A full approach briefing includes what runway lights to expect. On my 727 Captain rating ride in the simulator back in 1991, I briefed the VASI lights would be on the left side of the runway. My training and execution truly peaked on that day and in the debrief with the Check Airman the only thing he could find to complain about was that the simulator had the VASA lights on the right side of the runway. My IP from the right seat then spoke up and told the Check Airman that the charts in the simulator were wrong and that I had briefed what the chart said but the sim had the lights on the right. Had the Captain on this flight checked the charted lights he would have known that the runway did not have centerline ights. Perhaps it wasn't part of their company procedures to brief the lights but had it been and had he done that this event would not have occured. Thanks for another great Pilot Debrief and I look forward to the next one!
Hello Hoover. As a former B747 captain, we were trained to execute CAT-IIIB approaches, I personally did several autolands in VFR and IFR weather conditions as mandated by the aircraft's monthly requirement - for equipment checking and legalities, we landed many times when others could only dream to land. All we needed to see was one light in order to touch down on a "Zero, zero landing."" The first time I did one of these landings in real ze⁷ro, zero visibility, I remember that we checked and rechecked our equipment so many times over and over, after we were satisfied that everything was set up as required, a tense calm was felt by all of us in that cockpit, in the middle of a German winter night, there we were, waiting to hear the electronic cadence of the altitude alert calling out numbers as they were getting smaller and smaller, a feel of impending doom at anytime, was an awful feeling. Even though we had done this very same maneuver many times over and over, doing it for real, for the first time, takes in a different meaning. Low visibility approaches and landings made from a low visibility approach are something to be done by a trained professional crew and not by the occasional weekend flyer. I still remember when I saw that faint glow of a single centerline light bulb, I felt so relieved and that's when I heard the crew breathing normally once again, as the aircraft's wheels softly touched down on the center of that runway, the speed break handle deploying, the autobrakes immediately starting to slowdown the aircraft. It was a great feeling of success and accomplishment. Yes, it was tense but unbelievably rewarding for us. As always, thank you for posting your videos as they are spot on and to the point. Good job, Hoover.
The passenger video of the landing demonstrates one last saving grace that did not register in the captain's search for the runway centerline. The centerline is always "dashed" but @9:50 the passenger clearly records the aircraft is flying inboard of a continuous white line while drifting over it and heading off the runway. The edge of the runway and the ground are clearly visible at passenger height. This white line is continuous down the entire runway and had he noticed it, it would have given him the situational awareness necessary to land without incident. I imagine these runway edge markings are standard at any airport where low visibility landings are conducted. This is just an observation and I understand there were a myriad of factors that may have prevented him from utilizing this landing aid, and I am in no way critiquing his performance. The fact that he got out of the weeds and did a go around with one dead engine, landing safely afterward is a credit to his airmanship.
This was an awesome recount! I almost felt as if I was sitting in the cockpit during this nail biting experience. Thanks so much for sharing this. 👍🏾 😎 👍🏾
In the US, as airline pilots, we are so used to CL lights we expect a certain picture out the window. Was lining up on a runway without them once and was attempting to line up on the opposite side edge lights. I caught it in time and was wondering why I had made such a mistake in the first place. It was weird and disheartening. Same runway later was about to do it again but caught it much sooner and then understood why it had happened. It’s easy to see how this mishap could happen if he was expecting a certain picture when he broke out. I’ll definitely be briefing the none/existence of CL lights in the future. Thanks for this. Love your work.
This correlates with the problems crews have had with night parallel runway configurations when one is completely blacked out (generally due to construction) and they would either align with the wrong runway or a taxiway. After a couple near-misses over the past decade they've change procedures. My (bad) memory recalls Air Canada 759 @ SFO being one example.
Hoover, you have taught me more about airplanes and flying in a couple of hours than I ever knew in my whole life. Keep up the great work, can't wait to keep getting debriefed.😊
I love your videos and your input to the Aviation community I've been flying since I was 13 years old, I am now 64, I have over 35,000 hours of flying time civilian military etc. I appreciate your input on all these things it is very important to the younger generation. Most every one of these accidents could have been prevented throughout all of your stories as you know, it is so wonderful you point them out. You flying for the Air Force for a long time, myself as well we have lost many of our wonderful buddies due to Unforeseen strange circumstances, and it is never a single thing, it is a bunch of bad decisions is minuscule as they may be but when you put them all together prior to a flight, it can easily be enough to wipe you out. I know you have lost many friends of yours And I have also, I really appreciate you getting on a roll to try to help keep people in a wake up mode so stupid decisions can hopefully be prevented. You do a great job you really do a great job. It is highly possible that I could have been one of your instructors Wayback in the past, no idea but keep doing what you're doing, very proud of you!
As a retired flight attendant after 20yrs I flew with a few pilots with Get There Itis. One I remember so clearly took place late at night in Kansas City. By God, this Captain was landing. He has three missed approaches and we had terrified passengers. The jerk finally banged it to the ground, bounced and then down. Oxygen Masks fell down randomly and some overhead bins flew opted and people were hit with bags and junk, passengers screamed. Awful! I felt as if my life flashed before my eyes. That was the worst one, never forgot that night, happened in the 80’s. Thank God the plane was less than half full.
You sure are certain about an awful lot of things you weren't there for 😮 Sounds to me like the biggest issue (since the pilots are human people) is the fact that the approach lights were brighter than the runway lights. From how you described it, it seems like they made their decision to continue based on the approach lights, and only realized a few seconds later that they were brighter than the actual runway lights. I'd say right many humans with their training in these circumstances would have made similar choices. Also the air traffic people... they be on a smoke break, or...?
I retired from the Air Force as a Weather Forecaster. I have been a civilian Aviation Weather Observer for 15 years at our local airport. We maintain the Weather office hours the same as our ATC. I have been a part of several Aircraft Mishap investigations providing a Special Observation and archiving weather data ahead of and after the mishap. I love your channel, this video in particular was incredibly interesting.
Hoover, I'm not a pilot, but as an engineer i really enjoy your thorough and informative debriefs! I'm glad this one comes with a happy ending despite the substantial errors. As 64 year old mechanical engineering instructor, i strive to present myself as approachable and fallible so that my students feel free to speak up if I make a mistake in class. Do you think the use of military-adjacent terms (captain, first-operator, command, etc.) contributes to the reluctance of junior co-pilots to speak up? Also, while Americans are typically pretty informal, in many cultures factors like rank and age are forefront, perhaps contributing to the reluctance. Thanks for all you are doing.
Normalization of deviance. I doubt this is the first time the copilot has seen things that he knows are wrong, but are accepted by the company. Strong cultural taboo for a young person to criticize an older person. Lots going on here, but my takeaway from this and other similar accidents is that you should take the time to understand the airline you plan to fly - what is their safety culture? How do they train their pilots?
Many years ago I was a Naval Aircrewman on the Navy P-3 and was stationed at Patuxent River, MD. It was winter, after dark and weather was rough. Clouds were thick with heavy rain so the pilot opted for the controller calling altitude and bearings. I forget the name of that type of approach. I was sitting on the radar cabinet behind the pilot in command so I got to see everything. We’re defending thru the crud it’s some very light turbulence. Finally we get thru the clouds at about 300-500 feet AGL. The copilot calls tallyho on the field and says he’s the field for a visual approach and turned to the left about 30 degrees. We could see the lights in front of us but as things got clearer we could see lights under us. White, red and green lights. This was the main road coming up to the main gate off our base. About the time the tower radios to ask why we turned the pilot in command called GO AROUND! Yea, power lines, towers and a few taller buildings. We got lucky.
I'm glad I clicked on your videos. Not a pilot and I don't even fly, but I've always been fascinated by air crash investigations. I love your style. Respectful, informative, and not annoying 😆. Also, has anyone ever told you that you look like Steve-O? You could be brothers! Definitely SUBSCRIBED to this channel! LOVE IT
Great and informative channel. Not a pilot and, prior to weeks ago, have never watched any videos about flying. Since then I’ve watched a lot of Hoover’s videos and some of the other similar channels and I’ve learned quite a bit of the high-level basics/terminology in a few weeks and plan to continue learning more. Thanks Hoover.
The ultimate problem and the elephant in the room is the lack of experience of pilots of smaller rapidly growing private airlines. Especially outside the US. Shortages lead to poor and quick training with little over sight leading to events like this or obviously worse. I am frightened to see FO right seat pilots as PF in these conditions that have total hours less than me as a GA pilot. Great analysis. Keep up the awesome content. Ty
I can't speak for operators outside the US, but here in the states, the airlines are heavily regulated. All part 121 airlines are held to incredibly high standards, with an incredible amount of oversight. I can assure you that whomever occupies the right seat on a US domestic part 121 carrier has been fully vetted and qualified to occupy that seat.
@@chrisstromberg6527one can also assume he probably has spent the first part of his flying career imbibing and internalizing completely the wrong ideology for a passenger aviation pilot (especially if he built up his time some way outside of the military programs, learning to make do & cut corners, though even a good military aviator is also often a very different focus from the risk-averse attitude you ideally want in an airline pilot)...
@@chrisstromberg6527 for India, as a 2nd-world mega-power, the pressure of a fiercely competitive market, relative resource poverty in the industry, and a much more lax oversight of smaller operators, mean a very different situation.
I’ve been watching Pilot Debrief for a while now. Learned a lot here. I don’t fly, wanting to learn but some of these scare the crap out of me. Thanks Hoover.
Notice the co-pilot flight experience is 325 hours total and 109 hours in the Airbus? In Asia and Europe not uncommon for low-time F/Os to go through ab intio training and finish with a type rating in the make and model of the airliners just like the captain. In the US, Congress raised the minimum flight time for airline pilots to 1500 hours with some exceptions because of the Colgan Airlines crash. The stupid thing is the pilots who crashed in Colgan both had much more flight time than the new rules require showing flight time was not the cause. Now many cry about the pilot shortage.
Asia and Europe have a different training philosophy. When they finish up with 250 hours or so, they have also been studying for 3 years, whereas in the USA, we can do that in 6 months.
@@duncandmcgrath6290 in my opinion, the captain didn’t forget how to fly, he never really knew how to fly. It’s sad how some of these pilots fall through the cracks sometimes.
@@mindguru22 what snide remarks did I make? I explained different philosophies and that the Colgan Air pilot fell through the cracks. (He failed his training multiple times, yet was allowed to continue by switching jobs).
Crisp, concise, knowledgeable and very informative. Your presentations are very good. I enjoy watching. Unbelievable some of the things that happen in aviation. Keep the debriefs coming!
In terms of lives lost, it wasn't a major accident- Texas International Airlines 655 in 1973; the captain of was making a long detour around thunderstorms, VFR at night and scud running in the Arkansas hills; the copilot had continual misgivings and spoke of them but the captain would not listen - while checking his chart and listening to VOR stations, he told the captain where they were and that they needed more altitude for terrain clearance, but the recording ended in the middle of his sentence when they hit Black Fork Mountain at an elevation of 2600 feet, near Mena,AR.The wreckage remains there today(Convair 600).
Your videos are very precise and understandable. Anything you say that I don’t understand I know I can research, or ask someone about it. Your videos are on point. Thank you.
I know that airline accidents are disappearingly rare, but am amazed at how many ways things can go wrong and normally don’t. But then, I spent 30 years in insurance claims and am still amazed at how many ways drivers can cause collisions on the ground while operating in only two dimensions.
I find it interesting that they touched down with 1.8 Gs and no one screamed out. No panic from the passengers. I'm not surprised. I was in a British Airways flight from London to Mumbai that was delayed at Heathrow for 8 hours (passenger didn't board and they couldn't find and remove his checked bags before the pilots timed out). We spent about 5 hours ON the airplane at the gate. This was because BA couldn't figure out how to get the passengers off the plane and back on within regulations (no shit). The moral of this long story is, none of the passengers, who were mostly Indian, complained. They just got on with it. I really respected that.
Man you just have a one sample size and have generalising comment for a 1.5bn country… shows your depth of analysis… by your method I should say most white shitheads are from Britain😂
Love your skills and humble approach! U should consider having a longer end when u end talking, it's hard to watch to the end and try to start next film on the screen! And easy to forgetting thumbs up.
Very good analysis. I never heard of 1000 to 1000 and it's what I do for a living. Is this an outside America thing? You nailed all the pertinent details, except their fuel state. Is the FOB known? This is 100% on the CA. He chose to disregard the rules.
First time on this channel. Great job, not just the content, but very clear and concise! Too many people on you tube cannot get to the point, or say “ah” or “um” way too many times. Going to subscribe and watch more. Thanks!
One of those "So bad or so close to being terribly bad" things that could have been so easily avoided. I remember the flying school owner telling me, prior to my first student cross-country prior to my Private check ride 58 years ago "When in doubt, DON'T." That's been advice that's served me well for almost six decades of flying.
There is a cultural aspect to this situation. Assuming the flight crew are Indian. In Indian culture, there are very strict class distinctions. Similarly in Far Eastern Cultures, (Korean Air Crash in UK) the junior Second Office would be terrified to speak up against a very high class (Caste) Captain.
I’m sorry, you seem sincere, and I’m not trying to be rude, but who sold you all this rubbish? I’m Indian, and I assure you, pretty much our national pastime is arguing with each other like a bunch of flatulent wind bags. We are the worlds largest and probably most chaotic democracy, and this permeates our personal and,professional lives too. Also, you cannot and do not become captain of an aircraft because you’re (ha ha) High “class” or “caste”, while your first officer is (somehow, and for some reason) a low “class” or “caste” rickshaw puller hahaha. However, there is an unnecessary respect for age here, and I can see how the first officer would be reluctant to contradict a captain 42 years older than him. Though I’m surprised there’s such a huge age and experience difference between the two.
@@lani6647found the non-pilot! What OP is mentioning is a very real and researched phenomenon dating back to the 70’s (80’s maybe?) whereby in aviation around the world these cultural differences in relation to age (or caste whatever) were discovered and classified into a numerical system now called “power distance index/relationships”. It has been addressed (by psychologists and Boeing) and implemented into modern day CRM. If you’d like to look into it yourself, there is a good chapter in ‘Outliers’ by Malcolm Gladwell on this topic. Even a cursory google or Wikipedia search will yield reliable information concerning PDI plus the research and new protocols implemented after its discovery.
This condition was addressed over 20 years ago. International flight rules and regulations required all airlines have strict CRM (Crew Resource Management) in place to reduce inadequate communications between crew members that could lead to a loss of situational awareness, a breakdown in teamwork in the cockpit, and ultimately, to a poor decisions or a series of decisions which result in a serious incident or a fatal accident. Checkout Korean Air flight 8509 where CRM is absent and the 1st officer sits there and watches the captain bank the plane left into the ground.
@@lani6647democracy creates illusions and echo chambers for people to think things are actually changing, but are actually just in echo chambers meant to keep them away from, and controlled by, those with actual power ✌️
I wonder why flying hours are measured because an 7 hour flight could mean one take off, one landing and 6.5 hours of doing very little. In that 7 hours another pilot could do two flights, with 2 of everything (take offs, landings) etc
@@steviesteve750 That has it's own drawbacks in terms of quantifying the value of experience. If you build hours as an instructor, most of your flying will be done very locally to your home-airfield, likely within 90 minutes flight-time, and after 1500 hours you will know every blade of grass by it's Christian-name but will not have accrued much actual navigation between lots of different airfields. The same applies if the bulk of your flying in on a few short, relatively local routes. That's why total hours are used, the theory being that over (say) 5,000 hours, you will have done both relatively long-distance flights and gained a variety of experience.
I’m a retired military pilot. I repeatedly tell family and friends to only fly with western crewed aircraft. I remember watching an old American Air Force safety video, and the story went like this. The Starlifter captain was giving the cockpit briefing prior to take off, and on board there was a non-aircrew member sitting in the jumpseat on headset.. The captain included him in the pre-flight briefing to speak up if he felt unsure about anything. As it turned out, the aircrew accidentally continued to climb through a given ceiling limit. That jump seater had heard the limit as well, and spoke up (as advised prior) about something he felt was wrong. His actions prevented an accident with conflicting traffic and speaks all you need to know about how CRM should be encouraged.
Western crews F___ up too. This same type of incident happened at my company. It was night so the edge lights were even more attractive. The copilot wrote up “dirty wheelwells” post walk around.
The excessive deference by the co-pilot is an issue that is spread across many professions and all through society. As a Professional Engineer I have a duty to the public, as well as my employer. My younger colleagues would rarely, if ever, raise issues that might be perceived by managers as being critical. That included safety and environmental concerns in our workplace. It was left up to me to raise these concerns even after my peers would bring them up to me. I was at a place in my career where I was not interested in promotion, but was very protective of my professional reputation so was not concerned about the enmity of managers who were potentially upset with these issues being raised. The younger Engineers seemed to think their career could be at risk if they spoke out, which I told them was unethical for us. When I managed people, I valued the conscientious complainers because I am not perfect and always appreciated the input.
All I could think of is SFO, the fog there and taxiways full of departing aircraft. In the US, the action and inaction of both the CA and FO could have been disastrous.
Actually, you can do an autoland in any weather. Pilots do practice autolands all the time. You can do a missed approach in dual autopilot configuration too. There is no necessity to (in fact you should not) disengage the dual autopilot once it is in land mode low to the ground. You simply cannot land if weather goes below cat 1 minimums. Leaving it in autoland may have avoided this incident.
"You simply cannot land if weather goes below cat 1 minimums. Leaving it in autoland may have avoided this incident." Exactly what I noticed. If the wx was good enough to fly past the FAF AND you see visual ref so you know your in the landing zone let the AP land it.
Hoover, Riveting account. The lack of preparation was a tragic mistake! Your channel stories are informative, educational, and exquisite in its narrative! Thank you.
Good airplane stuff...I like the attention to detail so that the lay person will understand what all the jargon is all about...just like my profession, I'm a mental health therapist, and former peace officer...I recognize a sign or symptom or what a code is...thanks pilot man👍🛸
Love this videos, I will never flight an Airplane my self I think is too risky as I make many mistakes in everyday life so flying will be a certain death for me. I got Microsoft Flight Simulator installed and is so much fun now that I grasp a few aviation concepts thanks to this channel.
I once did a "duck under" as we called them in 1980 or so. Leaving next day in good weather, I looked at the approach end of that runway to see that I had passed right over power lines! I never did THAT again! Flying to minimums is good enough, thank you very much! I am surprised and dismayed that this very experienced captain did it.
When I was a student pilot, some 20+ years ago, my flight instructor and I were waiting in the FBO for heavy fog to burn off before our flight (fog so heavy you couldn’t see the runway from the FBO windows). Over the radio in the FBO, we heard a guy call his final, he landed, we couldn’t see him until he emerged from the fog onto the ramp in front of the FBO. That guy was sketchy, he flew for a few mores years until he retired. He and his passengers got lucky. (He flew a small twin engine for chartered flights). Crazy dangerous!
That last utterly bizarre excuse is an example of Indian nationalistic chauvinism. Indian captain is hero, European plane is dangerous. That's just how everything needs to be explained in India these days, it is really sad and God only knows where this will end.
Just bought a kick-ass PC to be able to enjoy flight sims. To be able to process data into information into decisions as proficiently and cleanly as a capable aircraft pilot seems a universally desirable skill. This channel is a clear inspiration to this. Routine complacency. Check your ego at the door. Bag of experience vs bag of luck.
This explanation helps explain my Avelo XP434 flight on 4/22/24 that abruptly executed a go around very close to the ground at New Haven. The pilot told us they have a rule that they need to see the runway. They ended up diverting to Bradley as it was raining & foggy in New Haven. I wonder how low we were before he aborted the landing.
Oof... yeah... that's a pretty steep power gradient in the cockpit, just on experience alone. If this is the incident I think it is, Petter covered that extensively, and coupled with the company's lack of CRM culture, it was a rough one.
I’ve been going back through this channel. These videos are great. This one threw me for a bit of a loop Most of the videos if not all of them I’ve watched so far have been in standard using Feet instead of meters. Just odd to all of sudden get one in meters.
The social media message of the passenger may have been influenced by whatever announcements were made. Maybe the pilot announced something like that the airplane tried to land off the runway but he was able to correct that and will now take them to another airport. Wouldn't be unthinkable that the pilot is not taking the blame during the flight.
the a-320 has a feature called "guess who's flying mode" both pilots fly with zero feedback from the other pilot moving the controls and one of the features of "Guess who's flying" is that you will probably land somewhere near the runway most of the time.
Hoover, great (near) mishap debrief as usual. Are you aware that the now-retired S-3 Viking carrier based ASW aircraft was affectionately called the Hoover based on the sounds the turbofans made with throttle adjustments made close in during short approach to the ship? Anyway, keep it up, love your work.
Hoover, thank you for another informative piece. Do you fly for an airline? If so, kindly keep those of us subscribed to your channel updated on your trips!
By watching videos like this I have come to realize the airline industry is just like the medical industry. You know what they say about doctors, doctors always bury their mistakes !
First officers must realize that everyone can make a mistake ,even captains, so speak up no matter what the passengers are relying on you guys. Oh, that’s why there are two pilots on board. Thanks Hoover, you’re on top of it.
My only comment would be ref the controllers reaction to a "going around" call. Most tower controller will acknowledge and instruct to fly pub missed or other special instructions received once they coordinate with departure radar controller. Inquiring about the reason for go around during high workload pilot events is frowned upon in most ATCS facilities. If the pilot wants to give a reason or PIREP once squared away...great. ATC supervision is interested only if sep was lost or emergency declared. It is not a uncommon event especially during times of poor weather or vis. As always great job!
Another Pilot Debrief in-depth investigation. Did the captain tried to hide after the incident? according to the Times of India newspaper: "while a few reports pointed to the pilot who was manning the aircraft to now be absconding, GoAir denied the reports." (absconding: 'leave hurriedly and secretly, typically to avoid detection of or arrest for an unlawful action'). This airline also does not want passengers onboard. In a different incident, according to reports, "A flight by Go First, previously known as Go Air, took off from the airport in Bengaluru city, leaving more than 50 passengers forgotten in a bus."
I’m sorry, Hoover, I can’t agree with everything in your analysis - but that’s simply because I have no piloting experience. However, for me, and I imagine for anybody likewise fascinated by flight, your reports are most interesting and informative.
Great video, but I'm surprised there isn't some type of precision GPS system that could assist the pilot in finding the proper landing point on the runway, or at least alert that the plane is no longer over the runway.
Difference in experience on the KLM plane was I believe a contributing factor to the tenerife crash. No one challenged the captain when he believed he had clearance to take off
Indian & Pakistani cultures are definitely "l am right", "whose in charge" type relationships where the junior pilot wouldn't dare to become assertive.
Good to see that Land Rover are the apparent Landing gear supplier of choice for the A320, and there was me thinking it was SAFRAN, to quote cartoonist Gary Larsons' Pilots "Hey Chuck whats that Mountain goat doing way up here in the clouds"?
Whenever I do a CAT II approach with a new FO I always brief them that this is going to be different from the SIM. There you either see the required references and land. Or you don’t. In real it’s more variable. Also after landing we’ll come to almost a complete stop before safely and SLOWLY clearing. Remember the taxiway is much less illuminated than a CAT II runway!
Culture is definitely a contributing factor here. I have worked with Indians and Muslims in various IT companies, so I know that seniors and people in higher positions are treated with respect in these cultures, and questioning their opinions and decisions is not normal. Among Indians, caste complicates things even more. Another Muslim culture-related accident occurred in Pakistan, when an airliner was descending too steeply and with its landing gear up, it bounced off the runway and crashed.
As a 135 capt on large radial ac,had co pilots,not trained at all flying as a co pilot! I left that co. And went else where.eventualy out of aviation entirely....not safe! Egos can overwhelm comonsence,and the rules...
A full approach briefing includes what runway lights to expect. On my 727 Captain rating ride in the simulator back in 1991, I briefed the VASI lights would be on the left side of the runway. My training and execution truly peaked on that day and in the debrief with the Check Airman the only thing he could find to complain about was that the simulator had the VASA lights on the right side of the runway. My IP from the right seat then spoke up and told the Check Airman that the charts in the simulator were wrong and that I had briefed what the chart said but the sim had the lights on the right. Had the Captain on this flight checked the charted lights he would have known that the runway did not have centerline ights. Perhaps it wasn't part of their company procedures to brief the lights but had it been and had he done that this event would not have occured. Thanks for another great Pilot Debrief and I look forward to the next one!
Hello Hoover. As a former B747 captain, we were trained to execute CAT-IIIB approaches, I personally did several autolands in VFR and IFR weather conditions as mandated by the aircraft's monthly requirement - for equipment checking and legalities, we landed many times when others could only dream to land. All we needed to see was one light in order to touch down on a "Zero, zero landing."" The first time I did one of these landings in real ze⁷ro, zero visibility, I remember that we checked and rechecked our equipment so many times over and over, after we were satisfied that everything was set up as required, a tense calm was felt by all of us in that cockpit, in the middle of a German winter night, there we were, waiting to hear the electronic cadence of the altitude alert calling out numbers as they were getting smaller and smaller, a feel of impending doom at anytime, was an awful feeling. Even though we had done this very same maneuver many times over and over, doing it for real, for the first time, takes in a different meaning.
Low visibility approaches and landings made from a low visibility approach are something to be done by a trained professional crew and not by the occasional weekend flyer.
I still remember when I saw that faint glow of a single centerline light bulb, I felt so relieved and that's when I heard the crew breathing normally once again, as the aircraft's wheels softly touched down on the center of that runway, the speed break handle deploying, the autobrakes immediately starting to slowdown the aircraft. It was a great feeling of success and accomplishment. Yes, it was tense but unbelievably rewarding for us.
As always, thank you for posting your videos as they are spot on and to the point.
Good job, Hoover.
The passenger video of the landing demonstrates one last saving grace that did not register in the captain's search for the runway centerline. The centerline is always "dashed" but @9:50 the passenger clearly records the aircraft is flying inboard of a continuous white line while drifting over it and heading off the runway. The edge of the runway and the ground are clearly visible at passenger height. This white line is continuous down the entire runway and had he noticed it, it would have given him the situational awareness necessary to land without incident. I imagine these runway edge markings are standard at any airport where low visibility landings are conducted. This is just an observation and I understand there were a myriad of factors that may have prevented him from utilizing this landing aid, and I am in no way critiquing his performance. The fact that he got out of the weeds and did a go around with one dead engine, landing safely afterward is a credit to his airmanship.
This was an awesome recount! I almost felt as if I was sitting in the cockpit during this nail biting experience. Thanks so much for sharing this. 👍🏾 😎 👍🏾
@@walteralleyne534 Anytime!
Thanks for this, man :)
Thanks for the insightful comments! Very interesting and a bit scary as well. Nerves of steel required 😊
In the US, as airline pilots, we are so used to CL lights we expect a certain picture out the window. Was lining up on a runway without them once and was attempting to line up on the opposite side edge lights. I caught it in time and was wondering why I had made such a mistake in the first place. It was weird and disheartening. Same runway later was about to do it again but caught it much sooner and then understood why it had happened. It’s easy to see how this mishap could happen if he was expecting a certain picture when he broke out. I’ll definitely be briefing the none/existence of CL lights in the future. Thanks for this. Love your work.
Thank you for your expertise 😊
Yet they still put 100% of the blame on the pilots instead of airline training. Unbelievable.
Las Vegas doesn’t have centerline lights.
This correlates with the problems crews have had with night parallel runway configurations when one is completely blacked out (generally due to construction) and they would either align with the wrong runway or a taxiway. After a couple near-misses over the past decade they've change procedures. My (bad) memory recalls Air Canada 759 @ SFO being one example.
Hoover, you have taught me more about airplanes and flying in a couple of hours than I ever knew in my whole life. Keep up the great work, can't wait to keep getting debriefed.😊
Thank you! That’s very kind of you and I’m glad you and others are learning from my videos!
@@pilot-debriefgotta say. Your presentations are very comprehensive, chock full of in depth information and to the point.
@@pilot-debrief Do you think that is a human?
Tell me about it, I'm taking my first flight right now with only his videos for training. I'm heading towards a forest right now.
@@eriklarson9137 Are you referring to me?
I love your videos and your input to the Aviation community I've been flying since I was 13 years old, I am now 64, I have over 35,000 hours of flying time civilian military etc. I appreciate your input on all these things it is very important to the younger generation. Most every one of these accidents could have been prevented throughout all of your stories as you know, it is so wonderful you point them out. You flying for the Air Force for a long time, myself as well we have lost many of our wonderful buddies due to Unforeseen strange circumstances, and it is never a single thing, it is a bunch of bad decisions is minuscule as they may be but when you put them all together prior to a flight, it can easily be enough to wipe you out. I know you have lost many friends of yours And I have also, I really appreciate you getting on a roll to try to help keep people in a wake up mode so stupid decisions can hopefully be prevented. You do a great job you really do a great job. It is highly possible that I could have been one of your instructors Wayback in the past, no idea but keep doing what you're doing, very proud of you!
I thank you for your service to the country and bravery.. My dad flew a Mustang over Europe when he was only 20 fighting against Hitler😮
Thanks comrade, totally agree.
As a retired flight attendant after 20yrs I flew with a few pilots with Get There Itis. One I remember so clearly took place late at night in Kansas City. By God, this Captain was landing. He has three missed approaches and we had terrified passengers.
The jerk finally banged it to the ground, bounced and then down. Oxygen Masks fell down randomly and some overhead bins flew opted and people were hit with bags and junk, passengers screamed. Awful!
I felt as if my life flashed before my eyes. That was the worst one, never forgot that night, happened in the 80’s. Thank God the plane was less than half full.
After this I'm buying a train ticket
Hoover, love your commentary. To the point and no fluff
I love watching your videos, although I’m not a pilot, you explain things in a way that makes it easy to understand. Thank you
I love watching his videos too and I’m a pilot. He does a great job.
Yes, he is good. Words things easily for the layman/non-pilot.
Thank you so much!
Exactly! He explains it so well. I’m not a pilot but, I’m ready! Give me an Airbus! 😂😂😂😂 Truly quality content.
You sure are certain about an awful lot of things you weren't there for 😮
Sounds to me like the biggest issue (since the pilots are human people) is the fact that the approach lights were brighter than the runway lights. From how you described it, it seems like they made their decision to continue based on the approach lights, and only realized a few seconds later that they were brighter than the actual runway lights. I'd say right many humans with their training in these circumstances would have made similar choices. Also the air traffic people... they be on a smoke break, or...?
I retired from the Air Force as a Weather Forecaster. I have been a civilian Aviation Weather Observer for 15 years at our local airport. We maintain the Weather office hours the same as our ATC. I have been a part of several Aircraft Mishap investigations providing a Special Observation and archiving weather data ahead of and after the mishap. I love your channel, this video in particular was incredibly interesting.
I love Hoover’s little head shake during the moment in the vid when the plane smacks the turf.
Funny; I was watching the engine and not Hoover, but I did the same thing .
This is such a great channel…the best of the genre, in my opinion. Short, well illustrated and explained. Thank you!
Your accounts are THE BEST! They are delivered with tremendous detail ... and no wasted time. The best on TH-cam. Thanks.
Hoover, I'm not a pilot, but as an engineer i really enjoy your thorough and informative debriefs! I'm glad this one comes with a happy ending despite the substantial errors. As 64 year old mechanical engineering instructor, i strive to present myself as approachable and fallible so that my students feel free to speak up if I make a mistake in class. Do you think the use of military-adjacent terms (captain, first-operator, command, etc.) contributes to the reluctance of junior co-pilots to speak up? Also, while Americans are typically pretty informal, in many cultures factors like rank and age are forefront, perhaps contributing to the reluctance.
Thanks for all you are doing.
Once again, best damn aviation channel on TH-cam! Should be mandatory to watch for ATPs
To the current and future copilots. Your life is worth more than a job so speak up and act if obvious errors are being made.
Normalization of deviance. I doubt this is the first time the copilot has seen things that he knows are wrong, but are accepted by the company. Strong cultural taboo for a young person to criticize an older person. Lots going on here, but my takeaway from this and other similar accidents is that you should take the time to understand the airline you plan to fly - what is their safety culture? How do they train their pilots?
What? What scenario are you imagining risking your life to save your job?
I thought this was the entire idea behind crm-crew resource management after a few similar incidents?
Absolutely!
The captain was probably like "I'm gonna land this plane even if I can't see shit, 'cause I ain't no sissy ass liberal. If I die I die like a man" 😂
clear and concise debrief, as always.
Many years ago I was a Naval Aircrewman on the Navy P-3 and was stationed at Patuxent River, MD. It was winter, after dark and weather was rough. Clouds were thick with heavy rain so the pilot opted for the controller calling altitude and bearings. I forget the name of that type of approach. I was sitting on the radar cabinet behind the pilot in command so I got to see everything. We’re defending thru the crud it’s some very light turbulence. Finally we get thru the clouds at about 300-500 feet AGL. The copilot calls tallyho on the field and says he’s the field for a visual approach and turned to the left about 30 degrees. We could see the lights in front of us but as things got clearer we could see lights under us. White, red and green lights. This was the main road coming up to the main gate off our base. About the time the tower radios to ask why we turned the pilot in command called GO AROUND! Yea, power lines, towers and a few taller buildings. We got lucky.
"GCA" = Ground Controlled Approach. (ex-TACCO) cheers!
I'm glad I clicked on your videos. Not a pilot and I don't even fly, but I've always been fascinated by air crash investigations. I love your style. Respectful, informative, and not annoying 😆. Also, has anyone ever told you that you look like Steve-O? You could be brothers! Definitely SUBSCRIBED to this channel! LOVE IT
You videos are so educational. I find your demeanor. Very professional. I’ld appreciate being a passenger on your plane.
Please keep posting.
Great and informative channel. Not a pilot and, prior to weeks ago, have never watched any videos about flying. Since then I’ve watched a lot of Hoover’s videos and some of the other similar channels and I’ve learned quite a bit of the high-level basics/terminology in a few weeks and plan to continue learning more. Thanks Hoover.
An outstanding and informative debrief, Hoover. Thanks !
The ultimate problem and the elephant in the room is the lack of experience of pilots of smaller rapidly growing private airlines. Especially outside the US. Shortages lead to poor and quick training with little over sight leading to events like this or obviously worse. I am frightened to see FO right seat pilots as PF in these conditions that have total hours less than me as a GA pilot.
Great analysis. Keep up the awesome content. Ty
I can't speak for operators outside the US, but here in the states, the airlines are heavily regulated. All part 121 airlines are held to incredibly high standards, with an incredible amount of oversight. I can assure you that whomever occupies the right seat on a US domestic part 121 carrier has been fully vetted and qualified to occupy that seat.
@@chrisstromberg6527one can also assume he probably has spent the first part of his flying career imbibing and internalizing completely the wrong ideology for a passenger aviation pilot (especially if he built up his time some way outside of the military programs, learning to make do & cut corners, though even a good military aviator is also often a very different focus from the risk-averse attitude you ideally want in an airline pilot)...
@@chrisstromberg6527 for India, as a 2nd-world mega-power, the pressure of a fiercely competitive market, relative resource poverty in the industry, and a much more lax oversight of smaller operators, mean a very different situation.
💯
Hoover, you are one the very few credible and articulate presenters in the entire aviation space.
I’ve been watching Pilot Debrief for a while now. Learned a lot here. I don’t fly, wanting to learn but some of these scare the crap out of me. Thanks Hoover.
Notice the co-pilot flight experience is 325 hours total and 109 hours in the Airbus? In Asia and Europe not uncommon for low-time F/Os to go through ab intio training and finish with a type rating in the make and model of the airliners just like the captain. In the US, Congress raised the minimum flight time for airline pilots to 1500 hours with some exceptions because of the Colgan Airlines crash. The stupid thing is the pilots who crashed in Colgan both had much more flight time than the new rules require showing flight time was not the cause. Now many cry about the pilot shortage.
I couldn't have said it better!!
Asia and Europe have a different training philosophy. When they finish up with 250 hours or so, they have also been studying for 3 years, whereas in the USA, we can do that in 6 months.
Yep the Colgan airlines crash changed everything...sadly not one of those things had anything to do with the crash , they forgot how to fly .
@@duncandmcgrath6290 in my opinion, the captain didn’t forget how to fly, he never really knew how to fly. It’s sad how some of these pilots fall through the cracks sometimes.
@@mindguru22 what snide remarks did I make? I explained different philosophies and that the Colgan Air pilot fell through the cracks. (He failed his training multiple times, yet was allowed to continue by switching jobs).
Crisp, concise, knowledgeable and very informative. Your presentations are very good. I enjoy watching. Unbelievable some of the things that happen in aviation. Keep the debriefs coming!
Hello Hoover,
Great video! As usual
New to this channel totally addicted thank you 🙏
Thanks! Glad you found me!
In terms of lives lost, it wasn't a major accident- Texas International Airlines 655 in 1973; the captain of was making a long detour around thunderstorms, VFR at night and scud running in the Arkansas hills; the copilot had continual misgivings and spoke of them but the captain would not listen - while checking his chart and listening to VOR stations, he told the captain where they were and that they needed more altitude for terrain clearance, but the recording ended in the middle of his sentence when they hit Black Fork Mountain at an elevation of 2600 feet, near Mena,AR.The wreckage remains there today(Convair 600).
So sad. God give them eternal life😢
Another great teaching moment by Hoover. Love the channel!
Hoover
😂 thanks!
Thanks Hoover. Well done.
Thanks for the analysis, a good reminder to make sure that you include runway lighting available when you brief the approach.
Your videos are very precise and understandable. Anything you say that I don’t understand I know I can research, or ask someone about it. Your videos are on point. Thank you.
I know that airline accidents are disappearingly rare, but am amazed at how many ways things can go wrong and normally don’t. But then, I spent 30 years in insurance claims and am still amazed at how many ways drivers can cause collisions on the ground while operating in only two dimensions.
Videos like this are very good lessons for instrument-rated pilots making approaches to landings in all kinds of airplanes.
I hope so! Thanks!
Really well done, totally hooked on your channel!
I find it interesting that they touched down with 1.8 Gs and no one screamed out. No panic from the passengers. I'm not surprised. I was in a British Airways flight from London to Mumbai that was delayed at Heathrow for 8 hours (passenger didn't board and they couldn't find and remove his checked bags before the pilots timed out). We spent about 5 hours ON the airplane at the gate. This was because BA couldn't figure out how to get the passengers off the plane and back on within regulations (no shit). The moral of this long story is, none of the passengers, who were mostly Indian, complained. They just got on with it. I really respected that.
Man you just have a one sample size and have generalising comment for a 1.5bn country… shows your depth of analysis… by your method I should say most white shitheads are from Britain😂
Love your skills and humble approach! U should consider having a longer end when u end talking, it's hard to watch to the end and try to start next film on the screen! And easy to forgetting thumbs up.
Very good analysis. I never heard of 1000 to 1000 and it's what I do for a living. Is this an outside America thing? You nailed all the pertinent details, except their fuel state. Is the FOB known? This is 100% on the CA. He chose to disregard the rules.
At the beginning, he stated 2 extra hours of FOB due to the reginal weather patterns there.✌
@@jayallen5177 makes it even worse not going around
@@planefun2962I never heard of 1000 to 1000 either in my 3 decades in aviation.
First time on this channel. Great job, not just the content, but very clear and concise! Too many people on you tube cannot get to the point, or say “ah” or “um” way too many times. Going to subscribe and watch more. Thanks!
One of those "So bad or so close to being terribly bad" things that could have been so easily avoided. I remember the flying school owner telling me, prior to my first student cross-country prior to my Private check ride 58 years ago "When in doubt, DON'T." That's been advice that's served me well for almost six decades of flying.
There is a cultural aspect to this situation. Assuming the flight crew are Indian. In Indian culture, there are very strict class distinctions. Similarly in Far Eastern Cultures, (Korean Air Crash in UK) the junior Second Office would be terrified to speak up against a very high class (Caste) Captain.
I’m sorry, you seem sincere, and I’m not trying to be rude, but who sold you all this rubbish? I’m Indian, and I assure you, pretty much our national pastime is arguing with each other like a bunch of flatulent wind bags. We are the worlds largest and probably most chaotic democracy, and this permeates our personal and,professional lives too. Also, you cannot and do not become captain of an aircraft because you’re (ha ha) High “class” or “caste”, while your first officer is (somehow, and for some reason) a low “class” or “caste” rickshaw puller hahaha. However, there is an unnecessary respect for age here, and I can see how the first officer would be reluctant to contradict a captain 42 years older than him. Though I’m surprised there’s such a huge age and experience difference between the two.
@@lani6647found the non-pilot! What OP is mentioning is a very real and researched phenomenon dating back to the 70’s (80’s maybe?) whereby in aviation around the world these cultural differences in relation to age (or caste whatever) were discovered and classified into a numerical system now called “power distance index/relationships”. It has been addressed (by psychologists and Boeing) and implemented into modern day CRM. If you’d like to look into it yourself, there is a good chapter in ‘Outliers’ by Malcolm Gladwell on this topic. Even a cursory google or Wikipedia search will yield reliable information concerning PDI plus the research and new protocols implemented after its discovery.
This condition was addressed over 20 years ago. International flight rules and regulations required all airlines have strict CRM (Crew Resource Management) in place to reduce inadequate communications between crew members that could lead to a loss of situational awareness, a breakdown in teamwork in the cockpit, and ultimately, to a poor decisions or a series of decisions which result in a serious incident or a fatal accident. Checkout Korean Air flight 8509 where CRM is absent and the 1st officer sits there and watches the captain bank the plane left into the ground.
@@lani6647my experience with Indians has been that they believe whoever screams the loudest, wins the argument.
@@lani6647democracy creates illusions and echo chambers for people to think things are actually changing, but are actually just in echo chambers meant to keep them away from, and controlled by, those with actual power ✌️
I wonder why flying hours are measured because an 7 hour flight could mean one take off, one landing and 6.5 hours of doing very little. In that 7 hours another pilot could do two flights, with 2 of everything (take offs, landings) etc
Agreed, you'd think it would be much more relevant to measure experience in total completed flights.
@@steviesteve750 That has it's own drawbacks in terms of quantifying the value of experience. If you build hours as an instructor, most of your flying will be done very locally to your home-airfield, likely within 90 minutes flight-time, and after 1500 hours you will know every blade of grass by it's Christian-name but will not have accrued much actual navigation between lots of different airfields. The same applies if the bulk of your flying in on a few short, relatively local routes. That's why total hours are used, the theory being that over (say) 5,000 hours, you will have done both relatively long-distance flights and gained a variety of experience.
@@Fidd88-mc4sz good points and makes sense.
I cannot imagine how scary would be to be a passenger on an event like this
I honestly think they had no clue what was happening.
@@pilot-debrief you're right. they barely can see outside
not scary at all because ignorance is bliss..
Imagine being an airline pilot dead heading on such a flight !
Hoover, I love your channel. Your commentary is interesting and informative. Thanks.
I’m a retired military pilot. I repeatedly tell family and friends to only fly with western crewed aircraft. I remember watching an old American Air Force safety video, and the story went like this. The Starlifter captain was giving the cockpit briefing prior to take off, and on board there was a non-aircrew member sitting in the jumpseat on headset.. The captain included him in the pre-flight briefing to speak up if he felt unsure about anything. As it turned out, the aircrew accidentally continued to climb through a given ceiling limit. That jump seater had heard the limit as well, and spoke up (as advised prior) about something he felt was wrong. His actions prevented an accident with conflicting traffic and speaks all you need to know about how CRM should be encouraged.
It may sound racist but Christ if it won't safe your life.
There should be no reason why any crew member on the flight deck should keep quite and not share if need be its team work plane and simple just saying
Western crews F___ up too. This same type of incident happened at my company. It was night so the edge lights were even more attractive. The copilot wrote up “dirty wheelwells” post walk around.
This idiot 😂. Thats right, coz "western" crew dont get into any incidents or accidents 🤡🤡🤡
Man that was some major pucker 😮
The excessive deference by the co-pilot is an issue that is spread across many professions and all through society. As a Professional Engineer I have a duty to the public, as well as my employer. My younger colleagues would rarely, if ever, raise issues that might be perceived by managers as being critical. That included safety and environmental concerns in our workplace. It was left up to me to raise these concerns even after my peers would bring them up to me.
I was at a place in my career where I was not interested in promotion, but was very protective of my professional reputation so was not concerned about the enmity of managers who were potentially upset with these issues being raised.
The younger Engineers seemed to think their career could be at risk if they spoke out, which I told them was unethical for us.
When I managed people, I valued the conscientious complainers because I am not perfect and always appreciated the input.
All I could think of is SFO, the fog there and taxiways full of departing aircraft.
In the US, the action and inaction of both the CA and FO could have been disastrous.
Actually, you can do an autoland in any weather. Pilots do practice autolands all the time. You can do a missed approach in dual autopilot configuration too. There is no necessity to (in fact you should not) disengage the dual autopilot once it is in land mode low to the ground. You simply cannot land if weather goes below cat 1 minimums. Leaving it in autoland may have avoided this incident.
"You simply cannot land if weather goes below cat 1 minimums. Leaving it in autoland may have avoided this incident." Exactly what I noticed. If the wx was good enough to fly past the FAF AND you see visual ref so you know your in the landing zone let the AP land it.
Hoover, Riveting account. The lack of preparation was a tragic mistake! Your channel stories are informative, educational, and exquisite in its narrative! Thank you.
Loving your videos and explanations the details are great.
Thank you very much!
Good airplane stuff...I like the attention to detail so that the lay person will understand what all the jargon is all about...just like my profession, I'm a mental health therapist, and former peace officer...I recognize a sign or symptom or what a code is...thanks pilot man👍🛸
You’re welcome and thanks for watching!
Love this videos, I will never flight an Airplane my self I think is too risky as I make many mistakes in everyday life so flying will be a certain death for me. I got Microsoft Flight Simulator installed and is so much fun now that I grasp a few aviation concepts thanks to this channel.
I once did a "duck under" as we called them in 1980 or so. Leaving next day in good weather, I looked at the approach end of that runway to see that I had passed right over power lines! I never did THAT again! Flying to minimums is good enough, thank you very much! I am surprised and dismayed that this very experienced captain did it.
Were they not marked on your approach plate? If so, big almost-ouch!!!
10:06 I am loving the classic Hoover head shake with clear disappointment.
Great analysis, thank you.
excellent debrief - thanks Hoover
so much respect for what you do... just straight up great.
When I was a student pilot, some 20+ years ago, my flight instructor and I were waiting in the FBO for heavy fog to burn off before our flight (fog so heavy you couldn’t see the runway from the FBO windows). Over the radio in the FBO, we heard a guy call his final, he landed, we couldn’t see him until he emerged from the fog onto the ramp in front of the FBO. That guy was sketchy, he flew for a few mores years until he retired. He and his passengers got lucky. (He flew a small twin engine for chartered flights). Crazy dangerous!
That last utterly bizarre excuse is an example of Indian nationalistic chauvinism. Indian captain is hero, European plane is dangerous. That's just how everything needs to be explained in India these days, it is really sad and God only knows where this will end.
Great analysis. I always learn something from each of your videos. Great channel 👍
There's always insufficient manpower, except the manpower that cheerfully takes your money. They never have a problem keeping those positions staffed.
The aviation industry ought to make this YT channel compulsory training curriculum.
Just bought a kick-ass PC to be able to enjoy flight sims. To be able to process data into information into decisions as proficiently and cleanly as a capable aircraft pilot seems a universally desirable skill. This channel is a clear inspiration to this.
Routine complacency. Check your ego at the door. Bag of experience vs bag of luck.
This explanation helps explain my Avelo XP434 flight on 4/22/24 that abruptly executed a go around very close to the ground at New Haven. The pilot told us they have a rule that they need to see the runway. They ended up diverting to Bradley as it was raining & foggy in New Haven. I wonder how low we were before he aborted the landing.
Excelent information for pilots and non-pilots alike....
Brilliant. Honestly appreciate you digging into these incidents and breaking them down. Has the potential to prevent other incidents. Thx
Ben
I remember hearing: what's the difference between a duck and a co-pilot? A duck knows how to fly. I hope that mentality is long gone.
There are few instances where it’s cool as an airliner passenger to yell “WE LANDING ON GRASS!!!! AND MUD!!” but this is one of those times.
Oof... yeah... that's a pretty steep power gradient in the cockpit, just on experience alone. If this is the incident I think it is, Petter covered that extensively, and coupled with the company's lack of CRM culture, it was a rough one.
I’ve been going back through this channel. These videos are great. This one threw me for a bit of a loop Most of the videos if not all of them I’ve watched so far have been in standard using Feet instead of meters. Just odd to all of sudden get one in meters.
Thank you.
The social media message of the passenger may have been influenced by whatever announcements were made.
Maybe the pilot announced something like that the airplane tried to land off the runway but he was able to correct that and will now take them to another airport. Wouldn't be unthinkable that the pilot is not taking the blame during the flight.
the a-320 has a feature called "guess who's flying mode" both pilots fly with zero feedback from the other pilot moving the controls and one of the features of "Guess who's flying" is that you will probably land somewhere near the runway most of the time.
Hoover, great (near) mishap debrief as usual. Are you aware that the now-retired S-3 Viking carrier based ASW aircraft was affectionately called the Hoover based on the sounds the turbofans made with throttle adjustments made close in during short approach to the ship? Anyway, keep it up, love your work.
Hoover, thank you for another informative piece. Do you fly for an airline? If so, kindly keep those of us subscribed to your channel updated on your trips!
former F18 pilot flies for an airline now
By watching videos like this I have come to realize the airline industry is just like the medical industry. You know what they say about doctors, doctors always bury their mistakes !
can someone tell me about the "units" off course (during landing)? what is a unit?
Hoover damn, that was a great video.
I don’t know your sources for the mishaps you review. I do wish I knew.
How public are the actions of flightdeck crews for each flight?
Man Hoover I love your videos, but these videos give me too much to think about now when I’m in the air 😂
First officers must realize that everyone can make a mistake ,even captains, so speak up no matter what the passengers are relying on you guys. Oh, that’s why there are two pilots on board. Thanks Hoover, you’re on top of it.
My only comment would be ref the controllers reaction to a "going around" call. Most tower controller will acknowledge and instruct to fly pub missed or other special instructions received once they coordinate with departure radar controller. Inquiring about the reason for go around during high workload pilot events is frowned upon in most ATCS facilities. If the pilot wants to give a reason or PIREP once squared away...great. ATC supervision is interested only if sep was lost or emergency declared. It is not a uncommon event especially during times of poor weather or vis. As always great job!
Another Pilot Debrief in-depth investigation. Did the captain tried to hide after the incident? according to the Times of India newspaper: "while a few reports pointed to the pilot who was manning the aircraft to now be absconding, GoAir denied the reports." (absconding: 'leave hurriedly and secretly, typically to avoid detection of or arrest for an unlawful action'). This airline also does not want passengers onboard. In a different incident, according to reports, "A flight by Go First, previously known as Go Air, took off from the airport in Bengaluru city, leaving more than 50 passengers forgotten in a bus."
The controller was too busy making calls for extended car warranties than to fool with weather updates. 😂😂
I’m sorry, Hoover, I can’t agree with everything in your analysis - but that’s simply because I have no piloting experience. However, for me, and I imagine for anybody likewise fascinated by flight, your reports are most interesting and informative.
Great video, but I'm surprised there isn't some type of precision GPS system that could assist the pilot in finding the proper landing point on the runway, or at least alert that the plane is no longer over the runway.
Difference in experience on the KLM plane was I believe a contributing factor to the tenerife crash. No one challenged the captain when he believed he had clearance to take off
Indian & Pakistani cultures are definitely "l am right", "whose in charge" type relationships where the junior pilot wouldn't dare to become assertive.
Ooh i love it when they film the entire event..
I like the way you present
Good to see that Land Rover are the apparent Landing gear supplier of choice for the A320, and there was me thinking it was SAFRAN, to quote cartoonist Gary Larsons' Pilots "Hey Chuck whats that Mountain goat doing way up here in the clouds"?
Captain: I’m aiming for the centerline lights
First officer: wow I didn’t even know there was centerline lights, captain so smart
Whenever I do a CAT II approach with a new FO I always brief them that this is going to be different from the SIM. There you either see the required references and land. Or you don’t. In real it’s more variable. Also after landing we’ll come to almost a complete stop before safely and SLOWLY clearing. Remember the taxiway is much less illuminated than a CAT II runway!
Culture is definitely a contributing factor here. I have worked with Indians and Muslims in various IT companies, so I know that seniors and people in higher positions are treated with respect in these cultures, and questioning their opinions and decisions is not normal. Among Indians, caste complicates things even more. Another Muslim culture-related accident occurred in Pakistan, when an airliner was descending too steeply and with its landing gear up, it bounced off the runway and crashed.
Plus they blow themselves up
Good one Hoover, but what happened to your razor?
I ENJOYED WATCHING
As a 135 capt on large radial ac,had co pilots,not trained at all flying as a co pilot! I left that co. And went else where.eventualy out of aviation entirely....not safe! Egos can overwhelm comonsence,and the rules...
What's really confusing about this report is the reference to meters and feet. Why? Should be standardized.