It’s base training, he’s a base training instructor. This is very normal and probably the pilot in the RHS first time landing. It’s the instructors job to maintain safety. Everyone chill
@@ChrisKempczinskiMcD nothing he did actually changed the outcome. Engines didn’t even have time to come out of idle. He didn’t change the flight path at all. It was a firm touch down, due to the pilot in training. The training captain was ridiculous.
@@ChrisKempczinskiMcD this is an Airbus with the auto thrust engaged. So the power is indeed at idle or close to idle. The engines, as you put it, don’t respond to the first officer/trainee’s input. The reason there is a “retard” call in an Airbus is just a reminder to match the levers with the thrust, which would be at idle. When you are that close to the ground and pull back, you actually drive the main gear into the runway. (Elevator pushes tail down, main gear is pretty far behind the cockpit). Besides, the airplane really doesn’t react that quickly. If he was doing 500 feet per minute down when the captain took over, he would’ve been doing 490 per minute down in such a short time frame. There is a bunch of momentum that needs to change direction. The captain wasn’t teaching. You could clearly see that he was ready to do this. He made up his mind well before he took over what he was going to do. And yes, he should’ve left it alone probably, since the landing was firm. If it was unsafe, he should’ve interfered much earlier. I’ve seen comments made by someone that this Training Captain was demoted to regular line captain after this video went viral. Is this true? No idea, but I wouldn’t be surprised.
@@rtbrtb_dutchy4183bros been silent ever since that dropped. Also, i notice you talking shit in a lot of aviation comment sections. Not saying you cant do what you want. But shut the hell up sometimes.
That "Priority Left" aural warning when the Captain takes the priority sidestick to his side had me dying man 😂 It's going to be a long talk with the Captain
Can you explain this in non pilot language? I'm assuming Co messed up and he made some quick move. Just not exactly sure what it was. I have a lot of experience with planes taking off, and about 1/100th of them landing. How is this possible!? I was an army paratrooper for many years. Lots of take offs, didn't land with it much. I usually only do that now on regular vacation flights.
@@kenaultman7499Disclaimer: I am not a pilot so what i’m saying might not be entirely true… From what I’ve seen in these landing videos, the pilot flying descends at a constant rate while maintaining a constant speed. This attitude has to be achieved before minimum decent altitude and must be maintained till just above the ground. Before the aircraft touches down, i.e. about 20ft above the runway, the pilot must pull the nose of the aircraft ever so slightly up to arrest the rate of decent to ensure the aircraft doesn’t slam into the ground and must pull back the throttle to idle when the audible voice command “retard” is heard. In this particular case, it looks like the first officer pulled back the thrust levers too early which probably resulted in an increase in decent rate which is the exact opposite of what you want when so near to the ground. The captain tried to correct the F.O. by shoving the thrust levers back up to the climb detent but i guess it was too late since the aircraft appears to have hit the ground quite hard prompting the go-around. And because the F.O. botched this attempt, the captain held a red button on his side-stick which forces the F.O. to relinquish control of the aircraft by deactivating the right-hand side stick.
@@mithril4912 ’RETARD’ during hand-flown landing is an advisory, not a command. You can retard the TL’s prior to or after the callout, it was just a recommendation from the FWC in this case. Only during an Auto-land is ‘retard’ a command. In most cases you’d start the flare at 30-40FT RA. In this case, it looks like the FO was not able judge when to flare, which I could understand as an issue when transferring from smaller aircraft to large airliners. The FO should have flared earlier, instead, they maintained a ~-700FPM descent at 30-20FT. The captain commanded TOGA (Take-off/Go-around) thrust (not CLB) as this could have been a catastrophe if the approach/landing continued.
As a ship's officer, I find this video very impressive. Its hard to explain to non navigating people the "depth" of a captains responsibility. Not always having your hands on but still always being fully situationally aware and always ready to take over.
No, actually, it was going down super fast and the plane was going way too fast and if the pilot pulled up the nose, they would stall out that’s why they slammed his hand down to give it full power so they can
Its base training. First real circuits and landing for copilot out of simulator type rating. The base training instructor is trained for that and the copilot didn’t flare. There will be no arguments between them just a fast debriefing, breath get back together, now ok, you have control, let’s try again 👍 for sure he got there. Well done both of them.
Could’ve been VERY bad. Even after the captain initiated go around thrust and pitched up they had a hard touchdown. Would’ve been a crash and possibly fatal if she hadn’t taken over.
He came in wayyy to steep, she was waiting for him to correct himself and go around, as soon as she saw him bring the power back she slammed it forward knowing he wasn’t going to correct. She’s got Lazer focus and lightning speed. Badass.
To all the people saying the captain did a great job sure they are not referring to CRM. If the PF is making an un stabilized approach, or is low on speed, or incorrect on the thrust management is the job of the other guy to call for this kind of deviations. He just waited until the aircraft touched down causing a hard landing without saying a word of feedback to the RSP who in fact looks like he is going through a training phase. Just to take over aggressively over the controls still not saying a word and making dual inputs. In my opinion maybe the Captain saved the day by going around but the CRM in MCC are something he definitely needs to work on as well as the FO needs to practice on the flare 😅
Easy for you, sitting behind your little screen to talk shit about a seasoned captain, that’ll outfly you in any situation & if you had any analytical instinct, you’d be able to tell that the approach was stabilized all the way to 40’ radio alt. The captain noticed that the FO did not flare at all. Yes, CRM is good but this situation is not where CRM applies. All of this happened within 1-second. If the captain would’ve spoke up about the flare, instead of immediately acting on the go-around, then they for sure would’ve done worse than a hard landing. That would’ve been a tire blown. Their was not enough time to say “flare, flare, not not pull your thrust back.” Because the FO would’ve had to process that information; this would’ve resulted in an accident. The captain did a GREAT job, immediately acting in such a quickly approaching incident. So, her actually not asserting CRM in this instance was a GREAT thing & you would’ve just managed to sugar coat the situation, while your FO destroyed the landing gear. Her initialing a go-around and immediately pitching up, while holding the button simultaneously to prioritize the left control stick was PERFECT execution and not at all what you’d learn from a class. So how about instead of judging from the screen of your iPhone, how about you LEARN from this GREAT PIC. Because this was perfectly executed. Show some respect to a pilot that has obviously more knowledge than you.
The approach was stabilized until the rate of descent went too high at the last 40 feet letting him seconds to react, which he did within 3 seconds of reaction time. CRM do not say that the Captain must read in the future. I would have been very curious to see you in the same situation as you're judging like you would have done better. Adding to that, the Captain applied within seconds the very exact procedure by not refusing the touchdown (keeping landing pitch) and applying full thrust. Increasing the pitch as for a standard go around increases the risk of tail strike in this situation. It was done exactly as per FCOM and FTCM. There was no other better solution... Except maybe for armchair pilots. Maybe you're a A320 Captain but in this case, you will explain me why you have also the talent of a fortune teller as you see deviations before they happen... I guess watching the video and saying afterwards that the PF was going to miss the flare is easier than seeing it coming in the cockpit before it happens...
@@Justatoy26adding to that I would say that the Captain did not pitched the A/C too high to avoid the contact with ground at all cost. He avoided well the risk of tail strike which is one of the first trap in this situation. I also think that taking the time to verbalize and coordinate with the F/O before acting with less than 3 seconds left is not a good option. And yes the approach was stabilized until 40' RA. What could have been done better ? I would have loved to see how the people criticizing would have done in the real situation... CRM CRM... The FCOM and FTCM were applied percectly with less than 3 seconds left to react. All that without any clue that the F/O would miss the flare before 40 feet. I think most people don't even realize how good the Captain was there.
Given the door is opened and someone is filming this is surely a Base Training. the F O is probably flying one of his first approaches and made a mistake. The Captain/trainer took over. CRM is not a training Item in this situation!
@@Justatoy26 you’ve got about as much arrogance as some pot-bellied and dick-headed senior captain who flew shitbaskets in the Navy and now spends half an hour in every overnight stop trying to figure out which local hag to bag.
As a pilot, i can confirm the hard landing was caused by the first officer. He took off the thrust without waiting for the "retard" and the captain didn't lift the nose a bit up and it was too late for him.
The retard is a auto reminder call-out during manual landing and a command during auto land. The FO just didn’t flare, the captain need not have taken over as the hard landing was already finished. The captain should have provided more verbal support, which would of avoided the takeover and hard landing.
@@Hk-uw8my let me guess. You have no clue about how aviation works. This trainee is either straight out of school, or coming to airbus for the first time. either way he doesn’t have hours on this TYPE and EXPERIENCE, hence the hard landing and captain intervention. This looks to me like a type rating course. (The cockpit door is also open). SO YES it does have to do with how many hours he has, mostly on type, not total (since we don’t know if he’s new or coming from other airline)
@@windshearahead7012 i think you dont even understand what you're writing. read the original comment,did he say on type? So it's total. For the rest you ve just answered yourself,this can be someone who doesn't have experience with heavy jets ,but in this case as i said before in my previous comment it has nothing to do with the total number of hours.
@@Hk-uw8my you don’t even know what you are saying dude. Are you drunk? My comment was crystal clear and directed to you. You said his hard landing has nothing to do with “the number of hours”. You didn’t specify what hours, so I assume you mean on type + total. Otherwise learn to write. You never said “total” in your first comment. Although 250 hours is INDEED low so it does have to do regardless.
@@windshearahead7012I wasnt talking to you. I was replying to someone. You must see the context before trying to answer as the entire world does not circle around yourself,except if that was you the firstperson who wrote the original comment so in this case ill advise you to learn how to read. That being said,250hrs is low hours, this is the number of hours required in order to fly these planes. Someone with many hours but who had a tough time during the sim training and is still used to his light airplanes would ve done something like this. Experienced people also do mistakes ,not like these for sure but sometimes they are even worse. Now this is a training flight, this person was not flying a plane with people but in a learning process. You see next time you shall approach people with some prudence as they may know better than you,because making nasty assumptions can be very annoying. Now get a pilot licence instead of being a keyboard warrior ;)
The Captain should have kept a closer eye on the rate of descent. Based on some basic math it sounds like the rate of descent was around 500 to 600 feet per minute which means there was no flare prior to touchdown. Unfortunately, turbine engines take a little time to spool up and although the Captain reaction was fast it had little effect before the impact. That's why you have to stay ahead of the aircraft at all times.
It was line training, the instructor was hoping the officer in training would correct the accelerated descent and flare correctly but they didn't. It was likely the OIT's first touch n go.
If anybody was wondering, what happened so why did the person hurt pilot slapped the first officers hand because the plane was decreasing super fast going really fast and if they would’ve pulled up for the leaning, they would’ve stalled out when they pulled up when they pulled up the nose. You can see she already reacted and hit the throttle in the plane. Still hit the ground 10 seconds after she did that because the plane didn’t react so she knew it was gonna stall out. That’s why she hit the throttle. Did it you guys were wondering
good thing the captain controlled the throttle at the last second because the copilot was decreasing the throttle, then the plane would go further down causing a harder landing.
Actually its the opposite. The first officer pulled down on the power prematurely, in carrier landings you push up the power in case something goes wrong you'll have power to fly and save a lot of tax money from sinking at end of that short runway 😅
Good Instructor decision. However, from a home seat it’s always easy to judge...If this is a touch and go training, the plane should be quite light so the approach speed should be very low. Attending to the radio altimeter counting, the rate of descent was quite high already from 50 feet, not in accordance with a low approach speed for a normal approach path angle. I think I would have done the same.
Exactly what I came here to say. Too late, you need five seconds and this guy was dropping like a rock. I couldn't see the PDF glideslope but felt way above 3-5 degrees. The speed earlier would have reduced decent rate even if cut later.
Saben por que Ryanair hace aterrizajes duros? por que la mayoría de los que hacen esos aterrizajes duros son recién graduados que apenas están empezando a sacar horas de vuelo en aviones reales y ya no en Full Motion Simulators. Eso también aplica en este aterrizaje de Easy Jet en un Airbus A320-214 solo que este no lleva pasajeros.
You have to allow trainees to make mistakes. Especially when there aren't any passengers on board and this is one of the rare times you can do that. I love at the beginning when the captain turns and looks right at the first officer. Like "Are you not seeing what I'm seeing?"
My take is that since his/her descent path-in accordance to the PFD Gyro-was -10 degrees (at least,what I can see.),the approach was far too steep and unstable,therefore requiring the captain’s intervention. As some of you may know, the Airbus’ HS (horizontal stabilizer) recognizes the pitch input prior to 50 feet.Thereby,if the F/O had a nose down attitude prior to 50 feet,the Airbus will intuitively decrease the pitch -2 degrees nose down,thus requiring the pilot to apply more back pressure on the sidestick. So, because he/she initially had a -10 degree pitch,the aircraft will have a tendency to sink rate;the F/O will have less time to stabilize. In the end,it was the right thing to go-around.
The co-pilot on the right forgot to turn off the power within 10 meters of the ground, and he would accidentally pull it down and power the engines, and at the last moment the pilot intervened, for a correct landing, the pilot aimed at the tread mark on the runway from 1 km away, and imagine a downhill there. it should create a road, feel your plane as if it is going downhill from a slight slope, and know that this sloping road is corrected 10 meters from the runway and cut the gas and pull the steering wheel slightly, when both of the rear wheels touch the ground, they should tighten the brakes, so the front wheels will descend themselves, good flights
Usually, airliner lands with descent rate of around 10 feet per second, the moment before touchdown the call out is so fast, if you time it, the descent rate is at least twice than usual. Aircraft can still withstand that, but maintenance crew won't be happy with their overtime.
He's not the first officer, he's a trainee. They do touch and go's after simulator training before beggining line training. They likely talked about what went wrong before trying again. In this case, he took the thrust off before retard :)
First officer was landing(right hand seat) And they basically reduced the throttle too early, which would cause the plane to stall and land very hard, the captain in the left seat corrects this by pushing the throttles to "TOGA" (Take off go around) (full throttle). This prevents the stall and allows the first officer to flair (pull the nose wheel up) before touch down reducing/preventing damage to the aircraft. Then at the end you hear "priority left" this was the captain pressing the priority button on her side stick and taking control of the plane.
@@jamiep3196 your explanation is slightly wrong but good try! I am a training captain on the A350-1000 and have flown A320s in the past, Airbus all uses the same system. At this point the thrust is currently on A/THR mode (Auto thrust) meaning that the aircraft's computers are in control of the speed/ throttle management. You heard Retard, Retard which is telling the F/O to completely pull back the thrust levers signifying that he hadn't already pulled them back. Also, to back up Auto Thrust being on, you can see the A/THR button is Green on the MCP. The real problem here, is the attitude of which he was landing at ; his too fast rate of descent. He should have corrected this, but as the training captain noticed this, he/she set TOGA thrust which you are correct about and all of the rest you are right. However, I don't want you to have the misconception that he 'stalled' because if he did, the GPWS system would certainly tell you and you would hear constant alarms. and the aircraft would have automatically added power to counteract! I hope this all makes sense and if you have any further queries please do ask. Alexander.
@@AlexanderPessuto sir just want to ask if you are landing a plane and manually controlling it, are you suppose to turn off the auto thrust? Sorry for this dumb question, I really want to take this opportunity.
Trining cercit course for Easyjet pilots| The trainig first officer tried to land the plane. And then, the Captain saw he had a late flare l. So the captain pushed the thrust and attempted a Go Around.
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Priority left after touch down 😂😂😂😂😂😂
When they do full power 😍😍😍😍😍😍🤑🤑🤑🤑😎😎😎
Easyjet; "Rejected"
Ryanair; "Welcome!"
🤣🤣🤣🤣
🤣🤣🤣🤣🤣
I have never had a bad hard landing on Ryanair
Tbh i have had really hard landings on A330s which are butter machines
Uneducated and unfunny
XD
man the airbus wasn't hesitant to inform the first officer of their mistake at all
First officer's hand looked feminine. I think it was a woman.
😂😂😂😂😂😂
Nah man the worst thing is to hear priority left after you leave the stick, means a long conversation with captain after the flight
@@DeskPilot55 YES THAT TOO
@@DeskPilot55 what does priority left mean in this case,please?Thanks
You know its gonna be hard when you dont hear the '10' callout
50... 40.... 30.... PULL UP! 😂
50....40...30.20 lol
😂
Complete bullocks, but ok.
100, 50,40 lands
It’s base training, he’s a base training instructor. This is very normal and probably the pilot in the RHS first time landing. It’s the instructors job to maintain safety. Everyone chill
The captain is a woman
I was on this flight Orville.
@@RLTtizME what?
@@jonathanbeattie3410 I was on this flight Orville.
@@RLTtizME …… ok.
His reaction time was impeccable
That’s cuz he pre planned to do this. Some nimwit pilots get a high out of this for some reason. He didn’t even improve the situation.
@@ChrisKempczinskiMcD nothing he did actually changed the outcome. Engines didn’t even have time to come out of idle. He didn’t change the flight path at all. It was a firm touch down, due to the pilot in training. The training captain was ridiculous.
@@ChrisKempczinskiMcD this is an Airbus with the auto thrust engaged. So the power is indeed at idle or close to idle. The engines, as you put it, don’t respond to the first officer/trainee’s input. The reason there is a “retard” call in an Airbus is just a reminder to match the levers with the thrust, which would be at idle.
When you are that close to the ground and pull back, you actually drive the main gear into the runway. (Elevator pushes tail down, main gear is pretty far behind the cockpit). Besides, the airplane really doesn’t react that quickly. If he was doing 500 feet per minute down when the captain took over, he would’ve been doing 490 per minute down in such a short time frame. There is a bunch of momentum that needs to change direction.
The captain wasn’t teaching. You could clearly see that he was ready to do this. He made up his mind well before he took over what he was going to do. And yes, he should’ve left it alone probably, since the landing was firm. If it was unsafe, he should’ve interfered much earlier.
I’ve seen comments made by someone that this Training Captain was demoted to regular line captain after this video went viral. Is this true? No idea, but I wouldn’t be surprised.
@@rtbrtb_dutchy4183bros been silent ever since that dropped. Also, i notice you talking shit in a lot of aviation comment sections. Not saying you cant do what you want. But shut the hell up sometimes.
That’s not a him that’s a her and it’s Captain Shannon O’Neal, an Easy Jet pilot of 24 years.
That "Priority Left" aural warning when the Captain takes the priority sidestick to his side had me dying man 😂 It's going to be a long talk with the Captain
lol yes indeed a very long debrief
Can you explain this in non pilot language? I'm assuming Co messed up and he made some quick move. Just not exactly sure what it was.
I have a lot of experience with planes taking off, and about 1/100th of them landing. How is this possible!? I was an army paratrooper for many years. Lots of take offs, didn't land with it much. I usually only do that now on regular vacation flights.
Not at all
Happens all the time during line training as well.
Yeah, this will be de-briefed but thats nothing bad.
@@kenaultman7499Disclaimer: I am not a pilot so what i’m saying might not be entirely true…
From what I’ve seen in these landing videos, the pilot flying descends at a constant rate while maintaining a constant speed. This attitude has to be achieved before minimum decent altitude and must be maintained till just above the ground. Before the aircraft touches down, i.e. about 20ft above the runway, the pilot must pull the nose of the aircraft ever so slightly up to arrest the rate of decent to ensure the aircraft doesn’t slam into the ground and must pull back the throttle to idle when the audible voice command “retard” is heard.
In this particular case, it looks like the first officer pulled back the thrust levers too early which probably resulted in an increase in decent rate which is the exact opposite of what you want when so near to the ground. The captain tried to correct the F.O. by shoving the thrust levers back up to the climb detent but i guess it was too late since the aircraft appears to have hit the ground quite hard prompting the go-around. And because the F.O. botched this attempt, the captain held a red button on his side-stick which forces the F.O. to relinquish control of the aircraft by deactivating the right-hand side stick.
@@mithril4912 ’RETARD’ during hand-flown landing is an advisory, not a command. You can retard the TL’s prior to or after the callout, it was just a recommendation from the FWC in this case. Only during an Auto-land is ‘retard’ a command. In most cases you’d start the flare at 30-40FT RA. In this case, it looks like the FO was not able judge when to flare, which I could understand as an issue when transferring from smaller aircraft to large airliners. The FO should have flared earlier, instead, they maintained a ~-700FPM descent at 30-20FT. The captain commanded TOGA (Take-off/Go-around) thrust (not CLB) as this could have been a catastrophe if the approach/landing continued.
As a ship's officer, I find this video very impressive. Its hard to explain to non navigating people the "depth" of a captains responsibility. Not always having your hands on but still always being fully situationally aware and always ready to take over.
yes agreed.
Yes, but wasn't it too late anyway?
Indeed. This was a trainee and the trainer pilot had to take over.
Bullsith
Can you explain in non pilot language what happened?
Haven't heard "PRIORITY LEFT" pb notification in a LOOOOONG time lol
Since you watched sully? 👀
It’s very soothing haha
@@stevenwest000 not for the first officer though
@@DeskPilot55 No since 2008...i used to fly one of these
Whats mean?
easyJet: Fired
Ryanair: Hired
😂
EasyJet fly Airbus, Ryanair don't so you got that backwards there I'd say.
You just said the top comment different.
The way he slaps the throttles like my grandma smacking my hands off the candy car ☠️
Well the plane was falling out the sky at that point so I get it 😂
No, actually, it was going down super fast and the plane was going way too fast and if the pilot pulled up the nose, they would stall out that’s why they slammed his hand down to give it full power so they can
Amazing recovery. Saved the copilot a corrective sim and captain a coffee with safety.
The engines came on just after the undercarriage took the hit😬
There was no recovery at all.
Not sure whats amazing about applying power 10 seconds to late and almost breaking the landibg gear off but whatever
@@Jeff-sp7bg He was just trying to stop the excess nose down pitching tendency from bringing underslung engines to idle, not recover.
Its base training. First real circuits and landing for copilot out of simulator type rating. The base training instructor is trained for that and the copilot didn’t flare. There will be no arguments between them just a fast debriefing, breath get back together, now ok, you have control, let’s try again 👍 for sure he got there. Well done both of them.
Its training but still they bring another rookie there, it will he hell for them
Could’ve been VERY bad. Even after the captain initiated go around thrust and pitched up they had a hard touchdown. Would’ve been a crash and possibly fatal if she hadn’t taken over.
He came in wayyy to steep, she was waiting for him to correct himself and go around, as soon as she saw him bring the power back she slammed it forward knowing he wasn’t going to correct. She’s got Lazer focus and lightning speed. Badass.
@@travislebronyou’re talking quite a bit of rubbish here
To all the people saying the captain did a great job sure they are not referring to CRM. If the PF is making an un stabilized approach, or is low on speed, or incorrect on the thrust management is the job of the other guy to call for this kind of deviations. He just waited until the aircraft touched down causing a hard landing without saying a word of feedback to the RSP who in fact looks like he is going through a training phase. Just to take over aggressively over the controls still not saying a word and making dual inputs. In my opinion maybe the Captain saved the day by going around but the CRM in MCC are something he definitely needs to work on as well as the FO needs to practice on the flare 😅
Easy for you, sitting behind your little screen to talk shit about a seasoned captain, that’ll outfly you in any situation & if you had any analytical instinct, you’d be able to tell that the approach was stabilized all the way to 40’ radio alt. The captain noticed that the FO did not flare at all. Yes, CRM is good but this situation is not where CRM applies. All of this happened within 1-second. If the captain would’ve spoke up about the flare, instead of immediately acting on the go-around, then they for sure would’ve done worse than a hard landing. That would’ve been a tire blown. Their was not enough time to say “flare, flare, not not pull your thrust back.” Because the FO would’ve had to process that information; this would’ve resulted in an accident. The captain did a GREAT job, immediately acting in such a quickly approaching incident. So, her actually not asserting CRM in this instance was a GREAT thing & you would’ve just managed to sugar coat the situation, while your FO destroyed the landing gear. Her initialing a go-around and immediately pitching up, while holding the button simultaneously to prioritize the left control stick was PERFECT execution and not at all what you’d learn from a class. So how about instead of judging from the screen of your iPhone, how about you LEARN from this GREAT PIC. Because this was perfectly executed. Show some respect to a pilot that has obviously more knowledge than you.
The approach was stabilized until the rate of descent went too high at the last 40 feet letting him seconds to react, which he did within 3 seconds of reaction time.
CRM do not say that the Captain must read in the future.
I would have been very curious to see you in the same situation as you're judging like you would have done better.
Adding to that, the Captain applied within seconds the very exact procedure by not refusing the touchdown (keeping landing pitch) and applying full thrust. Increasing the pitch as for a standard go around increases the risk of tail strike in this situation. It was done exactly as per FCOM and FTCM. There was no other better solution... Except maybe for armchair pilots.
Maybe you're a A320 Captain but in this case, you will explain me why you have also the talent of a fortune teller as you see deviations before they happen... I guess watching the video and saying afterwards that the PF was going to miss the flare is easier than seeing it coming in the cockpit before it happens...
@@Justatoy26adding to that I would say that the Captain did not pitched the A/C too high to avoid the contact with ground at all cost. He avoided well the risk of tail strike which is one of the first trap in this situation.
I also think that taking the time to verbalize and coordinate with the F/O before acting with less than 3 seconds left is not a good option.
And yes the approach was stabilized until 40' RA.
What could have been done better ? I would have loved to see how the people criticizing would have done in the real situation...
CRM CRM... The FCOM and FTCM were applied percectly with less than 3 seconds left to react. All that without any clue that the F/O would miss the flare before 40 feet. I think most people don't even realize how good the Captain was there.
Given the door is opened and someone is filming this is surely a Base Training. the F O is probably flying one of his first approaches and made a mistake. The Captain/trainer took over. CRM is not a training Item in this situation!
@@Justatoy26 you’ve got about as much arrogance as some pot-bellied and dick-headed senior captain who flew shitbaskets in the Navy and now spends half an hour in every overnight stop trying to figure out which local hag to bag.
50.........40.30.20 toga 💀 + priority left
Was waiting for -game over- sound 😂
At 50 he should of raised the nose up
@@danieldieni3188 30 feet is nose up, 20 feet/retard is idle throttle.
As a pilot, i can confirm the hard landing was caused by the first officer. He took off the thrust without waiting for the "retard" and the captain didn't lift the nose a bit up and it was too late for him.
As a pilot you should know better... You don't have to wait for the retard on a 319... It'd be a string of other factors
The retard is a auto reminder call-out during manual landing and a command during auto land. The FO just didn’t flare, the captain need not have taken over as the hard landing was already finished. The captain should have provided more verbal support, which would of avoided the takeover and hard landing.
I thought it was a windshear that causes the sudden drop?
@@burnsie6 He didn't flare and was descending too quickly
@@burnsie6R u a pilot?
The reaction speed of the captain is amazing!
You know you f*cked up when you hear “priority left”💀
"Retard" 💀️💀️💀️
The touchdown sound combined with the engines roaring up to full thrust genuinely makes me picture a nightmare
Who else came from 3 Minute Aviation?
Yep, was searching for the outcome hahahaha
I'm from Capitan Joe's channel "1 Minute DEBRIEF (episode 3)" video.
I saw it there too... but still wishes to see the outcome. go around, landing...
Where i Can find the video You say? Please
Its a pitty that there is not more information on the video. Makes the mention of a source nonsense.
**250 hour FO has entered the chat**
It Has nothing to do with the number of hours.
@@Hk-uw8my let me guess. You have no clue about how aviation works. This trainee is either straight out of school, or coming to airbus for the first time. either way he doesn’t have hours on this TYPE and EXPERIENCE, hence the hard landing and captain intervention. This looks to me like a type rating course. (The cockpit door is also open). SO YES it does have to do with how many hours he has, mostly on type, not total (since we don’t know if he’s new or coming from other airline)
@@windshearahead7012 i think you dont even understand what you're writing. read the original comment,did he say on type? So it's total. For the rest you ve just answered yourself,this can be someone who doesn't have experience with heavy jets ,but in this case as i said before in my previous comment it has nothing to do with the total number of hours.
@@Hk-uw8my you don’t even know what you are saying dude. Are you drunk? My comment was crystal clear and directed to you. You said his hard landing has nothing to do with “the number of hours”. You didn’t specify what hours, so I assume you mean on type + total. Otherwise learn to write. You never said “total” in your first comment. Although 250 hours is INDEED low so it does have to do regardless.
@@windshearahead7012I wasnt talking to you. I was replying to someone. You must see the context before trying to answer as the entire world does not circle around yourself,except if that was you the firstperson who wrote the original comment so in this case ill advise you to learn how to read.
That being said,250hrs is low hours, this is the number of hours required in order to fly these planes.
Someone with many hours but who had a tough time during the sim training and is still used to his light airplanes would ve done something like this.
Experienced people also do mistakes ,not like these for sure but sometimes they are even worse. Now this is a training flight, this person was not flying a plane with people but in a learning process.
You see next time you shall approach people with some prudence as they may know better than you,because making nasty assumptions can be very annoying.
Now get a pilot licence instead of being a keyboard warrior ;)
Its good that the captain acted fast but to me the captain looks pissed
🤣 it looked as if he was frustrated at the co pilot and just grabbed the throttle
@@demented9754 there was exactly 0 time to ask politely
Pretty sure he was pissed enough that he used the stick priority
Ryanair pilots: very smooth landing, well done.
They don't fly Airbus. Probably EasyJet
@@SpiderBobbyBoy twas a feckin joke
Outstanding job by the Captain!!! gotta let em' learn...
Captain got them dad reflexes
The Captain should have kept a closer eye on the rate of descent. Based on some basic math it sounds like the rate of descent was around 500 to 600 feet per minute which means there was no flare prior to touchdown. Unfortunately, turbine engines take a little time to spool up and although the Captain reaction was fast it had little effect before the impact. That's why you have to stay ahead of the aircraft at all times.
I believe it was training
It was line training, the instructor was hoping the officer in training would correct the accelerated descent and flare correctly but they didn't. It was likely the OIT's first touch n go.
Exactly what I was thinking 🤔🧐🤔 😂
Whatever you say, "Captain"
He did but during a base training you can't keep taking over. It's only 6 landings and they must be done by the trainee.
Ryanair: Oh pretty smooth! Hmm... I would like to hire this pilot
If anybody was wondering, what happened so why did the person hurt pilot slapped the first officers hand because the plane was decreasing super fast going really fast and if they would’ve pulled up for the leaning, they would’ve stalled out when they pulled up when they pulled up the nose. You can see she already reacted and hit the throttle in the plane. Still hit the ground 10 seconds after she did that because the plane didn’t react so she knew it was gonna stall out. That’s why she hit the throttle. Did it you guys were wondering
To go around
So this is what my FS20 simulator landing feels in real Life 🤣🤣🤣
XD
Leaving the chat xD
good thing the captain controlled the throttle at the last second because the copilot was decreasing the throttle, then the plane would go further down causing a harder landing.
that's not how those engines work lol
This is sim training but still great teachable moment. Looks like the instructor in the right seat
This is what you get when they hire aircraft carrier fighter pilots.
Actually its the opposite. The first officer pulled down on the power prematurely, in carrier landings you push up the power in case something goes wrong you'll have power to fly and save a lot of tax money from sinking at end of that short runway 😅
Jeez, he was about to fly it into the deck like an F-18. It ain't a carrier-based jet. Flare the airplane, dude!
For the ones who don’t know why the GPWS says “r3tard”: It reminds the pilots to bring the power back to idle right before touchdown.
Venía rápida la bajada la cuenta de la computadora era tremendamente acelerada golpeó duro ese avioncito
The captain looks like this was his plan the whole time!
Sim. É igual você ensinando alguém no trabalho e deixar ela fazer a besteira para sentir e depois você corrigir.
He was waiting for the right seater to sort it out but he never did and he took immediate control.
the co pilot was landing and u hear priority left meaning the captain took control of the sidestick(the stick that u use to move the plane )
Right. Finally someone that sees it correctly. This captain has an ego and wanted to show who is in charge. Awful way of instructing.
@@judd_s5643nah, this was ridiculous. He pre planned it to strike his own ego.
The first officer was thinking he was flying a msfs 2020 mod
Bro pulled the e brake like he was initiating a drift 😅
No escuchó ni siquiera el retard . Lo tiró en la pista en 30....... Una bestia
Terlihat kapten sampai marah😂
Belum ada signal retrad, dia lgsg menarik tuas ke arah idle😂
Luar biasa, penumpang auto kaget, hard landing
The aura from the Captain just said „oh shit, oh shit, oh shit“
The way that captain punched co-pilot is so funny
He didn’t punch him, he pushed the throttle forward in the middle of the FO decreasing it.
Good Instructor decision. However, from a home seat it’s always easy to judge...If this is a touch and go training, the plane should be quite light so the approach speed should be very low. Attending to the radio altimeter counting, the rate of descent was quite high already from 50 feet, not in accordance with a low approach speed for a normal approach path angle.
I think I would have done the same.
I had a first officer do that to me landing at MCI in a DC-9. He did a gear up landing when he was a Captain a few years later.
Nice CRM!!
They should accept the Ryanair job applications 😂
Luckily nobody was injured.
Almost broke his wrist with that reaction! 😂
I don’t know nothing about flying but from the look of it the captain basically said wtf are you doing. 🤣🤣🤣
the look he gave at 0:00 :D
he was like are you sure u want this approach haha
@@albertalcasid6755 you're interpreting too much in this dude. Everything was OK at that moment. The FO messed it up at the very last moment.
@@THYB737 excessive sink rate. captain gave him a chance to correct it but he didnt.
The Aircraft knew he was going to mess up the landing, it had to call him out.
That easyjet fr says "to ez"
If me as the co-pilot: Am i the co-pilot ? No, i am such a passenger for watching in cockpit. There is only one pilot seat. 🤣
I wonder if throttle input was way to late. It takes engines 4-5 seconds to spool and a while for energy to be applied
better than cutting the throttles on an ALREADY botched landing - which is what the dumb FO was doing
Exactly what I came here to say. Too late, you need five seconds and this guy was dropping like a rock. I couldn't see the PDF glideslope but felt way above 3-5 degrees. The speed earlier would have reduced decent rate even if cut later.
In approach idle they can spool up quicker
@@ghostrider-be9ekdumb huh? I know this is one year late but I bet you're the better FO who never made a single mistake during training lmao
@@mgmmj6664 you clearly are not a pilot to see the obvious
Saben por que Ryanair hace aterrizajes duros? por que la mayoría de los que hacen esos aterrizajes duros son recién graduados que apenas están empezando a sacar horas de vuelo en aviones reales y ya no en Full Motion Simulators. Eso también aplica en este aterrizaje de Easy Jet en un Airbus A320-214 solo que este no lleva pasajeros.
"Thank you for flying ryanair"
If the impact was felt like this in the cockpit, one can imagine sitting above the landing gear 😂
How many of you heard "Priority left" at the end? But I think it was too late when the captain took in charge
You have to allow trainees to make mistakes. Especially when there aren't any passengers on board and this is one of the rare times you can do that. I love at the beginning when the captain turns and looks right at the first officer. Like "Are you not seeing what I'm seeing?"
That was absolute butter in Ryan Air's eyes
Ryanair should hire you for this landing
I was wondering when those thrust levers were going to come down. The captain answered my question.
quick reaction!
The slap of the thrust levers forward tho
Well that’s one way of becoming a Ryanair pilot 🫡
We all make mistakes, the Airbus really doesn’t need to be insulting like that.
"Thank You for Flying RyanAir"
My take is that since his/her descent path-in accordance to the PFD Gyro-was -10 degrees (at least,what I can see.),the approach was far too steep and unstable,therefore requiring the captain’s intervention. As some of you may know, the Airbus’ HS (horizontal stabilizer) recognizes the pitch input prior to 50 feet.Thereby,if the F/O had a nose down attitude prior to 50 feet,the Airbus will intuitively decrease the pitch -2 degrees nose down,thus requiring the pilot to apply more back pressure on the sidestick. So, because he/she initially had a -10 degree pitch,the aircraft will have a tendency to sink rate;the F/O will have less time to stabilize. In the end,it was the right thing to go-around.
Showed that runway who’s boss!!
Even the plane called the pilot names after that one
Bro became hardjet
The pilot be like
FULL THROTTLE
Royal air Maroc :
_ please,prepare for landing.
Ryanair :
_ brace for impact !!
Perfect captains decision.
Wh@t decision like pissed 😂
The co-pilot on the right forgot to turn off the power within 10 meters of the ground, and he would accidentally pull it down and power the engines, and at the last moment the pilot intervened, for a correct landing, the pilot aimed at the tread mark on the runway from 1 km away, and imagine a downhill there. it should create a road, feel your plane as if it is going downhill from a slight slope, and know that this sloping road is corrected 10 meters from the runway and cut the gas and pull the steering wheel slightly, when both of the rear wheels touch the ground, they should tighten the brakes, so the front wheels will descend themselves, good flights
The Captain's good judgment saved hundreds of lives and the airplane...
It could have been survivable, and the plane could just get a hard landing inspection.
Good job captain 👍
The way the captain hit the throttle wow !
Damn the captain's reflex was at light speed
Me imagino que el Cap sintió que se iba a desplomar por eso actuo rápidamente
casi se matan mato
sii se dio cuenta que iban muy rapido en una aproximacion a pista corta por eso activo el empuje inverso tan rapido
Why TOGA? did they go around?
I wish there was more to this video!
the flare was not acceptable, captain has to act proactive and he did. Going around is the safest way
decent rate the last few seconds was out to lunch, and the FO made it WORSE by trying to close throttles - ouch
Usually, airliner lands with descent rate of around 10 feet per second, the moment before touchdown the call out is so fast, if you time it, the descent rate is at least twice than usual. Aircraft can still withstand that, but maintenance crew won't be happy with their overtime.
They did. The captain called for go around if you listen closely.
the plane almost Stall during landing is fatal Great reaction from captain
First time i see that.and good i like it someone teach me like this 😮
The Captain was probably angry to the First Officer Yikes!!!
He's not the first officer, he's a trainee. They do touch and go's after simulator training before beggining line training. They likely talked about what went wrong before trying again. In this case, he took the thrust off before retard :)
Ryanair: you are accepted!
ahahahaha
Anybody pls explain what happened?
@@TrFusion woah. Thanks for your answer
First officer was landing(right hand seat)
And they basically reduced the throttle too early, which would cause the plane to stall and land very hard, the captain in the left seat corrects this by pushing the throttles to "TOGA" (Take off go around) (full throttle). This prevents the stall and allows the first officer to flair (pull the nose wheel up) before touch down reducing/preventing damage to the aircraft. Then at the end you hear "priority left" this was the captain pressing the priority button on her side stick and taking control of the plane.
@@jamiep3196 your explanation is slightly wrong but good try! I am a training captain on the A350-1000 and have flown A320s in the past, Airbus all uses the same system. At this point the thrust is currently on A/THR mode (Auto thrust) meaning that the aircraft's computers are in control of the speed/ throttle management. You heard Retard, Retard which is telling the F/O to completely pull back the thrust levers signifying that he hadn't already pulled them back. Also, to back up Auto Thrust being on, you can see the A/THR button is Green on the MCP. The real problem here, is the attitude of which he was landing at ; his too fast rate of descent. He should have corrected this, but as the training captain noticed this, he/she set TOGA thrust which you are correct about and all of the rest you are right. However, I don't want you to have the misconception that he 'stalled' because if he did, the GPWS system would certainly tell you and you would hear constant alarms. and the aircraft would have automatically added power to counteract! I hope this all makes sense and if you have any further queries please do ask.
Alexander.
@@AlexanderPessuto sir just want to ask if you are landing a plane and manually controlling it, are you suppose to turn off the auto thrust? Sorry for this dumb question, I really want to take this opportunity.
@@jamiep3196 Do you know how much is the maximum ft / min or G-force allowed for a landing?
Молодец все под контролем )
He yanked at him pretty fast😂😂
Ryanair: This is normal to me
😂 😂 Pasado de lanza, le aventó la mano 😂
Así es el procedimiento bro
es una pista muy corta por eso apenas desacelera el primer oficial el capitan activa el empuje inverso
Fast sink rate.. nice save
other pilots be like: nah we just chillin
DEI running the power levers!!!!
What happened ?
(my observation) the FO is practicing landings and is coming too way too hot, resulting in the captain taking control and performing a go around.
@@PilotBossify with no clouds? this is one bad landing of the first officer. too high and fast
Trining cercit course for Easyjet pilots| The trainig first officer tried to land the plane. And then, the Captain saw he had a late flare l. So the captain pushed the thrust and attempted a Go Around.
Bro this is butter man
in addition to not receiving the 5 warning he did not land in butter 😂😂
This is why 250 hr pilot shouldn't fly jets.
This is fascinating.
This is why 7 months to become a commercial pilot isn't enough.
Hard landing ❌
Super hard landing ✅
Cool angle to observe the landing, jerky on the touchdown. Wow