superb professional crew. It was then that it dawned on me what had happened!!
I had nothing with me as it was on the aircraft. When the door was opened the smell of the fuel was immense, so priority was to get off. However I was able to borrow a phone from a kind dutchman and called my father to tell my family that I was ok, and not to worry. After a number of hours we were released by the authorities. I have to say BA were immense in their care afterwards for which I will always be grateful. I was able to meet Capt Peter Burkill a few years later, and was able to thank him. To take 5 degrees of flap off saved our lives.
Interesting to hear your account, I bet the blood drained from you face when you realised what had happened! Well done to the pilots on getting it down relatively safely.
I'm curious about something, minor detail really, but how long did take before you got your luggage back? lol
Love your story, I think of it as a moral your story...Ignorance is bliss🙋
@@Assimilator1 Thankyou for your interest. In answer to your question. My hold bag and my bag and coat that were stored in the overhead locker were delivered to me by taxi two days after on the saturday. My glasses and my ipod and headphones which were in the seat pocket in front of me again delivered by taxi the following Monday. I live over 100 miles away from LHR
@@almavazquez6397 I whole heartedly agree
@Max C Many Thanks
I used to work at Boeing and supported this investigation in the Fuel Test Lab shown around 22:00. It is located at the NW corner of Boeing Field in Seattle, WA. We built a simulation of the 777 fuel system and heat exchangers that chilled the fuel to various temperatures to cause ice crystals to form. We also made a special end cap for the heat exchanger that allowed quick removal so that photos could be taken before the ice melted. My job involved instrumenting the test setup and operating a digital data acquisition system to measure fuel flow, pressures, and temperatures. We tested for months to nail down what happened inside the fuel system. Your description of what happened is spot on as far as I know. Thank you for the great documentary!
I worked at RR and remember seeing these photos! Great job from all involved.
Good job at sorting out the root cause and getting this resolved so everything is now safer for people flying in tripple 7s.
@@Jethz Only two incidents out of 1000s is an acceptable risk for carriers based in ORD as they have risk management insurance and even a few dead passengers is an acceptable loss for my former carrier, even though they are preventable. Boeing was properly valuing every life. ORD carriers do not, as killing crew is an acceptable labor cost reduction in ORD. If they don't kill and only maim for life, it's still a win, as they can then fire you for being too disabled to fly. EXOSW was my department that tried to kill me 3 times as a cabin crew member. Passengers avoided death and disability because my face took the impact of bags flying like missiles due to a detached hinge, easily preventable, but they don't believe in science or orthopedic risks. I may be the only F/A that suffered a collapsed lung but my life was important to me and my family, in spite of EXOSW seeking to take me out, all legal in ORD.
U have an awesome job!🎉
What does "WA" stand for? what country is that in?
You might wonder what happened to the plane after this? I did some work experience in the BA training department, and once the investigations team had finished with it, the training department descended on it like locusts. The doors were cut off and used for training the cabin crew (apparently real doors can be expensive and hard to get hold of). The seats were also used to refresh their training rooms. Finally, the cockpit was gutted, and its instruments used to upgrade the simulators, as apparently there were some newer instruments available in this plane that weren't present in the simulators.
I always wondered what happens to these planes after a crash. Thanks for the update.
Well, upcycling is good for the planet! 🤣
So it was the plane equivalent of hung drawn and quartered...
So simulators use real instruments? I always thought they'd be simulated versions of the instruments.
@@therealax6my understanding is that simulators are an exact replica of the cockpit, instruments, seats and all, except the windows are replaced with screens. I even saw a video of simulators that are suspended on a pole and move based on the inputs on the instruments so it even feels like flying a real plane. I could be wrong and there can also be different types. Oh and there’s a small seating section at the back for flight instructors to sit and examine
My favorite thing about this channel is the examination of what regulations, procedures and actionable information was learned from each event discussed.
Glad to hear that, it’s what I’m trying to highlight.
Also appreciate that the focus is not on shock value or dramatics, but on education, and explanations are simple enough for non-Industry viewers to understand and also helpful for flight personnel as well.
This channel is not only interesting but I believe the only antidote to fear is education, and watching the videos has decreased my anxiety around flying that pops up occasionally.
Similar (but different ) to my perspective. Many of the incidents show the Swiss Cheese Model at work. Having worked a lifetime in software I know the reason for having checks for impossible situations. The software in these planes must be of extraordinary quality, well until something extra-extraordinary happens. I get a little frisson when a Mentor sentence begins "Unfortunately" or "What they didn't know" as the story unwinds. Congrats to Mentor for superb content and a low-key delivery that builds to the final "what was done wrong/right" and the future remedies.
@@MentourPilot You tell us so much stuff - I could fly a plane in a bad situation myself. (I know I won't be able to)
@@MentourPilot I always finish the video just see what the end result is.
The captain Peter Burkill wrote a book “Thirty Seconds to Impact”
He talked to the controller after a month. The controller said he saw the pitch change and thought they were going to do a go around, when he heard the first word of the mayday call he pressed the crash alarm for the fire service. Even before the identity of the aircraft was given, and well before it hit the ground.
The book has good lessons of how to deal with the media, and the company advice may not have the interests of the pilots in mind.
Captain said the main reason for wanting to extend the glide was to get inside the airport boundary, as from all the accident reports and statics he had read about showed a much higher chance of people surviving inside the fence than outside.
Wow that's interesting to know. Thank you for sharing.
Best glide for 777 is 250 knots. The plane was not doing that. High AOA and low speeds are not the way to "get inside the fence".
@@landen99 How do you propose they get to 250 kts from approach speed with no thrust and less than 1000ft of altitude?
@@landen99
My understanding is that the auto pilot raised the nose when the engines lost power, before the copilot (pilot flying) lowered the nose as the air speed reduced.
@@landen99 guarantee you couldn't have done better than the pilot in command did.
as a fireman I really like the mayday call that "early" it saves important time, getting out to a crashed airplane can take up to 2 minutes, cutting 25% of that off it is huuuuuuuuge
Mentor pilot said in previous episodes that he was an airport fireman for few years before he decided to go to flight school and become a pilot.
does a pan-pan do a similar thing?
@@MultiChrisjb That was far away from a pan-pan. Whenever lifes are in danger it's a mayday. Though I could imagine that a pan-pan could also cause the safety crews to mobilize. For example an engine could have a failure and spilling oil but is still working properly. So the plane could land without any issues. However the spilled oil need to be investigated. So they have to make sure the runway isn't covered in oil, for example. Just remember the concorde case where a piece of metal that "fell off" of a plane prior the concorde was resting on the runway and made the tire of the concorde explode during take-off. So if there's a potential security risk that "is known", they will investigate. Unfortunately in the concorde case that piece of metal went unnoticed.
Like your comment @markus , 25% percent of 2 minutes is 30 seconds only, and you say it is huge when it comes to saving lives, this only shows how stressful yet valuable your job is.
Kudos to you and to all people around the world doing your same job.
@@JamalOthman yeah imagine a fire, the cabin is designed to withstand a fire from the outside for about 3 minutes
So the first action a fire truck does on scene of an aircraft fire is to shield the cabin from flames
This is one of the increasingly rare instances of a mechanical failure where the pilots compensated and prevented a worse crash. Kudos to a fine, professional crew!
LIke the pilot who ditched in the Hudson River, British Airways is unionized, and thus better trained. The cheapest airlines seldom are.
@@spacelemur7955 A more accurate statement here is it tends to be unregulated, or poorly regulated foreign (ie, outside the US and EU) airlines that tend to have major problems, either due to corruption, or the complete inability of a country to adequately regulate their airlines. That being said, freak accidents do happens, or you have a 737 max situation, where things get out of hand.
All of that said, crashes are insanely rare now, especially fatal crashes. Last I heard, you are safer on a plane ran by a US airline than pretty much anywhere else.
@@goldenhate6649
As YT doesn't permit outside links (😠), here is a title that does regional global comparisons:
IATA Releases 2022 Airline Safety Performance
You are correct that the US is very good, but incorrect that it outperforms all others. There are several regions that all have the same excellent record, but then there is Russia.
(This data is in tables and is a quick read!)
Best regards 🇸🇪🇺🇦🍻🇫🇮🇸🇯
do you have any data to support your claim "increasingly rare instances of a mechanical failure where pilots compensated and prevented a worse crash"? Or are you just shooting statements out of your ass?
Most the time they go after the low hanging fruit and blame the pilots. They have a lot less money to defend themselves than the manufacturer. I’m surprised they didn’t this time.
I was on a BA 747 flying in from Sydney that was about 60 minutes behind this flight. We got hit by lightning about 20 minutes out from Heathrow, the captain came on and explained that noise and assured us all was okay, then went on to explain that what we'd see in a few minutes when we were landing, crashed jet, emergency crews, etc... One of the more memorable landing approaches that I experienced.
Wow
Then you woke up and had your cornflakes
"Don't mind the noise and the shaking. Everything is fine. Oh, and you'll see a crashed airplane when we're approaching the airport. Nothing to worry about. Cheers." - Not the most reassuring speech, I can imagine.
@@konstantinkh Typical British Airways, from the people that brought you "We have a small problem. All four engines have stopped. We are all doing our damnedest to get them going again. I trust you are not in too much distress."
@@Fay7666 Thats not a company thing, its just different captains who react differently to situations and make different PAs
I'm sure Heathrow also appreciated the pilots saving their ILS antenna. And leaving the runway unharmed. On top of saving lives.
heum..... you are in UK.... country of grass and green golf lovers....look at the state of the grass 🤨
After it's established that nobody was killed, it's true that those things start to look more and more important. Those would be long and expensive works, taking out a runway for several days.
No lives list? Great, you got lucky today and are free to examine the damage and count your coins. Wich is mit entirely unfeasable, after all it is what keeps thousands of people paid (fed/housed/entertained) in only your Airline....
@@nadineblachetta3202 Engage brain then type. Not whatever that is. As for the Heathrow appreciation gag... 😂 Nice. Cold, mostly true, but hella funny.
gotta be a record for shortest landing and everyone surviving.
This channel is so addicting. I have been so fascinated about flying right from the first time I travelled in a plane 40 years ago. Every time I flew after that till date, I am mentally with the crew in the cockpit visualising all that they must be doing, needless to say, always sitting behind the wings. This channel really is such a wonderful gift to anyone with that aviation addiction.
Damn you’re able to consistently get a seat there ? You’re so lucky/organised enough to book in advanced to get them.
Pqp
Addictive.
Really interesting. So nice to be talked to like a normal educated adult. No drama, no showing off, just fascinating and well presented information. Thank you.
Yes, that is nice, isn’t it.
Great comment. Agreed!
This incident is a textbook example of keeping calm in the face of adversity. Nobody had experienced an incident like this before, but when this flight crew did encounter it, they did what they could to not only prevent a catastrophic accident, but also save the lives of everyone on board. It was an extraordinary feat of flying
The ATC recordings are absolutely amazing. The response was extremely professional, efficient, and conducted in a very quick manner. It was said that the passengers were exiting within seconds and emergency services were there within a few minutes. All of the training, rules and procedures that are in place worked absolutely perfectly to overcome what could have quite easily been a major incident. This incident ought to be taught as the gold standard for emergency response, if not already. The passengers on board owe it to the skill and professionalism of all involved.
Only one flaw in the ATC, in the sudden change of the state of play, the ATC funneled used the wrong callsign. Luckily, it wasn't another active callsign, but the training was so untrained, that the training incident callsign was used instead.
Your animators are absolutely insanely talented. You can talk about the specifics of fuel and water interactions, and engine systems - and the animators make it visually understandable to layman like me. Incredible.
I loved how the pilot mentioned how he felt the weight of the “bars” on his uniform, for the responsibility he felt to save the plane with passengers & crew, the way he put it gives you confidence in your training.
I am not a pilot but I simply cannot imagine how difficult it must be to intentionally pitch the nose down when you are just a few hundred feet off the ground. It is so counter-intuitive. Training must transfer the response to muscle memory so you do it without having to think about it. Great job by the pilots and crew.
It's just good training. Stall, nose down, power or not. If you are coming in short, more power if possible, do NOT pull back on the control column. I demonstrated that when I was 15 years old. I can only attribute it to having spent so much time while growing up at the airport with my Dad and sister. My Dad had a 1966 Cessna 210 and loved flying. He also made us wash and wax it. If you get it in your head the four forces acting on the airplane, you can make these judgements in a heartbeat. If you are short, you need speed, not altitude. My interpretation anyway.
a few hundred feet???? not difficult at all....your going to die at that point anyway!
Nose up = less speed = more stall. Every pilot knows that you gain speed by dropping the nose, so it made sense.
@Peter Evans SUMMARY: Armchair engineering expert blames airframe manufacturer for engine manufacturer's oversight. Congratulations...any other valuable insights you'd care to share with us?
@Peter Evans Except (1) & (2) You blamed the aircraft manufacturer rather than Rolls Royce (to whom the recommendations in the AAIB report, with which I am familiar, were directed) suggesting it is your comprehension skills which are at fault...even assuming you bothered to read that report... And except (3) it is clearly you who are making arrogant assumptions about engineers, if nothing else, and finally (4) Except...I did...for well over forty years...Goodnight children...
I used to think that the "reenactment" videos were more entertaining. But this guy is such a great narrator and great educator. The video production and the way he shows everything is so well done.
Your style of presentation is perfect. No drama or ego massaging. Facts delivered in a concise and an interesting manner. I’ve subscribe and thank you for entertaining me. I’m not an aviation enthusiast, just educated person with an enduring mind who is fascinated by these true life events. Let’s face it, any of us who fly regularly could find ourselves in these situations.
Enquiring mind! Being 57 I supposed I could say enduring too ;)
Glad to hear that. I’m always thrilled to hear non-aviators enjoying my content. Welcome to the channel.
I’ve never flown before and I love this content! Keep up the good work!
@@MentourPilot Flying was the finest career I ever had and love aeronautical physics. I was cabin crew for 3 different carriers. The 1st two were much safer, as they were smaller and couldn't afford risk management coverage of preventable accidental deaths onboard like my last carrier that maimed me for life to reduce payroll costs.
@@dthomas9230
WHAT HAPPENED???
British Airways - The most knowledgeable, experienced, calmest, collected pilots and crew ever. They are always composed under pressure and quick thinking problem solvers. There are more luxurious airlines with lavish food and service but BA will always be my first choice wherever possible. I always feel safe with them . Proud BA Gold customer for life
Proud ryanair customer here….they may land hard but they don’t crash. Although i have been on a BA 747 too and it was amazing
Remember when a BA passenger suffered a pneumothorax aka collapsed lung? Drs onboard popped the air bubble in her lungs with a coat hanger sterilized with brandy? BA gave the Drs an award. American carriers let the passenger or crew die, legally, as the 5hr jet fuel expended to return to Heathrow is too much cost and death benefits are cheaper. All Americans are on somebody's spreadsheet as human capital, allowed to be liquidated when necessary if the loss of capital (jet fuel) is greater than the death benefit. I was a Flight attendant at LHR and my lungs collapsed over Iceland. Dr onboard said to land at Keflavik or return to LHR to save my life. United Airlines said JFK. The DR said tell UAL Ops JFK will kill me. The purser did and UAL said JFK. Mt Dr was shocked and couldn't understand why I smiled, as I couldn't laugh with a collapsed lung I couldn't speak either. The Dr told the Capt the risk, and then turned to LHR and I went to Ashford. Killing employees is allowed in America as SCOTUS made clear. I think it's wrong and preventable but it requires UAL and AFA to accept science and male-specific health risks. Cabin crew unions were conjured by women for women and they never adjusted the risk profile, so MRIs are denied legitimacy for cabin crew at United Airlines. They prefer faith healing.
I have traveled the world on some terrible airlines as well as some good ones as well . No matter where I am and I get on a British Airways flight I always feel “I’m home”, and I can probably get some sleep knowing all will be ok. Some carriers have better looking planes/cabins and younger prettier cabin crew (sorry BA), but you just know BA crews are as good as they get in an emergency. They can’t make coffee to save themselves but they will always get you home.
Hmmm, I have taken a lot of different European companies (and also internationals, but the European were literally like a taxi for me), I would say, that I have always really BA too, never had one issue with them, even with the Customer service). With Ryanair once, my hand luggage was weighter, and it was 100 grammes too heavy... And then the most ridiculous thing happens, they wouldn't let me pass, so I opened it, took a book, put it in my pocket, look at them, we redid the weight and they were feeling a bit absurd obviously and had to let me pass, because the book took of the weight of my luggage, and they couldn't weight me... I do not like Ryanair. (and Ryanair have crashes on their career and yes the landing is never great).
Always, preferred BA (I had essentially: BA, Ryanair and easyjet at the times, but some other too, but didn't take them so much.
It's interesting you make this comment. I know nothing about flying, but I am analytical, a keen observer and intuitive. I've always preferred to fly British Airways for decades. My preference for British Airways goes back to the early 1970s.
When s**t is about to hit the fan blades it's amazing how fast your brain can run a million computations. This Captain did the only thing he could do. Minor adjustment of flaps and ease nose down. ANY thing else would have been wrong. Well done. A firemen made the comment that issuing Maday asap helped get fire/rescue going. Turning on APU very smart.
I bet the few seconds after the failure was apparent felt like an eternity to him
Isn’t it’s the same what Captain Sully did during his ditching? I wonder if he discovered this step from this exactly incident a year before, coz they said it wasn’t in the manual
Technically your brain runs slower than its absolute maximum normally to avoid placing stress on Neural tissue continuously, but when the hormonal cocktail that is fight or flight properly activates it flies through sensory input and cognition at full speed. Amplitude of Neural Oscillations and Conduction Velocity along Myelin Sheaths skyrocket in size and speed, which is what causes time to seemingly slow down in life or death events
But what is the APU and what does it do??
@@Ice.muffin auxiliar power unit, it gives the airplane energy that the engines were not able to provide
23:40 The exact reason was found to be that the "tiny fuel pipes" in the FOHS were protruding about 5 mm out of the face of the filter. This hampered the heat exchange enough that when these circumstances came up, the ice ended up clogging the filter. The redesign was to remove these protrusions, making the tiny fuel pipes flush with the face of the filter. Now when the ice tried to clog the filter, it was in contact with the hot face of the filter itself, forcing the ice to melt much more quickly.
I remember when this happened, and then the explanation of this when the report came out, and vaguely the redesign. Thank you for bringing bag that foggy memory.
Oh that's interesting; do you think they designed with the protrusions for this scenario? Theory would be that the ice slush could build up 'beyond' the inlet and fuel flow would push it past the inlet - and rapid change in fuel flow demand would cause that pocket to get sucked back into the inlet?
bunker tank should be fitted with heating coils to regulate the fuel temperature.
@@jansoong1 In 99.99999999999999999999999999999999999999999999999999999999 per cent of cases it is not necessary
@@hb1338 I don't want to be in an aircraft that is the 0.0000000000000000000000000000000000000000000000000001%
One thing that's really worth listening to is the ATC recording around this incident - it's absolutely amazing teamwork (google "British Airways Flight 38 Heathrow crash ATC recording") you can actually hear him telling the captain that he's transmitted the evacuation on VHF (complete with Sir!) only a couple of aircraft had to go around! I think this crash was one of the best examples of airmanship. All the maxims of "fly the aircraft into the crash" and "any landing you walk away from" in truth. (Miss the dogs!)
And one other aviation saying I learnt while flying Hang Gliders:
"Take-offs are optional, landings are mandatory"
Very true when one runs off a ramp a couple of thousand feet above the ground!
I hated take-offs and loved (and was very good at) landings LOL
In a Hang Glider, at take-off, the wind a=can suddenly shift if a thermal comes through, destroying any lift from your wings, dropping you that couple of thousand feet.
On landing, you have a better chance of landing, even if you have to push the nose down ...
Just a pity that the aircraft couldn't be re-used afterwards...
Wasn't ATC brilliant, sending other aircraft round, coordinating with the ATCC and rescue crews.
@@seanthompson258 assuming you're not trolling. The thing is if you live on a sphere then if the sphere is sufficiently large then it appears flat. Aircraft do actually pitch down slightly during the course of a flight (although down is not really the correct term as the direction of down changes so that the aircraft always remains perpendicular to it but there is a ventral curve in the flight of the aircraft. The radius of the earth is roughly 6300km, aircraft cruise at about 450-500kts so about 900km/h, if we say the radius of the earth is 6000km then 2xpixr = 12000 x pi kilometers all the way around the earth (360 degrees) so an aircraft would be changing it's attitude by (roughly) (900/12000pi)*360 degrees per hour, that's 0.02 degrees per hour. So as you say the pilots always keep the horizon level (or more accurately they always keep the nose of the aircraft at the correct angle of attack so that the direction of motion of the aircraft is towards the hoirzon), doing this manually they will be pitching the noses down about 0.02 degrees per hour (far too small to notice given all the other disruption to level flight). Similarly when it's done by autopilot it's too small/slow to notice. So here are my questions for you, why can planes fly north from Europe to Asia, also fly east from europe to asia, east from asia to north america and east from north america to europe? Why does the angle at which the pole star appears change as you fly south? Pilots have used this fact to navigate across oceans (Infact Alcock and Brown only had a few glimpses of stars on their whole journey across the atlantic). Why are some constalations - such as the Southern Cross only visible in the southern hemisphere? Why do low pressure weather systems go anticlockwise in the northern hemisphere and clockwise in the southern hemisphere. Why can you calculate your longditude by the Why are there spring tides and neap tides, why are there seasons? If people have been told to lie about this, why has nobody come out to tell the truth or prove that they're lying? Why would it need to be secret if we were living on a plane? How can you calculate your longditude from the angle between the moon and the sun? (Sorry Peter!)
You actually don't have to look any further than at your bathtub as it drains. Water goes to the East in the Northern Hemisphere and heads towards the West in the Sothern Hemisphere. The earth's rotation and the direction of the pole pulls it - the same directions hurricanes spin .
Planes go to the IDL and then flip over the flat edge like a the Earth is a pancake?
Also in your theory where does the moon go when you cant see it?
Also have you never notice the stars move in an arc - reflecting the arc of your movement in space due to the Earth's rotation?
I love these. As someone with a technical background, I am so glad you are not afraid of going into the technical details.
mostly jibberish.
I like the way he said "if you were paying attention" like he was talking to a classroom of school kids.
@@mulder2400 care to quote a line from the video that is "jibberish"?
@@bradsanders407 I was wondering the same thing. I have a minimal amount of technical knowledge of aircraft but I understood Petter's explanation of the fuel/water situation and how the fuel oil heat exchanger works and could get clogged with ice, causing the engine rollback. Nothing was gibberish nor did I think that Petter was talking down at me.
@@mulder2400 examples please
I've listened to the recording of ATC / Tower, including their calls to the airport fire service etc. That controller deserved praise as well for how he handled such a quickly unfolding situation
Mentour's videos prove that, with good quality content, you can extend the attention span of the audience as much as you want.
If I'm unlucky enough to be involved in a plane crash, I'd like to be lucky enough to be in a crash like this where everybody survives.
knowing my luck ill be the one person that gets their leg broken by some random derbris haha
😆 yeah probably I’d be the same person.
@@RandomGuy-pi5zl If I have to pay extra for an isle seat, I'll cough-up the extra change after seeing this.
@@paulbeauregard8297 haha, good call
No shit
I’m not a pilot but find ur examinations and explanations incredible fascinating. If an average pilot is only half as smart as you it gives me great faith in air travel. You my friend are an inspiration.
I was on shift in the Heathrow control centre when the mayday call was relayed to to the controllers by ATC. Amazing how quickly things are put into action.
All the expense and training and standby personnel. In the eyes of the MBA's, it's just a "waste of money" that "negatively effects share value." I'm sure if they could, they'll figure out a way to maintain emergency staff in Bangladesh and fly them in last-minute when this happens next time!!!
It's not like major things happen that you should have been ready for - like global pandemics, for example! The US has turned medicine in to a "business," so we were woefully unprepared after closing so many hospitals. Empty hospital beds are so very bad when you're an executive trained in bean counting, and not a health care professional, trained in medicine. Not so bad when you're a citizen and patient! "Lean and mean" is great for the ten executives buying Ferraris, but not so good for the millions of patients left high and dry.
I was on shift at Terminal 4 and in the Arrivals lounge and all of a sudden was told to evacuate due to an incident. Soon seen on the TV what was happening. some of my colleagues were at Hatton Cross and saw the plane crash land and literally just made it over the perimeter fence.
The Tower controller’s handling of this event was superb and it’s a shame he didn’t get more coverage in this report.
I’m loving the progression of this channel. I feel like I’m watching a Discovery Channel series. Awesome Job to you and your team Captain.
this is so much higher quality than a discovery channel series tho
Better than discovery channel.
More information
@@jamesparkerone and way less drama.
This is an "Aircrash Investigation" on this accident and it explains everything really well. Great program.
That whole show is great
This might be real weird but I was deathly afraid of flying to the point I needed to be medicated to get on a plane ( despite having flown over 20 times 😂😂😂) but since following this channel I’m completely ok with flying now.
It takes a large number of bad things to happen for a plane to fall out of the sky. Think about all those flights where nothing goes wrong and all those flights where only n-1 of the n things necessary for a crash happened.
Petter does a great detailed analysis and resolution every time.
Same! I found his channel shortly before going on a plane abroad. I hadn't been on a flight in years but the last few times I went on them I had panic attacks unless I took medication. I was terrified of flying. But Petter is amazing at describing these accidents in a way that has them make sense rather than freak accidents, describes all the precautions taken to reduce accidents, and how safely planes are built. First time I've felt calm on a plane.
@@hb1338They were n-1, or n-2, or n-X of the n things necessary for a crash. There are often more than 1 or 2 things necessary for a plane to crash and nothing going wrong at the same time.
Totally get it I am way less afraid of flying now then I was before discovering Mentor Pilot, aviation is like my dream industry, the way they implement change is excellent e.g how thorough investigations are, the training, insistence on getting proper rest, checklists, proceedures, I'm a Business Analyst so it all sounds so good, the tech industry could learn a lot from the aviation industry!!
I am a retired marine engineer and found this fascinating, well presented and far more worthwhile watching. Another watcher just hit the subscribe button. Thanks for posting.
Gosh this channel is such a gift. Thank you for your hard work in putting out such quality content consistently. Best aviation channel online!
They are all great videos, but I am especially liking this new series of his!
@@BrainScramblies Mate, I'm not sure if I follow you to be frank. The last thing I think of when it comes to this channel is the all-glitz-and-no-content style of videos you alluded to. It's absolutely unfair to take the man down just because he is making... *gasps* high quality content, that's well-made, well-packaged. If his videos are all about the packaging and no insights, then I get your gripe; but no, his videos are consistently some of the most knowledgeable and insightful content out there (Captain Joe is the only other person that is on the same level with Mentour, in my opinion). I have nothing but gratitude for Mentour.
Now its always going to bug me that they have 2 heat exchangers on the right but not the left
I agree and i think all youtubers should make money. But the ads an mid roll sponsor are getting extremely distracting. I usually unsub to channels that do this.
@@edwin3928ohd But it's free for us and it's easy to skip
If you made an entire channel dissecting plane crashes and case studies, I would watch every single video multiple times. I LOVE these, and you put so much work into them!
One of the many things I love about this channel is that it appeals to all types of people, laypersons like myself, but also technicians engineers air men crew members and even passengers who add so much great information and context in the comments.
This is one of my "favorite" accidents, right up there with US1549. Really cool-headed crew, and I'm not sure any human could have done any better than they did without a crystal ball.
Olympic Airways Flight 411 was very impressive too
And BA Flight 9 is just incredible too.
As a senior cabin crew member with countless hours of accident/incident investigation, grateful for your emphasis @21:07 that passengers should *never* retrieve personal items during evacuations. Our industry has a long way to go before properly educating public about this risk. Depending upon the severity, survivability may depend upon seconds, *not* minutes. Therefore, all avenues of reinforcement is greatly appreciated. Excellent work!
Perhaps the best way to encourage passengers to leave their belongings is by giving them information. Specifically, is theft by emergency crews or anyone else a common issue after crashes? How long after a crash with a mostly intact cabin like this could the passengers expect to receive their belongings?
So why don't airlines ever prosecute the offenders for endangering other lives ?
I’ve always thought why can’t airline manufacturers put in place electronic locks so cabin crew if time permits, they announce that all over head lockers are locked to prevent people from trying to retrieve their belongings in an emergency.
@@jonny7491, because there are perfectly valid reasons for accessing the overhead lockers in cases of no emergency.
@@alant3970, because there would be quite many things to prove that would also be very difficult to prove.
Kudos to the fact that his port cushion is red, and his starboard cushion is green!
I think he did that in response to a viewer comment. I saw someone suggest that on an older video of his.
Are you into aviation or nautical rules of the road... I'm US Navy and it went right by me
@@manfredseidler1531 go look over the Stbd side of your ship at the nav light, or on the tip of the right wing of aircraft. green. the other side is red. i'm retired USN. if you're mud-flat fleet, find a BM to show you--if he doesn't laugh himself sick, first.
Once a pilot always a pilot
@@cccycling5835 ^
Man, I love the way you structure your videos. You give enough exposition aforehand to make viewers think about what could have gone wrong. Yet, you leave enough ambiguity that it's not obvious, so there is no premature resolution. It's a very effective and engaging format.
Love how much technical detail you go into on these videos
I am not a particularly good flyer and so I avoid anything to do with
"aircraft accidents", however I live a few miles from a former military airbase which is now a civil airport, the explanations given in these videos are excellent, there's no needles drama and everything is explained in detail that most will understand, your calm manner and delivery is perfect, once it is a little safer to travel abroad I will be looking for destinations and flights, this is something that I haven't done for about 10 years, but thanks to how you present these videos I have never felt so confident about flying. Thank you for the time and effort that you put in to explaining everything so clearly, it is much appreciated :)
While I dont suffer from flying anxiety, I think watching these types of videos would be a huge help to most people that suffer from it. There’s so many videos with everything from total engine failure to gear malfunction, but they all show how a mix of tonnes of backup systems and the insane skill of airline pilots and ATC, can make for a happy landing still. So many things can go wrong (all with incredible low chance of happening in the first place), and still an airplane is able to land safely.
And its not just commercial airplane, but smaller private airplane (in other ways) can do it too. The vast majority of aircraft emergencies end in no fatalities. Thats pretty amazing.
Hell, even passengers with no flying experience at all have landed airplanes!
Pilots have amazing skills and I have the greatest respect for them. My daughter and I survived landing on a runway where another plane was taking off. The weather made visibility extremely difficult and I noticed the pilot held low altitude instead of landing and then full thrust to the left of the runway. I remember thinking that I hoped ATC had cleared traffic. The cabin was completely silent, nobody spoke or cried out. After we leveled off from climbing, the Captain told us that there was a plane taking off on our runway. Amazing save by quick thinking pilot! The Captain was by the door as we left the plane and I had to shake his hand!
@@carolpate1303 very minor nitpick on your story: you say 'survived', but I'm not really sure if that's appropriate? Involved in an incident, sure, but it considering there was no actual crash your actual survival doesn't seem to (fortunately!) have really been in question. The reason I'm saying this is because I think how we frame things in speech really does affect how we think of it, and thus using less emotional words can help the experience be less traumatic, too.
Anyway, that being said, I would myself have loved the opportunity to ask the captain; "so, on a scale from 1 to 5, where 1 is 'I saw that mf'er a mile away' and 5 is 'code brown in the cockpit', do you require a change of underpants?"
@@mnxs
😂😂😂😂😂
I actually met the Pilot Peter Burkhill on a flight from London to Nairobi around 2013. I was ten and he gave me the flight plan and weather and signed it too at the end of the flight!
@Stellvia Hoenheim I promise to god I'm not lying I know it sounds fantastical but seriously I would send a photo of it if I could. I still look back and am amazed to this day.
@Stellvia Hoenheim Also why would I lie bro? Its not like I'm gonna gain much from it, it would be such a weird thing to lie about.
You do such a good job of explaining these incidents
It's really impressive how they managed to keep as much control as they did. That in and of itself probably saved lives - controlling the crash and keeping it from turning into a massive fireball.
I remember how the Air Crash Investigation episode on this specific flight fascinated me. You have done an amazing job explaining in much more detail the events that occurred. Great work.
One little detail. This incident shows perfectly why passengers should be in their seats and strapped in for landing - that certainly saved some injuries.
General Obvious to the rescue. Thank you very little.
No shit Sherlock.
This spanish guy... yaaaaaaaa
I'm a scientist/engineer. Stating the obvious is a natural inclination. Forgetting the obvious is one of the most common mistakes and so often leads to failure/death/disaster, etc. Like forgetting that kerosene or petrol is like flammable duh! BOOM!
They always are in there seats and strapped in during this stage of flight. What's the problem and attitude all about?
Honestly this incident is just as amazing as the miracle in the Hudson but never seems to get any recognition that it should. I know that the pilot did not want the attention but still. Amazing!
No, this was something that happened without warning and with no options given the built up area immediately before the airport perimeter. The flight crew of 1549 spotted a massive flock of Canada geese from 20 miles away and flew into them.
@@BibtheBoulder well I would like to see what you would do in this situation. Seems to me people like to belittle what other people do as they can’t do it themselves.
@@BibtheBoulder that’s your assessment, but you don’t know anything about flying. They did receive a number of aviation awards from different independent bodies for what they did do.
@@BibtheBoulder 2 things. Moving flaps prevented them from striking aerial masts, potentially saving the craft from a bigger accident and even fire. 2, pitching the nose forward to prevent stall even tho he knew it t was crashing stopped the plane dropping in an uncontrolled angle which would have certainly had fatalities.
Are you disputing that?
@@BibtheBoulder skill? Why is it a competition. You ok?
This is a well described explanation. Whilst containing some technical detail, it is put across simply and suitable to be understood, even by the most amateur of us aviation aficionados.
Thank you Petter, always love to watch your output, delivered very much in the manner of how I imagine you must fly your passengers, calmly, precisely and enjoyably.
Thank you! Glad you are enjoying it!
anyone else just binge watching these? i cant stop. Great work man!!
So happy to hear that you like them! Feel free to share it with your friends on social media, it really helps!
Hasn't this captain gone on record as hating the airline industry since he was shunned at work and nobody else would hire him due to being an accident pilot. There had been an early rumour he had frozen up and failed to do anything to save the aircraft and his company wouldn't speak up to put them right. Despite being generally praised for his actions on this flight after the fact?
According to Admiral_Cloudberg's article on it over on reddit/imgur/medium this is indeed accurate. Quite a shitshow for such a well acting pilot.
@@gregmarking6716 The co-pilot was the pilot flying for the entire approach. Unless/until the other pilot says "I have control" or "My aircraft", the pilot flying remains the pilot flying even in an emergency. The captain did not "shut down", he continued in his role as pilot monitoring as with that little time left to impact attempting a handover would have been very dangerous.
His book is quite a read about what happened after the crash "Thirty Seconds to Impact”
@@PassiveSmoking When I understand this right, he didnt just "not shut down", he also started the APU and changed the Flaps setting. To me, that seems like the absolute right thing to do and the opposite of "Shutting down". Especially starting the APU in case of an unknown engine failure. It has no downsides (except for a higher fuel use, and thats irrelevant in such an emergency) and makes sure that whatever Engine problem you have you wont loose electric or hydraulic power. So the Captain showed that he understood his role (as Pilot Monitoring) and understood his aircraft and its systems.
@@MytronixOfficial Agree. He did his job very well, as did his co-pilot.
It's always good to hear what the crew and personnel did right, and why their choices worked.
@@greggoog7559 , You're jumping to conclusions. That's my bandit mask.
Excellent video, well made, good narration, no music just facts without all the fuss and drama and no click bait...Really very very interesting.
A friend of mine who is now a very senior pilot at Easyjet and it was very interesting seeing him transfer from one type of aircraft to another before his current post and what was required. He underwent a huge amount of training, simulations, interviews etc, He was already a Pilot at that time for Easyjet and had been for a while, He's now in his early 30's. His Father was a senior BA captain on long haul and had just retired so flying was in the family.
My friend one afternoon about 5 years ago asked for some help, he had created a set of about 600 flash cards , on the front a question that would possibly be asked and on the back the correct response. I spent about 5 hours with him going through the entire box after shuffling them over here in spain one sunny afternoon. Needless to say his attention to detail is incredible and from memory I don't believe he got one card wrong.
I learnt a awful lot about the Airbus he now flies, procedures and information that is passed to the crew. I now understand just how much you need to learn as a pilot and how well versed you must be in mathematics, engineering , navigation, computers, yourself, flying and of course people skills. I was astonished at the level of detail that is needed and what they had to learn.
I can see why the salary scales are what they are , Its also a shame that a lot of people do just think pilots do get tarred with the "bus driver" attitude that I sometimes come across, Its clear that these people have absolutely no idea the level of training and professionalism that the pilots underdo. They are worth every penny in my book.
I haven't flown for the last 14 years due to a number of factors, however I needed to return to the UK for a few days and flew back with BA direct from BCN to LHR, It was a perfect flight, no problems, the Captain and First Officer kept us up to date and it was interesting to see how much things had changed since the last time I had flown. I have to admit it was a pleasant surprise flying BA, its very much nicer than the budget carriers and it is worth the extra money for the comfort, the pilots though are still trained the same way whatever airline to a fashion, after landing at LHR and deplaning I had to wait for a wheelchair and the flight crew were just about to leave when the Captain asked why I hadn't been picked up and he immediately phoned the control desk and rustled up the wheelchair people. It was nice to have a chat with them.
You don't just get those stripes on your sleeve for a bit of training....You are people persons as well as everything else. Thank you.
I have seen lots of documentaries on this crash and know the cause in details.... Yet I am seeing your video just because how you explain the things.... 😁
Hope I measure up!
@@MentourPilot The video is wonderful ❤️
@@MentourPilot your analysis is excellent and you always deliver great lessons for other pilots (which is often missing from national geographic’s series)
@@MentourPilot please please do a video on gol 1907 flight and explain tcas to us
@@MentourPilot Can you explain why fuel cannot be heated to say 20 degrees before departure in icy conditions avoiding wing icing and on descent from very low temperatures into Heathrow? Surely it wouldnt use too much fuel to ensure safety with powerful heaters for a short time.
As the aircraft approaches that runway, it passes over a large petrol station & the A30 dual carriageway, which is a busy thoroughfare into London. It is considered that the Captain was also conscious of those severe hazards too. I lived in that part of the country & saw the aftermath, some 2hrs after it happened. People in the fuel station & locality were still shaking from what was a near miss. The Captain & crew were heroic.
For those who don't know, the A30 is the major "A" road (non-motorway) from the south-western direction into London. Not only is there a fuel station nearby, and the main A30, but Hatton Cross underground (tube / subway) station. IMHO The crew did a superb job to avoid hitting any of these "objects", and one of which could have resulted in significant injuries/deaths if hit by the plane
I've seen a bunch of your videos on plane crashes and the way you brake things down has actually made me more confident instead of worried about flying
IDK about you, but knowing that an ice crystal can break your leg or even kill you doesn't sound like something that can make me less worried. I have been watching these videos regularly for many years now. Before, I was scared of flying because I didn't know what could go wrong. Now I'm scared because I know what can go wrong.
Mentour, you have re-ignited my passion for aviation. Your deep knowledge of not only how to control an aircraft, but your understanding of the physics of flight itself is very appreciated. It’s very evident you have massive amounts of pride in your career. I wanted to become an airline pilot but unfortunately due to medical reasons I am unable, so watching your channel brings me lots of joy, learning from the best there is (you!)
Just realised your sofa cushions are wingtip lights... nice touch!
How?
@@stoofaloof1661 The colours of the cushions are the same as the wingtip "navigation" lights (red is left, green is right)
Pink Floyd used aircraft landing lights instead of spot lights for their live shows.
A good commentator makes complicated issues easy to understand and you are that person. Great video.
Competent, well trained and calm pilots will always get the best outcome possible of whatever situation lands on their laps, is what I learn from your videos.
Great job on communicating the factors of this flight. Excellent job of presenting information so us lay people can understand it and not so much detail that it's overwhelming. I really liked the breakdown of the performance of the pilots. I was rooting for them to get thumbs up - and they did!!! So glad it just resulted in a few minor injuries and the one man who had a broken leg.
There is nothing like professional training....well done to the crew and all the emergency crews.
If I remember correctly, it took an awful lot of time before they nailed the problem with slush in the FOHE.. a not-so-nice waiting time for the flight crew.
For a next episode, the Taipei ATR crash is interesting because of the human factor, an anticipation bias leading to a faulty (and fatal) decision.
I love these success story videos even more than the crash and failure ones because the crew competentce is satisfying and impressive and there's (almost always) a positive ending... while still bringing the educational value and drama of the disaster ones 👏🏻
I’m truly amazed with the pilot’s thought to lower the nose when it’s so instinctive to raise the nose when you find yourself in this situation to attempt to float the airplane to a safe landing. Bravo to a good call!
Technically, it should be instinctive to lower the nose in all situations of an incoming stall to counter the lost of speed. But in cases of lower altitude, fear of hitting the ground is what would prevent a pilot from doing so, but in this case, the pilot didn't let the fear of hitting the ground take over and instead followed what he was taught. However, it's worth noting that in not every situation, should you lower the nose if their is an actual risk of hitting the ground, in those cases where you're sure following your training would be deadly, those are the times where you don't do so and instead try to level the nose.
Well done, explaining very technical things in a non technical way is a skill many technical people don’t have. You do and that is a real skill.
Thank you! So glad you liked it
The FO nosing down at the stall warning just shows that even some of your earliest training in flight school forms the foundation of your flying throughout your career.
Except for the Air France pilots who crashed off Brazil.
Aviate, Navigate, Communicate.
Seems they executed in this manner perfectly.
If only Pierre Bonin had pushed down the nose of AF447...
It might be a good idea for all pilots to fly a glider now and then.
It means that 'air flowing over the wings' becomes the first priority before coming close to the stall.
@@ryanhaart If only Bonin and the rest of the crew had completed a full night's sleep. Bonin was a freaking novice with barely 2K hours of flight time. He was in over his head. I also blame the aircraft. What is with control columns/handles that operate independently of each other? Bill Palmer's books is so incredibly helpful in understanding both the human and the aircraft design components. I suggest that it sounds like the Captain over relied on the plane's computer systems to fly them home. From Rio to Paris? Over the ITCZ?
I appreciate that this series of videos takes the time to teach us about critical airplane and airport systems. It adds so much more depth and understanding when the circumstances of the incident are explained.
If I ever am boarding a flight in the future and see Petter boarding as the pilot... I think it will be the most relaxed I've ever felt before a flight. 😇
As a chemist:
Suspension - solid particles in liquid
Emulsion- liquid particles in liquid (non mixing fluids such as oil and water)
Fog - liquid (droplets) in gas
Smoke - solid particles in gas
Gas in liquid in stable form - foam
Gas in solid also referred as foam (and I'm not sure if porosity considered as gas in solid)
Solid in liquid = gin and tonic
Gas in solid = Bread
why?
@@makantahi3731 what why?
@@colemin2 lol, you are right. Never thought about bread this way.
Excellent technical inputs in a simple language. Thoroughly enjoyed it. Wow captain , subscribed.
Glad to have you here! Welcome to the channel
That decision to change the flaps. Fly further, and avoid the antenna, and to get the nose down and overcome his natural instincts. Brilliant crew in that extremely stressful no time to panic scenario.
I highly recommend listening to the ATC from this incident.
It's absolutely incredible how and professional it was and how obvious that ATC and the pilot were themselves in autopilot and instinctively following their training, which itself causes a couple of minor errors, including using the call sign they use in the simulator.
When I first read the title I thought: "ok, just another accident report. so what ...". But when you started talking about the fuel temperature and the influence on the accident, you caught my full attention. I never heard of that before that this can be a reason for an accident. So.. excellent talking about that incident. Every day we learn something new :)
Not only is fuel temperature critical, also for those who are not pilots,
specifically, those that fly jet aircraft at high altitude, the temperature
of hydraulic fluid is also critical, where hydraulics are used for flight control systems,
There are advantages to both hydraulic systems and fly-by-wire systems.
Though fly-by-wire do not have that responsive tactile feed-back
Did you mean he got your fuel attention?
This new format is the way to go.
I can't even watch TV shows about things anymore. I love how you're straight to the point, it's all facts and you only elaborate on the facts, there's no acting or reenactments. Great Content.
The ATC controller was on top form that day too. He was watching the aircraft coming in, saw the change in aircraft pitch, preempted the crash and hit the crash alarm before the aircraft even hit the ground.
The only thing missing from that landing was the "brace" command to the cabin, but I can't blame them, both pilots had more important things to do in those 30 seconds.
On a different note, I find it interesting how short distance they travelled after touchdown.
This is connected to the bounce - I assume they had too low speed to properly flare the aircraft. In normal circumstances you use the speed of the aircraft to level the flight (decrease vertical velocity). When you are too slow, you cannot do that as wings do not provide enough lift. The bounce moreover caused gear failure, so the aircraft was sliding on its engines rather than the gears.
I thought about that. But who would have reacted? Passengers get instructions in case of a foreseen emergency landing. So everybody is prepared to do what they were told. But who would do it and know what to do when expecting a normal landing? The only ones who could have benefitted were the cabin crew. But even they were unprepared. But to give this some credit there would have been a chance to better prepare no matter how much. The crew but definitely close to zero passengers.
@@tomasebenlendr6440 Or, as has been eloquently put - Heathrow's most expensive ever lawnmower!
@@V100-e5q I disagree the crew would have known instinctively something was wrong. I can even tell when we are landing on one engine.
They only realized just before crashing that they wouldn't make the runway. Only just before crashing did Burkhill radio "Mayday".
I'm not a pilot, I haven't for flown 42 years and doubt I'll ever fly again. But I enjoy your podcast and I believe I have watched them all. Thanks.
The best thing about these sorts of stories - "Everyone survived"!
@@Capecodham (Lucaas vibes intensify)
Makes me proud to be British. I worked for several airlines in the UK/US many years ago and unfortunately they all experienced tragic crashes. I’m glad this one had a positive outcome in that it resulted in an engine change. An expat watching in Florida.
Yet again you have done a fantastic job of explaining everything to us, which shows us what a great job the crew did in these circumstances.
Another amazingly detailed description of events, made accessible for the layman without dumbing down. Also I really love the port and starboard cushions in the shot.
I've watced like 20 of these videos the past few days and I feel like I'm watching lectures by a very good teacher but without the pressure of looming examination. Thanks for reminding me how fun it can be to learn new things!
I only found this channel recently and I love the detailed explanations. It's very difficult to break down a technical topic in a way that is interesting to both experts and people with no knowledge of the field (like me), and you do that very well. I've now watched about a dozen of your videos and it's amazing to see how quickly a bad situation develops, and how little time the flight crew has to fix them, compared to the many hours the planes are just flying along with no noticeable issues. I have so much more appreciation for pilots now, thank you!
I actually spoke to the captain burchill on a flight from Spain to Heathrow a few years after the accident he was Travelling to work for a flight the next day to Houston a really nice guy he and his family went through a hell of a lot till the root cause was find why the engines reverted to idle on short final if you get a chance read his book
Yes, blaming pilots is a real problem. Even Capt. Sully came under attack and was finally cleared.
Ouuuh really :o ?
@@mehtasid Sully chose to fly into a massive flock of geese that he'd seen from 20 miles away. There's no comparison.
@@byteme9718 uh what? He saw the birds like 2-3 seconds before impact.
@@michaelgoldstein8516 Perhaps you should read the official report.
HIGH quality material, this video. Cheers to Dominic too for the graphics and animation. Impressive work.
5:35 “...and then you would start running at Mach 0.2 or faster...”
i’m gunna need my personal jet pack for this.
Or three Wheatabix.
Mach 0.2 is about 153 mph/247 kmh/133 knots
gotta go fast
The Mentour Pilot said "Mach Point Zero Two", that is 0.02, under 25 km/h
@@kirkfairbanks7935 I heard that as well, plus a cruising speed of mach .08 at minute 6:02
New to the channel but have been binge watching the last couple of days. Your ability to make aviation understandable for laymen like myself, truly a gift and delight.
I’m just glad we haven’t started flying cars yet as we are very, very, very far from adding another dimension to driving.
I've now watched several of these incident reviews and analyses. They are all outstanding and educational. The preparation and productions are first class.
I always like the success stories in aviation. If they lost power even a minute sooner it would have been a very different ending. The timing of the lost power and the pilots adjustments really is what makes this a miracle.
The *Air Crash Investigation* episode for this incident on how they figured out the cause of the problem is amazing.
Clogged heat exchangers are a common risk in the refrigeration industry I work in as an engineer as well, but ironically usually not for ice. Fascinating story! Over the past couple weeks of covid isolation you’ve definitely earned a subscriber and fan.
@@a8495turtle
I want to know too!! It’s probably something gross lol
About the Ram Temperature: Fun fact, the very high temperature experienced by spacecrafts reentering the Earth atmosphere is due to compression, not friction.
so,,,,space craft stays cool because no friction rised temperature?
@@makantahi3731 ???
F1 cars always talk about skin friction and try to reduce it by lowering the surface area of the car....now I get why the space shuttles are basically a brick falling down the earth..... heat transfer by compression is relatively low in F1 speeds 330kph but more significant in shuttle speeds 14000kph guess.....
ram means compression, ram jet engine works on changing pressure from dinamic to static, due to high speed of air, pulsating ram engine can work on low speed because oresonant pulsatiom but must have valves, but space craft is heated up because of friction of air on spacecraft skin, whole spacecraft is hot leading enge the most, high speed air acts as sand blast it grinds skin
@@sheikmohamedamanulaa3898 do you know why space shutle has not nose as concorde
With almost 40 years of commercial experience I say..Job well done!! Without the pitch reduction by the First and the Captain selecting flaps 25, there very likely would have been many, many fatalities as the 777 was shredded by the approach lights or stalled and cartwheeled. They earned their salaries for a lifetime that day. Fantastic job under extreme conditions.
Sounds like this crew did everything right and there wasn't much else they could have done that would have resulted any better.
Losing both engines on approach and at the last minute is a difficult thing to recover from.
Presumably they could have reduced the flaps further and got a bit more glide? Mentour didn't go in to that.
@@xxwookey really hard to say, considering how little time they had.
@@xxwookey no, flaps are needed to create lift on slow speeds, if they raised it then they would just plummet further and worse landing
@@danielsteger8456 You have to wonder if flaps 15 would have given them a pinch more glide distance, by reducing drag. I got into a situation once like that in a Bonanza and raised the gear; gave me more glide distance. Then dropped the gear back down just over the threshold. A bit hairy, to be sure. (Not a scratch!)
@@xxwookey no the stall speed without flaps is higher
Can we all take a minute and appreciate the absolute miracle that is modern aviation...I mean, Ice crystals, water, engine failure, birds, and everything else that needs to be thought about and problem solved...the amount of engineering and the absolute brilliance of the pilots is literally a modern marvel. Holy crap
Loving these historical re-visitngs of past accidents. Please do more!
More to come!
Feel free to share them on social media. It really helps the channel.
Thank you for another great analysis and break down. And it is great that everyone survived.
Well done the pilots, flight crew, and Mentour Pilot for this.