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Could you also do Ethiopian Airlines Flight 302 as well? Ethiopian Airlines had trained their pilots on the emergency procedure for MCAS after Lion Air but the procedure didn’t work. Edit: Never mind. You said it will be your next video. Hopefully, you can clarify some things on this one since the NTSB and BEA reports seem to think that the pilots are to blame as well even though they followed the correct procedure and Boeing never mentioned the role that speed would play in turning off MCAS.
@31:12 Could that be due to training that every switch you throw while using the plane has to be set back to standard before handing off the plane? For locomotives that is how we do - and then we report (and thus make it visible to other train drivers) the issues and what might have caused it, this way it can be investigated by the technicians.
@@Moon_x_sun it depends on which channel it's televised I guess, you see these aircraft investigations or 3 part specials that are just as long. Either way, we love to see the content 😁!
@@samueldennis8343 that’s probably true I just feel like in general tv they usually explain things in even simpler terms than Petter (he is still good at explaining tho just doesn’t “over” explain as much) :) I agree tho it’s great content he makes and I love watching it
My lyft driver yesterday told me he’s beginning his training as a commercial pilot soon. I got to geek out about this channel to him and about how helpful it’s been to me from the passenger/general educational side. I hope he checks it out.
As an Indonesian I'm very happy that you do some due diligence on pronouncing the city name. Also love the details about the miscalibration of AoA sensor mentioned because I never really heard this pointed out quite clearly in mainstream media
I've never seen any science or documentary videos like these. You've set a bar so high I find it hard to put into words. The level of respect and sensitivity to the people involved, the lack of exploitation of tragedy, the skill of making science understandable yet fully accurate, and the engagement with the audience. I hope others will learn from you. I'm able to let my kids watch these and know they are going to learn science, respect, and not develop fears. Thank you.
I have a short attention span and typically struggle to watch videos over 10 minutes or so, but when I see a Mentour video that's over an hour long, I know I can eagerly and attentively watch the whole thing in one sitting.
A nice touch, noticeable but very small, is your opening credits. For those viewers who don't fully realize the extent and makeup of your team, this really shows that it's not just you that handles these videos. It allows us to appreciate everybody who's been involved, and I think that is an excellent thing. Kudos to the entire team, for every video.
As a software engineer, it never ceases to amaze me how, albeit in a much lower severity level, of course, a lot of the factors that contribute to these accidents can be correlated with incidents in my field of work: design flaws, environmental factors, under-training, poor communication, deviation normalization, confirmation bias, subtle incapacitation, the Swiss cheese model, you name it. I can say your videos really help me to be better at my job by knowing these factors and trying my best to overcome them as they arise. Thanks a lot!
This is because most management see information technology in general and software development in particular as a cost, not a benefit. Therefore the work is given to the lowest bidder. The fact their entire business and their reputation is in the hands of said low-bidders never enters their tiny minds.
I am so glad you made this video. Very few people would know the extent of this story among the general public and I enjoyed watched all of this in such great and easy to understand detail! Keep making this content, it is amazing❤
As an Indonesian, this accident was very close to my heart. My grandpa was flying to the same destination, on the same day, with the same airline, albeit the very next flight. It is not a good feeling when you think your significant loved ones suddenly perished in the sea, let alone living in one. To all of the passengers and crew who lost their lives in the flight, may they rest in peace. To their families, I hope this video essay brings you peace. Not only to the families, but to the whole aviation community both flight crew and aviation enthusiast. Let this accident and Ethiopia flight 302 into a strong reminder in the aviation community.
@@MultiDivebomberwhen was it? i was recently at sam ratulangi airport (almost 2 days ago actually) because i live near there. got kinda hyped for some reason knowing your dad was at sam ratulangi
This reminds me of an old programming joke. A programmer, a systems analyst, and an hardware engineer are car-sharing to get to work. During the commute the brakes on the car fail. The driver manages to stop the car before it crashes and the three colleagues get out to discuss what to do next. The hardware engineer says "We should tear down the braking system, find the fault, and fix it." The systems analyst disagrees and says "No, we should diagnose the issue using the maintenance manual. Once we know what could be causing the failure, we can go right to the correct system and fix it!" The programmer listens in horror and says "Look the car is clearly not showing any problems right now. Let's just get back in and drive to see if the problem reoccurs."
The interesting thing about that is how often faults do occur on a hardware level, but are assumed to be occurring on a software level. And since we have less and less people these days that are capable of understanding hardware and have not been trained on it, often the default approach is to fix the software. And once no faults are found, they proceed. Very scary stuff.
@@mediocreman2IMO a contributing factor to less and less people understanding hardwares is the hardwares we use today get more and more complex especially with a complex machine like airplane.
Honestly this and similar stories are baffling to me; they are struggling to maintain pitch, the main/strongest determinant of pitch is the trim, yet they don't actually discuss (captain) or realize (FO) the trim abnormalities while pulling at crazy high pounds of pressure. Bizarre. And happened many times with different variations.
@@SR-xv8de I think the main reason is that they couldn't see the exact value of trim position on the screen. And they had no time to look at it in hardware. So if you're not aware it could get worse by itself, you won't do any large corrections to the value. It looked more like the vertical stabilizer was going to break soon because of their 'trim up' corrections.
whoever on your team is responsible for putting in the b-roll at 13:03 is a legend; "This should have raised flags for the maintenance engineers" cuts to engineers taking a selfie.
As a former stewardess for Icelandair for many years without any serious incidents I find your videos terrifying and exhilarating at the same time. It is like looking at horror movie and not being able to stop looking. I love your calm voice and Norwegian accent. Thank your for all your hard work on this.
Airline Pilot and former mechanic at a major airline here. Mentour my deepest respect to you and your team for such a well documented and narrated story from both the technical and professional side. I learned a lot from watching this one!! Thanks
@@so_zemlji The real problem was the replacement part was not properly calibrated. I mean 27 degrees wrong???? On a jet airliner that is crazy. Even 2 degrees would make a ridiculous descent rate, but 27 degrees is the kind of movement a fighter jet in combat would make.
I lost my dad earlier this year and he loved flying. I don't know about his military career, but he flew small airplanes. He also enjoyed skydiving. Listening to this channel somehow feels like he's still here and I wish I had a bigger excitement towards airplanes.
This whole sequence of events was more complex than I realized. I didn't know how big a role the maintenance played, or that the earlier flight had the same issue but was able to correct it... and then didn't tell the next crew how. I've always thought that the best kind of rules are the ones you're given a good explanation for, and the more I watch this channel, the more right I think I am about that. Excellent stuff, truly. Top-tier, not just for the TH-cams, but for media in general. Incredible work.
I remember when this and the Ethiopian crashes first happened, one of my first questions was "has an erroneous MCAS activation ever been dealt with successfully?" And the answer here is quite shocking, that it was done on the accident aircraft literally the flight before the accident flight. Awesome job as usual
yes. it's too bad though that Boeing had completely hidden MCAS from pilots because even though the crew successfully dealt with the MCAS problem on the flight before this one, they didn't know the real cause, didn't know about MCAS and the fact that it was a faulty AOA sensor (and a horrifically poor and dangerous design of MCAS) that caused the problem.
@@pimacanyon6208 Indeed. It seems as if even the Captain of the previous flight thought therefore that something with the airspeed indicator would cause the problem, resulting in not notifying the trim issues he had faced, what caused then the accident crew to be totally startled when the problems reoccured. You simply can´t fix a problem when you don´t know what is causing it.
I was a production assistant intern in one of the national news channel there. I was called to assist reporting team to Tanjung Priok where the aircraft wreckage and passenger remains were collected. There were families of the victims, NTSB agents working with KNKT, all national and some international press come to cover the news, Indonesian Navy with BASARNAS sailing back and forth to the port. I can smell the deceased's belongings combined with the saltwater and hydraulic oil. Clothes, bags, torn shoes and stuffed animals. Some people from my studio even showed me a picture of a foot still intact in a shoe, the skin color is pale white. It was the most memorable and humbling day for me. I couldn't imagine what the families of the victims felt/feel and I will never understand it. I hope this video gave them peace, to understand in memory of their loved ones.
I want you to know I actually use these videos for leadership training at my job at a steel mill. It may not seem related, but I've found major benefits discussing CRM style leadership with my people, and I have seen benefits to it. Thank you from America!
@@MentourPilot When I worked in care, I encouraged this kind of thing before I even knew what 'CRM' was, as it seemed like the best thing since sliced bread to do. It absolutely had a positive effect. It is great you are doing a CRM course like that, it is a game changing concept for many areas and walks of life. UA232s example is probably my favourite successful use of CRM to point out.
@@MentourPilotthat’s super cool. I for one would be very interested in taking this course for me and my team! We work in a creative field without real risks like this but still so useful.
Same here, although my work is way less meaningful. I adopt the leadership and good CRM practices to make a healthier work environment for my team, and Petter has become a landmark of those qualities to me.
I am a family member of one of the JT610 cabin crew. My sister and her best friend were victims on that flight🥲. Actually, there was 1 engineer, 2 pilot and 9 cabin crew members on board, 3 of whom were still in training when that incident happened. I hope the B737 Max court case that occurred on JT610 and ET302 can be fully resolved next year, as this tragedy occurred several years ago and Boeing can cooperate to resolve it. Lastly, I hope that similar incidents will not happen in the future☺️
Amiin. Turut bertakziah mas, semoga keluarga diberikan ketabahan dan kekuatan. Semoga kejadian semacam ini tidak terulang pada siapapun dan di manapun. 🙏
LOL -- as far as I can tell, this video posted within an hour of me getting a notice that my flight was delayed due to an equipment swap. From an A320...to a 737 MAX 8. I seriously considered downloading it to watch during the flight, but decided that would be inconsiderate of nervous fliers.
I didn't know anything about this accident and had assumed the first flight where MCAS activated was the accident flight. I was utterly flabbergasted to learn that the aircraft wasn't immediately grounded for a thorough technical investigation, but instead flew (and crashed) the next day.
yeah, this pretty much proves that while MCAS was a contributing factor, pilot error and failure to follow trim runaway memory items, Which is only 4 or 6 items depending on the result of item 4, was the primary cause. There is even a small fold out handle built into the trim wheel to get better leverage when trimming it manually. In both MAX crashes the pilots both turned back on the electric stab trim which is expressly prohibited after a trim runaway. Memory Item 6: STAB TRIM CUTOUT switches (both)................................................CUTOUT
@@dalgrim but MCAS is not the same as “trim run-away” A trim-runaway is when the trim wheel is spinning *continuously* without pilot’s input. MCAS activation will only move the trim wheel *intermittently* and NOT continuously like in the case of a trim runaway. MCAS activation will initially mimic the normal trim operation from the autopilot. There is NO possible cue to the pilot that MCAS was activating at all. The only sign of MCAS activation to the pilot is literally when they start seeing the ground more than he see the sky. It is absolutely unrealistic to expect pilots to immediately recognised MCAS activation as a “trim-run away” Note that MCAS activation is usually *a result of another failure* on a crucial flight data system such as pitot tube failure or AOA sensor failure, for example. The pilots are already under tremendous workload even without MCAS activation… Imagine flying while trying to figure out which airspeed readings are reliable in the cockpit after AOA sensor failure and then you start seeing more ground than the sky outside the windshield without touching any controls all the while the plane is yelling all sort of warning sounds at you.
And that they “fixed” the issue with an AoA sensor that was allowed to be off in calibration by 21 degrees. I know Peter said that was allowed, but I have no idea how. Kind of an important sensor. We aren’t talking 1 or 2 degrees off. 21 freaking degrees off.
Fun fact. The P8 utilizes MCAS as well and when the US Navy reviewed the specifics of the the P8 design, including the avionics systems, they identified MCAS as a single point of failure and demanded Boeing reprogram MCAS to utilize both AOA sensors. This was before the MAX entered service.
@@ra1d3r34 Usually manager with no technical background. Only cost down reason. I have met those kind of manager, they are dumb as rock. I explain if you do that, you would risk destroying more product. But he kept on insisting, by removing the procedure, you would save a bit of money, but risking more lot of money when the product destroyed. And it did happened. You know who got blamed, me of course. He says i am a bad engineer. I strongly believe this manager ask the engineer, why use two kind of same sensor, when both read the same thing. Just use one, to reduce the cost. And i believe the engineer, fight with their whole soul, but those stupid rock, doesn't understand.
why didn't this make it to the FAA or into Boeing's own records? This video is amazing but I am also finding myself wanting way more detail and answers on the "why's" and "how's" but am just a lay person and doubt reading any reports would be helpful for me.
As a 737 pilot- this is by far the best and most centric explanation of the Lion Air crash- i would also challenge you to cover the Alaska Air 737M9 door failure as well which also has a similar sequence of events which would have prevented the incident. Great job as always.
Considering you got criticism (and to an extent rightly so) every time you had a betterhelp sponsorship, I think more thanks should be given to you now that you no longer take sponsorships from them.
Man, You beat yourself with this video. As an ex cameraman, tv&media bussines man, congrats to how you and team present this. Watch all of yours Pilot stories, and hope so, can not wait for another. Wish you all the best in new year, clear sky and more great videos. All the best from Serbian guy, from Luxembourg.
Love that you guys are putting credits in your videos now. So few channels do when such a large effort goes into the production work. Cheers to the entire team for making such a great channel possible.
This should be mandatory viewing for everyone in aviation. Despite reading the report, this adds a completely new dimension to my understanding of the accident. Outstanding production .
I'd never flown in an aircraft until recently. Im almost 50 years old and had never really been out of Perth Western Australia that was until my partner took me to South Africa to see her family last year. I didn't tell her and probably won't but getting on that plane is was sweating bullets and truly terrified. Before we went though id seen lot's of your content and even before taking off i could hear your calming voice inside my head. This put me at ease and while i was scared the belief in the pilots and plane helped immensely. My trip to South Africa was out of this world and now i can't wait to go back.. My point is I'm incredibly grateful 🙏 for your channel putting my heart at ease. Thank you..
1 hour video feels like 10minutes! Great job! It perfectly explains how systems and teams work and how accidents happen when the whole system fails without anyone raising a red flag. Best explainer video over!
Thank you! As an airspace engineer, pilot and aircraft accident investigator… is great how you have treated this: factual, clear, impartial and precise….Thanks and waiting to the next video. Congrats on this great work
Damn, one of your best videos so far! I was quite familiar with the uncommanded MCAS activations on this flight, but I had no idea a crew the day before faced the exact same problems and didn't crash. It's amazing how 2 different crews can be all that stands between a minor inconvenience and a fatal accident. Great work by you and your team!
this incident just manifested what wasn't picked up or brushed aside. first officer was not up to standard and that the aircraft was released to the public with shortcomings brushed under a carpet by regulators (and this makes me angry). what is worst is that, the aviation industry is renowned for its safety but yet a manufacturer just crushed that in exchange for money. to this day the executives of boeing I have not heard of any being jailed. i think there should be a mansluaghter case for this but boeing would always argue that if lion air's crew were that good then it would at least mitigate the shortcomings of the plane as in the previous crew who dealt with the problem.
seems worse than that to me. The previous flight resulted in a pan pan so it was considered a serious fault by the pilot. After 'repairs', the plane should have been taken for a test flight before being returned to passenger service. Ground tests just aren't enough for a problem involving flight controls.. As it stands, the test flight is just the next revenue earning flight with passengers aboard. Petter often underlines how we shouldn't be afraid of flying because the industry takes safety seriously, this tells me otherwise.
This is one of the best descriptions I have seen of both accidents involving the Max. Thank you. I flew abroad on a Max in March 2019. The Ethiopian accident happened just after. For my return trip I didn't want to fly on a Max and luckily the FAA stopped Max flights. So this story is one I tried to understand from many sources, but nothing as good as this. Very clear. Feel so sorry for the pilots and passengers.
Thanks for covering this one This crash is *very* personal to me as the aircraft destination is to my hometown(yes, my Howmetown is Pangkalpinang, Bangka Belituung) And some of the passengers are peoples that my parents personally know
@@DiogoOliveira-u1j Given that he was more than just a captain, I think even with the time since last command, he basically is still at a captain level lmao
He actually was not "just" a captain, he was a type rating instructor for the Boeing 737, so he taught other pilots in his airline about all the different systems a Boeing 737 and did simulator training with them. That's why he can pretty confidently judge when pilots are getting overwhelmed or what pilots might think when they did something unexpected, he observed hundreds, possibly even more than a thousand, pilots behaving in the simulator under stressful conditions. But he resigned I think last year or earlier this year to fully focus on Mentour Pilot
The combination of the simulated flight footage, professional opinion, and the very comprehensive breakdown makes this the best “Aviation accident” channel. IMO.
I work in Cyber Security, and see a lot of similarities between how we are supposed to handle CRM type issues during incidents. I have definitely improved my professional capabilities when it comes to incident response coordination and communication from watching your videos. One of the major issues we see in my field is people assuming another party knows what they are referencing with unspecific communication, similar to in this incident, although thankfully none have been serious enough to cost people their lives in my career. Thank you from Denmark for the great content!
Thanks for that. I work in a similar field and I over-communicate now because I see how poor communication is in the cockpit sometimes and I am convinced that my coworkers and the vendors that I work with must think I am thick in the head because I always clarify things that are not clear to all parties. And even though nobody really says it out loud I know things have gone much, much better because of that clarity among all parties.
@@mediocreman2 In this case the difference what Boeing assumed and what actually happened was simply crazy: Boeing (or Boeing´s software experts) assumed that the Pilots would identify the failure within three seconds (!) as a Trim runaway and would then immediately take the correct procedure to solve the problem. In fact the first crew identified the problem after more than two minutes and only caused by the Good Luck that they had a third Pilot on the Jump Seat in the Cockpit, who had experience with this Aircraft model and from his position a better view onto the Trim Wheels than the two Pilots in the front seats. The second crew identified the problem at no point of their 12-minutes-flight.
@@NicolaW72 As a layman it just seems impossible to believe that Boeing were so overconfident in MCAS that they didn't even bother testing it enough to figure these issues out. They've got blood on their hands now (if it bothers them, that is)
@@guestguest9603 It is indeed the question if they at Boeing really believed what they stated: That the Pilots were able to identify the problem within three seconds!
Regarding communication: A now famous quote popped up in the 70s at many places, in my case at a university technical service center... “I know that you believe you understand what you think I said, but I am not sure that you realize that what you heard is not what I meant.”
Software developer here. You and other aviation channels have influenced my day-to-day professional understanding quite a bit. Also as a software dev, I see many of the same mix of human + system failures in my own working world. Though in my business that usually just means someone’s order gets stuffed up, rather than a plane crashing.
@@Georgiagreen317 I use the acronym SISO. (not to be confused with sisu, which is a very positive thing, when genuinely suomi that is. And I say that as ruotsalainen.)
As a young aviation enthusiast and having a dream of becoming a pilot, i have learned A LOT from these kind of videos and i am truly grateful that i have found Peter's Chanel to take me through all the details and complexities that pilots have to deal with!!❤❤
Thanks Petter for this very informative video. I never knew about how many indicators were there before the accident that could have helped to avoid it. Happy to view this from Patreon, you really deserve the support for your ongoing effort and the precise technical descriptions rather than doing it the sensational way. In the end, learning to avoid mistakes in the future is what it is all about.
I just was rewatching your video on the "Titanic of the Skies" (Air France Airbus stall) and here it comes a NEW VIDEO! Released 20 minutes ago! About the accident I always wanted to know about. Thank you Mentour Pilot for your hard work! ❤
As per usual, the moment I see a new Mentour Pilot video, I immediately start watching without any research. I’ve made that mistake on some of these “air disaster” videos only to find it’s a fake voice, and the story is not only hard to believe, they have many facts wrong. Not so with Mentour. He’s always on point, and makes these easy to understand
Wow, thanks Petter, absolutely fabulous coverage. As a very highly experienced (and now retired) captain, with nearly 30k hours and well over 12k on the 737, it was so painful to hear how the holes in the Swiss cheese slowly but surely lined up here. There were numerous chances to avoid the crash- from right at the beginning with engineering and pilot reading the previous tech log entries, and then even virtually right at the end by simply reverting to basics, setting an attitude and thrust level and of course cutting off the stab trim runaway. So sad. So avoidable. P.S. We always treated runaway Stab as ANY kind of major electric trim problem. If it’s misbehaving, do the memory checklist ie: you cut it off, period, and revert to purely manual trim- (something I have done many times in the simulator.)
Regarding your P.S. comment about the Runaway Stab Trim - YES YES YES. I DO NOT care what is causing it. You do the MEMORY ITEMS. Amazing to be these flights crashes. Totally avoidable.
In my flight training we didn't fully trust electric trim (like AI today) and were ready to shut it off and leave it off. A friend experienced runaway and stuck trim, which reinforced my awareness. I suppose it is so rare today that some pilots don't react. Sad and avoidable.
Petter - a superb examination of this critically important accident. The best thing I have seen on this for sure. Very professional production. Many congratulations to you and your team. I hope all is well with you and your family. Take good care - Paul.
I really love your videos. I loved Mayday episodes but they were over dramatic. Yours are so much better. Sending a thanks here since I'm from India and Patreon doesn't accept UPI yet
I really appreciate that this video wasn't just an hour or Boeing bashing. While deserved, it doesn't tell the full story. The airline and the pilots played a hand, for better or for worse. However, I will never excuse Boeing for even attempting to point the full fingers at the pilots though, let alone their hand in these accidents. This video and I presume the next fairly and proportionally holdd all the parties accountable.
Oddly i was looking for this Lion air crash mentour pilot video just two days ago. Stumbled on one video based on the preliminary report. Happy to see a fresh 2024 perspective released. Big up Petter.
As a software engineer there's SO many things about this that are terrifying. There's SO many different things that could have been used as inputs to trigger a "disable the system and throw warning alarms" such as not automatically trimming farther down when it gets mismatched values, overspeed, repeated contradictory inputs (the pilot countering it over and over) in short periods of time. And that's without fully understanding all the functions just things that come to mind!
Amazing job! This was an incredibly hard incident to get right, especially since the final report was so emotionally charged. I'm proud to be a member of the patreon crew.
@@bsmith1164 As mentioned in the Video: Probably he didn´t recognized this. The Captain of the previous flight (043) had no clue about MCAS and therefore his interpretation about what was going on was that the faulty trim would only be the result of problems with the airspeed indicator ("unreliable airspeed") - and that was what he wrote down into the techlog and that was what both accident pilots thought they had to deal with, too. We must abandon our knowledge about MCAS and the following story of the 737 MAX to understand why these pilots acted as they did.
Thank you for explaining the situation in much more detail, Petter, and bringing this story a full explanation. It always delights me when a new video of yours appears in my notifications box!
Unforgivable and shameful how there are pilots flying airplanes with a LACK of BASIC required knowledge. Great job on the videos! Learning from common and rare mistakes is very useful, I'm grateful. Keep it up!
nah you dont blame on one side, cause its a mistake that created along the way from the production itself, all of them are responsible of what happening
@@honesty_and_beyondYeah you’re right but the last crew worked it out and even the Captain of the final crew was managing it on his own while his first mate just confused everything with bad communication and lack of knowledge or the ability to react. The captian probably had more chance on his own. This is the most incompetent crew member I have heard of so far. I hope it stays that way
I think this is so often the case when we look back at accidents that should and could have been avoided. It’s highly frustrating that this was known about and not handled properly, angering that those who should have been certifying the aircraft shirked on their own work taking away all the oversight that was meant to be there to keep everyone safe, disgusting that profits came at the expense of safety, and heartbreaking that those who pay for it with their lives simply had nothing more that bad luck on their side. To make it worse, both accidents occurred after a documentary had been made with undercover investigative journalists having actually filmed Boeing staff saying they would never want to fly on the 787 because they wouldn’t feel safe, knowing the kind of practices that have been ongoing in the company, especially after moving production to Charleston, South Carolina where staff are not unionised and were being compared to cheap hires fresh out of a McDonald’s job. I feel like that level of reporting (done by Al Jazeera and worth a watch to all that haven’t seen it) should have been enough to trigger deeper investigation into Boeing by the FAA, but they remained complicit and, whilst it wasn’t the Dreamliner nor the lithium battery fire risk on that plane that turned out to be the straw that broke the camel’s back, it sadly felt like anything coming out of Boeing thereafter was a ticking time bomb as so much remained ignored.
This is heartbreaking. It sounds like the captain, sick and not at his best, was basically alone in the cockpit of a faulty aircraft. The odds were stacked against him. The first officer should not have been allowed to fly as in any emergency he would be no help at all, doubling the captains work load, especially compared to any competent first officer
The pilots didn’t follthere training. According to an article in Flying Magazine, the6 could be heard on the cockpit voice recorder praying to Allah, instead of just reaching down and Ishing two button to the off position to disconnect the MCAS. I have a friend who is a ca Rain in Southwest max and he said it is that simple to go back to hand flying. Look at the Airbus Air France crash over the At.antic, NO flying skills, all computerized and when they fail, fundamentals alwas6 get you through. I fly Cessna and an organization I fly them we’ve had three of the flight computers go out while in flight, and yes, fundamental got the pilots through a swell as excellent training. Yes the higher mounted engine is an issue, but not insurmountable.
It is highly appreciated how much effort you go to, to explain the various systems of the 737 Next Gen, it must be a lot of work to provide such detailed reports, which is of great value to your viewers, myself included. Cheers.
Ahh I'm so glad you're covering these accidents, I've been looking forward to your take ❤ The contrast between the accident flight and a different crew experiencing the same fault the day before was so interesting and added so much context. Like two different swiss cheese slices. I can tell how much you care about getting this right, I appreciate your thoughtfulness and attention to detail so much. Thank you ❤ I'll be back to rewatch this tomorrow, and already looking forward to the next one.
I went on my first flight one month after the Ethiopian crash and, being a nervous flyer to begin with, hearing all about MCAS and the grounding of the Max didn’t exactly help with that. It is astonishing how Boeing made so many assumptions here and added a new system without letting pilots know. That being said the Max is probably one of the safest aircraft now after the groundings and all that scrutiny. Honestly I wish I had found your channel before my flight because it has helped me overcome most of my fear of flying.
Another great engaging video. Thanks again Petter and your team for these. I would love a T-shirt with the phrase "Remember that." Everytime I hear that, that point sticks. Love it
The version I heard which may be more myth: An American 737Max had a similar experience at 30,000 Ft but had enough time & altitude to get out of it and reported the MCAS problem to Boeing only for the crashes to later happen & Boeing tried to throw the aircrew under the Bus even though had the previous report. Which was why the non-American Regulators took a zero tolerance approach to Boeing sitting on their hands and were going to break ranks with the FAA, forcing them into line in grounding the 737Max
@@MentourPilot I've just finished watching the whole video (it was like 11pm when you uploaded) and wow. Now I feel that when Indonesians were "relieved" that the reason why Lion Air 610 crashed was because of Boeing instead of Indonesian aviation safety regulations... they weren't fully right.
Im not a pilot, I don't work within the aviation industry or anything close to it. However, I've been subbing to this channel for quite some time now and every time I see a new video released I really look forward to watch it. Astonishing work I must say. As stated, I'm not a pilot and not really interested in planes and I have had to look-up quite many words used as they are not familiar to me :D Love the work you and your team does, Petter, and am looking forward to the next part of this one! Best regards from a fellow Swede!
I'm so glad you included the previous flight as well; it was so helpful to see how even with the exact same problem, different handling and awareness could make such a difference in the outcome!
I’ve become a real geek for civil aviation thanks to what you’re doing. I fly often, but I never used to think about all the details. Your videos sparked my interest in it, so I kept reading about it from other sources. Now, during flights and different stages of the flight, I imagine what the pilots are talking about and what settings they’re applying. And I always, always wonder if I could safely land a plane myself. With you in the cockpit, though, I’m sure I’d manage it!😅 You and your term are doing great work! Well done!
1:06:12 What a fantastic video. Congratulation to you and your whole team for a truly thorough, and impartial explanation of this accident and the key events leading up to it . Looking forward to the next video.
I was in a horrid mood, youknow, one of those days where everything just goes against you. Then I see this video pop up, and my lovely girl calls me asking to meet after work. Feeling much better now❤️
Although the fault on the side of Boeing is now clear, it’s still shocking to me that the obviously broken plane was allowed to take off. While MCAS is the common cause for JT610 and ET302, still the systemic problem of ignoring and incorrectly repairing malfuctions is a common factor for JT610 and SJ182.
Indeed. And you can add to this Air Asia Indonesia Flight 8501 and Sriwijaya Flight 182. - It seems (at least to have) been a common aviation problem (at least) in Indonesia.
To be honest, the problem on SJ182 was not fatal at all. It was just a problem with autothrottle which can be disabled until permanent fix is implemented. The problem lies on both Pilots which failed to do their scan. How can they missed such large difference between the two thrust lever angle...
I think the worst part is how heartbreakingly close they got to preventing the fault from happening. If the lead engineer had said “You know what let’s check it here” maybe the story would’ve ended differently.
I have watched and read numerous accounts of this crash. This video is, by far, the most detailed account of what happened and the events that preceded the crash I have yet seen. I would have expected nothing less from this channel.
Content like this is why, despite its flaws, TH-cam remains my go-to platform. This is the kind of content the internet was made for - thank you to the whole team!
What an incredible video! At first I thought "What's left to be told about this accident?". Not the least, as a Patreon to the channel, I should have known much better. Kind thx to the entire Mentour team for this Herculean work of a video! Can't wait for what's coming up next!
OooF! Well done Petter! My stomach was clenching at the end! Thank you for explaining why the system kept activating. That was one of the missing pieces in my understanding! I did not understand how you could go from single invocation to "Full Authority" without someone (a design engineer?) saying "Hang on! STOP!" Now I understand it was the retriggering that made it so! I do think in the penultimate flight the presence of a third pilot in the jump seat was also crucial! Thank you for such great content!
Indeed. While on the Crash Flight the Captain flew the aircraft in a kind of a single pilot because his First Officer was not competent enough to deal with such a situation.
This is the best and most complete report of Lion Air 610 I’ve ever seen. After I viewed the Netflix ‘Documentary, I wondered if the producers of that vid even read the NTSB reports.
This is something i have a real hard spot with in a lot of heavily automated systems. And you don't get a lot more automated that a modern cockpit. A fault is only useful if you know how that fault is generated. A self test is only good if you know what the self test is actually testing. I service products my company makes, and quite a lot of the faults aren't explained in the manual AT ALL. Nor are the self tests. The equipment is very good, no problems there, but it's much harder to troubleshoot when you have to guess how the fault codes are generated, and how the self test routines generate those faults. This is a real problem for maintenance people, and too many just think "hey, it passed the diagnostics, must be good!" That is incorrect thinking, and leads to a lot of failures being worse than they should have been.
In the Case of Lion Air Flight 610 Maintainence struggled unsuccesfully with the ongoing problems of this aircraft, even long before the accident sequence started, and their performance was really questionable. Not knowing about an important technical feature made it even worse, too. But way before it ended in the Java Sea it seems as if this aircraft was at no point of its two-month-existence really able to fly without fault messages and alarms. The question is therefore: What would you do if you get a product with such stuff? Sent it back to the manufacturer? Maybe this would have been the best decision for Lion Air.
Just wanted to say love your videos. Kudos to you and your team for bringing this to us. One thing I realize is that the ground crews are also equally important as the flight crew for safety. Wishing you a very happy and prosperous new year!!
Love this episode, so many great details and lots of explanation. As always enjoyed watching. I have watched the video outside the patron, but shortly after went to join the membership. Definitely recommend to sing for membership, it gives you a lot more and so much fun. As always Looking forward to the next video. 😊
The quality of these videos just keeps getting better and better! The information about the Simulator / Aircraft / Scenery that was used also is very helpful.
Thank you for this really detailed and informative video Petter! I really want to point out, that your videos are very helpful with understanding what has really happened. The contrast to what the crews did on the flights before the crash, is really what shows what our training is for! CRM and also reading the technical log book is so important. You should always be aware of your responsibility and the people you have behind your back .
This is literally the best explanation and back ground information on this crash I’ve ever watched. Flew the max for a while. It gives a pilot a really uneasy feeling knowing how much Boeing hid from us!!!
You get an uneasy feeling because you heard in the news that Boeing is hiding something from you? Do you need to know that something or are you one of those pilots who believes they need to know everything about the airplane? Remember, flight training only teaches you how to operate the airplane, not design it or analyze its design. Thus a pilot is to an airplane as a taxicab driver is to a taxicab. Trouble starts when they forget that.
@MentourPilot i don't know if this is the intention of your channel. But since i started watching your videos I'm no longer a nervous flyer. 😁😁 You're the best✌️
3:32 Airbus 737-900?😂 great video! I like these longer form documentary style videos. The attention to detail in these videos, and the production style is incredible. Great job to you and your team!
GOL Airlines pilots in Brazil were aware of MCAS. The Brazilian flight agency figured out it was a significant change and forced Boeing to provide training on it before certifying Max in Brazil. Not sure if they had to deal with it, but at least they were prepared for that. Regardless, even Gol Airlines decided to ground all Max from its fleet after the Ethiopian crash.
Do you have any details on how they caught the change? From my own perspective I don't understand how a software system that overrode inherent handling characteristics that would normally have required new simulator training, could be implemented in the way it was allowed to be (less testing, no identification in the manuals, no display on screen, relying on a single sensor). The very premise is highly concerning. If simulator training would be required, but a new system is brought in to prevent that. then you would expect rigorous testing, clear identification of this system for pilots, a clear display, and redundancy in the sensors.
I fly to and from work and Have been watching your channel since 2019 I always pretend your the pilot and your wife is the flight attendant after watching all these years Im not as stressed when we enter turbulence !😮 Thank you so much You were born for this !! God Bless Merry Christmas 🔔🎄🎁 to you and your family from USA
Former air traffic and P2 power plus solo glider here....at minute 57 Mentour highlights a very important point. Let air traffic know by using Pan or Mayday that you need teating as priority. ATC will not pester you for details however they will move other aircraft aside. This gives you airspace and also note that you do not have to be in controlled airspace. Once safely on the ground you can discuss any background with air traffic and see if there are training needs in procedure..( perhaps you muddled up the order of the transmissions while under stress ) You do not have to be under air traffic control , just in 2 way comms with an air ground service such as flight following...flight information service....un licenced airfield.
Are you truly fully informed? Go to ground.news/mentourpilot to compare news from around the world and gain a deeper understanding of every story on Aviation and more. Subscribe for 50% off unlimited access for a limited time.
Did Petter just send a heart to his own message? Petter please say hi to my son Jared and make his day. Thanks in advance
24:35 - I had to play the 'Petter Shaker' twice! 😂 Hilarious graphics to illustrate the Stick Shaker! 😂
Could you also do Ethiopian Airlines Flight 302 as well? Ethiopian Airlines had trained their pilots on the emergency procedure for MCAS after Lion Air but the procedure didn’t work.
Edit: Never mind. You said it will be your next video. Hopefully, you can clarify some things on this one since the NTSB and BEA reports seem to think that the pilots are to blame as well even though they followed the correct procedure and Boeing never mentioned the role that speed would play in turning off MCAS.
@31:12 Could that be due to training that every switch you throw while using the plane has to be set back to standard before handing off the plane?
For locomotives that is how we do - and then we report (and thus make it visible to other train drivers) the issues and what might have caused it, this way it can be investigated by the technicians.
Oh wait - he forgot key issues and descriptions - that's why...
These deserve to be aired on primetime TV, production is far far better than anything I've seen on. It's factually correct too! Great job Petter!
Thank you Samuel! Let me know what you think when you have finished watching it as well.
@MentourPilot for sure!! Will be watching it this evening 😁
I think maybe it’s abit too technical for general tv but it’s definitely higher in quality than a lot of tv shows :)
@@Moon_x_sun it depends on which channel it's televised I guess, you see these aircraft investigations or 3 part specials that are just as long. Either way, we love to see the content 😁!
@@samueldennis8343 that’s probably true I just feel like in general tv they usually explain things in even simpler terms than Petter (he is still good at explaining tho just doesn’t “over” explain as much) :) I agree tho it’s great content he makes and I love watching it
My lyft driver yesterday told me he’s beginning his training as a commercial pilot soon. I got to geek out about this channel to him and about how helpful it’s been to me from the passenger/general educational side. I hope he checks it out.
That mustve been a fun ride!
He’s going to have to learn that you can’t completely disregard the rules in order to make up time.
He’s going from Lyft to lift
I hope you felt safe in the car :)
I hope you weren’t riding during his period of circadian low
As an Indonesian I'm very happy that you do some due diligence on pronouncing the city name. Also love the details about the miscalibration of AoA sensor mentioned because I never really heard this pointed out quite clearly in mainstream media
Same. From the way you hear MCAS hyped up, you’d think it was this killer software that randomly activated and forced the nose down for no reason.
@@yamato6114it was designed to cut costs and lower engine power making it cheaper
Norak lo blog
FYI, mainstream media all over the world never quite clearly pointing facts.
Why your name Timothy?
I've never seen any science or documentary videos like these. You've set a bar so high I find it hard to put into words. The level of respect and sensitivity to the people involved, the lack of exploitation of tragedy, the skill of making science understandable yet fully accurate, and the engagement with the audience. I hope others will learn from you. I'm able to let my kids watch these and know they are going to learn science, respect, and not develop fears.
Thank you.
You summarized it better than I ever could.
Agreed. This one is a stunner.
@@knightmarecityk What you said. 100%
U can check also mayday: air crash investigation or disaster
@@gabipascu5388we're all here because we can't deal with the dramatization and nonsense from those exact shows
I have a short attention span and typically struggle to watch videos over 10 minutes or so, but when I see a Mentour video that's over an hour long, I know I can eagerly and attentively watch the whole thing in one sitting.
That’s great to hear!
Same here!!!
Mentour's diction is so good, that listening at 1.25x speed s never a problem, even when multitasking.
you need a 2nd screen and a gaming addiction.. you think I sit here for an hour paying attention lel.. background noise
Ditto
A nice touch, noticeable but very small, is your opening credits. For those viewers who don't fully realize the extent and makeup of your team, this really shows that it's not just you that handles these videos. It allows us to appreciate everybody who's been involved, and I think that is an excellent thing. Kudos to the entire team, for every video.
Thanks for noticing!
Could u point time for me? I cant find
During lectures when my professor shares his screen I can see his TH-cam and it’s often paused on a mentour pilot video
Awesomeness
Thankfully not PornHub!
that's funny. What subject is your professor teaching?
@@pimacanyon6208 human factors in aviation
@@pimacanyon6208 Humans and Aviation. Mostly about the pilot error and accident model aspect of commercial aviation
As a software engineer, it never ceases to amaze me how, albeit in a much lower severity level, of course, a lot of the factors that contribute to these accidents can be correlated with incidents in my field of work: design flaws, environmental factors, under-training, poor communication, deviation normalization, confirmation bias, subtle incapacitation, the Swiss cheese model, you name it. I can say your videos really help me to be better at my job by knowing these factors and trying my best to overcome them as they arise. Thanks a lot!
Ahhh…Swiss Cheese!
Another fan of Hoover!
This is because most management see information technology in general and software development in particular as a cost, not a benefit. Therefore the work is given to the lowest bidder. The fact their entire business and their reputation is in the hands of said low-bidders never enters their tiny minds.
@@Ira88881That’s not a Hoover thing, dude.
@@pisymbol Yeah, to be honest I didn't know about the existence of this dude until Ira88881's comment.
Same! (Software engineer here as well)
I am so glad you made this video. Very few people would know the extent of this story among the general public and I enjoyed watched all of this in such great and easy to understand detail! Keep making this content, it is amazing❤
♥
As an Indonesian, this accident was very close to my heart. My grandpa was flying to the same destination, on the same day, with the same airline, albeit the very next flight. It is not a good feeling when you think your significant loved ones suddenly perished in the sea, let alone living in one. To all of the passengers and crew who lost their lives in the flight, may they rest in peace. To their families, I hope this video essay brings you peace. Not only to the families, but to the whole aviation community both flight crew and aviation enthusiast. Let this accident and Ethiopia flight 302 into a strong reminder in the aviation community.
My dad was in Sam Ratulangi airport waiting for the Adam Air flight that never came. It does scary to think about it.
@@MultiDivebomberwhen was it? i was recently at sam ratulangi airport (almost 2 days ago actually) because i live near there. got kinda hyped for some reason knowing your dad was at sam ratulangi
@@justyourlocalpotato when Adam Air crashed in 2007
So glad your grandpa wasn’t on that plane.
@@MultiDivebomber i see, thank you still
This reminds me of an old programming joke.
A programmer, a systems analyst, and an hardware engineer are car-sharing to get to work. During the commute the brakes on the car fail. The driver manages to stop the car before it crashes and the three colleagues get out to discuss what to do next. The hardware engineer says "We should tear down the braking system, find the fault, and fix it." The systems analyst disagrees and says "No, we should diagnose the issue using the maintenance manual. Once we know what could be causing the failure, we can go right to the correct system and fix it!" The programmer listens in horror and says "Look the car is clearly not showing any problems right now. Let's just get back in and drive to see if the problem reoccurs."
LOL
The interesting thing about that is how often faults do occur on a hardware level, but are assumed to be occurring on a software level. And since we have less and less people these days that are capable of understanding hardware and have not been trained on it, often the default approach is to fix the software. And once no faults are found, they proceed. Very scary stuff.
@@mediocreman2IMO a contributing factor to less and less people understanding hardwares is the hardwares we use today get more and more complex especially with a complex machine like airplane.
Honestly this and similar stories are baffling to me; they are struggling to maintain pitch, the main/strongest determinant of pitch is the trim, yet they don't actually discuss (captain) or realize (FO) the trim abnormalities while pulling at crazy high pounds of pressure. Bizarre. And happened many times with different variations.
@@SR-xv8de I think the main reason is that they couldn't see the exact value of trim position on the screen. And they had no time to look at it in hardware. So if you're not aware it could get worse by itself, you won't do any large corrections to the value. It looked more like the vertical stabilizer was going to break soon because of their 'trim up' corrections.
whoever on your team is responsible for putting in the b-roll at 13:03 is a legend; "This should have raised flags for the maintenance engineers" cuts to engineers taking a selfie.
As a former stewardess for Icelandair for many years without any serious incidents I find your videos terrifying and exhilarating at the same time. It is like looking at horror movie and not being able to stop looking. I love your calm voice and Norwegian accent. Thank your for all your hard work on this.
Thank you for watching!! (And the accent is Swedish 😉)
With a Spanish twang!!😅
I flew a lot shorter than you and still I agree.
CRM can safe so much but knowledge is required for it.
@@MentourPilot oh ok sorry for the confusion. I lived in Sweden (Kalmar) for few years in the ´70 - Love Beautiful Sweden.
@@iceprincessone7168 Kalmar isn't what it used to be!
Airline Pilot and former mechanic at a major airline here. Mentour my deepest respect to you and your team for such a well documented and narrated story from both the technical and professional side. I learned a lot from watching this one!! Thanks
I wonder how often a brand new part and one of the major sensors at that, can be faulty.
@@so_zemlji The real problem was the replacement part was not properly calibrated. I mean 27 degrees wrong???? On a jet airliner that is crazy. Even 2 degrees would make a ridiculous descent rate, but 27 degrees is the kind of movement a fighter jet in combat would make.
@@so_zemljii wonder the one on Amazon is really new or refurbished?
I lost my dad earlier this year and he loved flying. I don't know about his military career, but he flew small airplanes. He also enjoyed skydiving. Listening to this channel somehow feels like he's still here and I wish I had a bigger excitement towards airplanes.
sorry for your loss :(
This whole sequence of events was more complex than I realized. I didn't know how big a role the maintenance played, or that the earlier flight had the same issue but was able to correct it... and then didn't tell the next crew how. I've always thought that the best kind of rules are the ones you're given a good explanation for, and the more I watch this channel, the more right I think I am about that. Excellent stuff, truly. Top-tier, not just for the TH-cams, but for media in general. Incredible work.
Indeed. The Mayday episode covered the previous MCAS issue, but Petter did a great job of expanding on it.
Don't forget the staggering level of incompetence all around 🤦♂️
no one know about mcas except boeing. Mcas knowing kick in in high altitude not in low altituted(FAA certification)
I remember when this and the Ethiopian crashes first happened, one of my first questions was "has an erroneous MCAS activation ever been dealt with successfully?" And the answer here is quite shocking, that it was done on the accident aircraft literally the flight before the accident flight. Awesome job as usual
yes. it's too bad though that Boeing had completely hidden MCAS from pilots because even though the crew successfully dealt with the MCAS problem on the flight before this one, they didn't know the real cause, didn't know about MCAS and the fact that it was a faulty AOA sensor (and a horrifically poor and dangerous design of MCAS) that caused the problem.
@@pimacanyon6208 Indeed. It seems as if even the Captain of the previous flight thought therefore that something with the airspeed indicator would cause the problem, resulting in not notifying the trim issues he had faced, what caused then the accident crew to be totally startled when the problems reoccured.
You simply can´t fix a problem when you don´t know what is causing it.
@@pimacanyon6208 Guess what is hidden on page 748 of the System Differences Manual. You should think about checking before taking your guess.
@@NicolaW72 exactly
@@pimacanyon6208 but do you really think the crew would have dealt with it even if they knew? They failed basic memory actions
This has been my favorite TH-cam channel for about four years now, and this video is one of the best. You have changed how I look at Aviation.
That makes me so happy to hear!
@@MentourPilotjust watched Quantas 32 again.
Back then your dogs were always part of the video. Miss seeing them. Are they still alive and well?
I was a production assistant intern in one of the national news channel there. I was called to assist reporting team to Tanjung Priok where the aircraft wreckage and passenger remains were collected. There were families of the victims, NTSB agents working with KNKT, all national and some international press come to cover the news, Indonesian Navy with BASARNAS sailing back and forth to the port. I can smell the deceased's belongings combined with the saltwater and hydraulic oil. Clothes, bags, torn shoes and stuffed animals. Some people from my studio even showed me a picture of a foot still intact in a shoe, the skin color is pale white. It was the most memorable and humbling day for me. I couldn't imagine what the families of the victims felt/feel and I will never understand it. I hope this video gave them peace, to understand in memory of their loved ones.
I can feel how traumatic this experience must have been.🙏
I want you to know I actually use these videos for leadership training at my job at a steel mill. It may not seem related, but I've found major benefits discussing CRM style leadership with my people, and I have seen benefits to it. Thank you from America!
Im so happy to hear that as I’m working on creating just a course like that
@@MentourPilot When I worked in care, I encouraged this kind of thing before I even knew what 'CRM' was, as it seemed like the best thing since sliced bread to do. It absolutely had a positive effect. It is great you are doing a CRM course like that, it is a game changing concept for many areas and walks of life. UA232s example is probably my favourite successful use of CRM to point out.
@@MentourPilotyou've been instrumental in helping me pass my interviews for the nuclear sector. Thank you Petter & team!
@@MentourPilotthat’s super cool. I for one would be very interested in taking this course for me and my team! We work in a creative field without real risks like this but still so useful.
Same here, although my work is way less meaningful. I adopt the leadership and good CRM practices to make a healthier work environment for my team, and Petter has become a landmark of those qualities to me.
I am a family member of one of the JT610 cabin crew. My sister and her best friend were victims on that flight🥲. Actually, there was 1 engineer, 2 pilot and 9 cabin crew members on board, 3 of whom were still in training when that incident happened.
I hope the B737 Max court case that occurred on JT610 and ET302 can be fully resolved next year, as this tragedy occurred several years ago and Boeing can cooperate to resolve it. Lastly, I hope that similar incidents will not happen in the future☺️
Rest in peace ❤
Amiin. Turut bertakziah mas, semoga keluarga diberikan ketabahan dan kekuatan. Semoga kejadian semacam ini tidak terulang pada siapapun dan di manapun. 🙏
This is so terrible to hear-may she rest in peace 😢.
Turut berdukacita 🙏
You dropped this just as I'm about to board a 10 hour flight. I don't care, I downloaded it to watch during the flight!
Have a good trip!
Where to
I did same thing two weeks ago lol, while going to Tenerife, video was about accident on Tenerife too
Reminds me of the in-flight movie from "Airplane".
LOL -- as far as I can tell, this video posted within an hour of me getting a notice that my flight was delayed due to an equipment swap. From an A320...to a 737 MAX 8.
I seriously considered downloading it to watch during the flight, but decided that would be inconsiderate of nervous fliers.
I didn't know anything about this accident and had assumed the first flight where MCAS activated was the accident flight. I was utterly flabbergasted to learn that the aircraft wasn't immediately grounded for a thorough technical investigation, but instead flew (and crashed) the next day.
Yep, there is a lot of things people didn’t know about this flight
yeah, this pretty much proves that while MCAS was a contributing factor, pilot error and failure to follow trim runaway memory items, Which is only 4 or 6 items depending on the result of item 4, was the primary cause. There is even a small fold out handle built into the trim wheel to get better leverage when trimming it manually. In both MAX crashes the pilots both turned back on the electric stab trim which is expressly prohibited after a trim runaway. Memory Item 6: STAB TRIM CUTOUT switches (both)................................................CUTOUT
Same here, I didn't know about the first successfully mitigated issue
@@dalgrim but MCAS is not the same as “trim run-away”
A trim-runaway is when the trim wheel is spinning *continuously* without pilot’s input.
MCAS activation will only move the trim wheel *intermittently* and NOT continuously like in the case of a trim runaway.
MCAS activation will initially mimic the normal trim operation from the autopilot. There is NO possible cue to the pilot that MCAS was activating at all.
The only sign of MCAS activation to the pilot is literally when they start seeing the ground more than he see the sky.
It is absolutely unrealistic to expect pilots to immediately recognised MCAS activation as a “trim-run away”
Note that MCAS activation is usually *a result of another failure* on a crucial flight data system such as pitot tube failure or AOA sensor failure, for example.
The pilots are already under tremendous workload even without MCAS activation…
Imagine flying while trying to figure out which airspeed readings are reliable in the cockpit after AOA sensor failure and then you start seeing more ground than the sky outside the windshield without touching any controls all the while the plane is yelling all sort of warning sounds at you.
And that they “fixed” the issue with an AoA sensor that was allowed to be off in calibration by 21 degrees. I know Peter said that was allowed, but I have no idea how. Kind of an important sensor. We aren’t talking 1 or 2 degrees off. 21 freaking degrees off.
Fun fact. The P8 utilizes MCAS as well and when the US Navy reviewed the specifics of the the P8 design, including the avionics systems, they identified MCAS as a single point of failure and demanded Boeing reprogram MCAS to utilize both AOA sensors. This was before the MAX entered service.
Thats just common sense. My eyes widened when I heard that.
Who is so stupid to just reference one source of Information when the safety of ppl depends on it?
@@ra1d3r34 Boeing apparently.
@@ra1d3r34 Usually manager with no technical background. Only cost down reason.
I have met those kind of manager, they are dumb as rock.
I explain if you do that, you would risk destroying more product. But he kept on insisting, by removing the procedure, you would save a bit of money, but risking more lot of money when the product destroyed. And it did happened. You know who got blamed, me of course. He says i am a bad engineer.
I strongly believe this manager ask the engineer, why use two kind of same sensor, when both read the same thing.
Just use one, to reduce the cost. And i believe the engineer, fight with their whole soul, but those stupid rock, doesn't understand.
why didn't this make it to the FAA or into Boeing's own records? This video is amazing but I am also finding myself wanting way more detail and answers on the "why's" and "how's" but am just a lay person and doubt reading any reports would be helpful for me.
As a 737 pilot- this is by far the best and most centric explanation of the Lion Air crash- i would also challenge you to cover the Alaska Air 737M9 door failure as well which also has a similar sequence of events which would have prevented the incident. Great job as always.
Thank you!
He covered it already i think :) wasnt it 1208?
Nevermind it´s 1282 but he did actually cover it 9 months ago
Considering you got criticism (and to an extent rightly so) every time you had a betterhelp sponsorship, I think more thanks should be given to you now that you no longer take sponsorships from them.
Thank you
Why are you still bringing that up 🙄
He should be thanked for stopping doing harm. Weird take.
What’s betterhelp?
@@pjaypender1009 hes being thanked for listening and doing something about it.
Great production, can't wait for the next episode!
Man, You beat yourself with this video. As an ex cameraman, tv&media bussines man, congrats to how you and team present this. Watch all of yours Pilot stories, and hope so, can not wait for another. Wish you all the best in new year, clear sky and more great videos. All the best from Serbian guy, from Luxembourg.
Thank you so much for that feedback!! It means a lot, coming from a cameraman!
Love that you guys are putting credits in your videos now. So few channels do when such a large effort goes into the production work. Cheers to the entire team for making such a great channel possible.
This should be mandatory viewing for everyone in aviation. Despite reading the report, this adds a completely new dimension to my understanding of the accident. Outstanding production .
3:32 ‘airbus 737-900 er’ cracked me up. Great content
Yeah😂 probably an error
Video editor will be getting email from Petter
There will be an investigation of this tragedy and Petter will wait on the final report to post a video about this😂
Wait, what am I missing? afaik that’s what they (Lion Air) actually call it.
@@lokifrostpaw2976 Really? They called it an *airbus* 737?
I'd never flown in an aircraft until recently. Im almost 50 years old and had never really been out of Perth Western Australia that was until my partner took me to South Africa to see her family last year. I didn't tell her and probably won't but getting on that plane is was sweating bullets and truly terrified. Before we went though id seen lot's of your content and even before taking off i could hear your calming voice inside my head. This put me at ease and while i was scared the belief in the pilots and plane helped immensely.
My trip to South Africa was out of this world and now i can't wait to go back..
My point is I'm incredibly grateful 🙏 for your channel putting my heart at ease. Thank you..
1 hour video feels like 10minutes! Great job! It perfectly explains how systems and teams work and how accidents happen when the whole system fails without anyone raising a red flag. Best explainer video over!
Thank you! As an airspace engineer, pilot and aircraft accident investigator… is great how you have treated this: factual, clear, impartial and precise….Thanks and waiting to the next video. Congrats on this great work
Damn, one of your best videos so far!
I was quite familiar with the uncommanded MCAS activations on this flight, but I had no idea a crew the day before faced the exact same problems and didn't crash.
It's amazing how 2 different crews can be all that stands between a minor inconvenience and a fatal accident.
Great work by you and your team!
and they dont talk to each other...very FRIGID. ARROGANT.
Imagine also IF MCAS had also been Disclosed Much Earlier
this incident just manifested what wasn't picked up or brushed aside. first officer was not up to standard and that the aircraft was released to the public with shortcomings brushed under a carpet by regulators (and this makes me angry). what is worst is that, the aviation industry is renowned for its safety but yet a manufacturer just crushed that in exchange for money. to this day the executives of boeing I have not heard of any being jailed. i think there should be a mansluaghter case for this but boeing would always argue that if lion air's crew were that good then it would at least mitigate the shortcomings of the plane as in the previous crew who dealt with the problem.
seems worse than that to me. The previous flight resulted in a pan pan so it was considered a serious fault by the pilot. After 'repairs', the plane should have been taken for a test flight before being returned to passenger service. Ground tests just aren't enough for a problem involving flight controls.. As it stands, the test flight is just the next revenue earning flight with passengers aboard. Petter often underlines how we shouldn't be afraid of flying because the industry takes safety seriously, this tells me otherwise.
@@selseyonetwenty4631 STILL no cameras on planes!!!
This is one of the best descriptions I have seen of both accidents involving the Max. Thank you. I flew abroad on a Max in March 2019. The Ethiopian accident happened just after. For my return trip I didn't want to fly on a Max and luckily the FAA stopped Max flights. So this story is one I tried to understand from many sources, but nothing as good as this. Very clear. Feel so sorry for the pilots and passengers.
Thanks for covering this one
This crash is *very* personal to me as the aircraft destination is to my hometown(yes, my Howmetown is Pangkalpinang, Bangka Belituung)
And some of the passengers are peoples that my parents personally know
This guy is an airline captain, but still does this intense research for us. What a pilot!
He is not airlines captain anymore. He resigned from Ryanair
@@DiogoOliveira-u1j Given that he was more than just a captain, I think even with the time since last command, he basically is still at a captain level lmao
He actually was not "just" a captain, he was a type rating instructor for the Boeing 737, so he taught other pilots in his airline about all the different systems a Boeing 737 and did simulator training with them. That's why he can pretty confidently judge when pilots are getting overwhelmed or what pilots might think when they did something unexpected, he observed hundreds, possibly even more than a thousand, pilots behaving in the simulator under stressful conditions.
But he resigned I think last year or earlier this year to fully focus on Mentour Pilot
If you think there isn't a team behind this then you're mistaken
@ThomasIsBored Sure, there must be a team but it's still no easy task doing what he does.
The combination of the simulated flight footage, professional opinion, and the very comprehensive breakdown makes this the best “Aviation accident” channel. IMO.
I work in Cyber Security, and see a lot of similarities between how we are supposed to handle CRM type issues during incidents. I have definitely improved my professional capabilities when it comes to incident response coordination and communication from watching your videos.
One of the major issues we see in my field is people assuming another party knows what they are referencing with unspecific communication, similar to in this incident, although thankfully none have been serious enough to cost people their lives in my career.
Thank you from Denmark for the great content!
Thanks for that. I work in a similar field and I over-communicate now because I see how poor communication is in the cockpit sometimes and I am convinced that my coworkers and the vendors that I work with must think I am thick in the head because I always clarify things that are not clear to all parties. And even though nobody really says it out loud I know things have gone much, much better because of that clarity among all parties.
@@mediocreman2 In this case the difference what Boeing assumed and what actually happened was simply crazy: Boeing (or Boeing´s software experts) assumed that the Pilots would identify the failure within three seconds (!) as a Trim runaway and would then immediately take the correct procedure to solve the problem. In fact the first crew identified the problem after more than two minutes and only caused by the Good Luck that they had a third Pilot on the Jump Seat in the Cockpit, who had experience with this Aircraft model and from his position a better view onto the Trim Wheels than the two Pilots in the front seats. The second crew identified the problem at no point of their 12-minutes-flight.
@@NicolaW72 As a layman it just seems impossible to believe that Boeing were so overconfident in MCAS that they didn't even bother testing it enough to figure these issues out. They've got blood on their hands now (if it bothers them, that is)
@@guestguest9603 It is indeed the question if they at Boeing really believed what they stated: That the Pilots were able to identify the problem within three seconds!
Regarding communication: A now famous quote popped up in the 70s at many places, in my case at a university technical service center...
“I know that you believe you understand what you think I said, but I am not sure that you realize that what you heard is not what I meant.”
Software developer here. You and other aviation channels have influenced my day-to-day professional understanding quite a bit.
Also as a software dev, I see many of the same mix of human + system failures in my own working world. Though in my business that usually just means someone’s order gets stuffed up, rather than a plane crashing.
As with any computer, "garbage in, garbage out"!
@@Georgiagreen317 I use the acronym SISO.
(not to be confused with sisu, which is a very positive thing, when genuinely suomi that is. And I say that as ruotsalainen.)
@@bodan1196 what is the acronym siso?
@@Tamyrk Same as "garbage in, garbage out", but with a less polite four letter word instead of garbage. Starting with 's', ending with 'it'.
@@bodan1196 LMFAO
As a young aviation enthusiast and having a dream of becoming a pilot, i have learned A LOT from these kind of videos and i am truly grateful that i have found Peter's Chanel to take me through all the details and complexities that pilots have to deal with!!❤❤
Thanks Petter for this very informative video. I never knew about how many indicators were there before the accident that could have helped to avoid it. Happy to view this from Patreon, you really deserve the support for your ongoing effort and the precise technical descriptions rather than doing it the sensational way. In the end, learning to avoid mistakes in the future is what it is all about.
As one of your Patreon crew, I am not surprised at how thorough and thought-prooking thiis is, I am glad to support the work you do!
You’re right thiis really is thought-prooking
@@WAFC Careful that you are not prooking anger with your comment.
the delay before the "stay tuned" and how it sits with the previous dialogue and the music sounded so professional and satisfying.
I just was rewatching your video on the "Titanic of the Skies" (Air France Airbus stall) and here it comes a NEW VIDEO! Released 20 minutes ago! About the accident I always wanted to know about. Thank you Mentour Pilot for your hard work! ❤
As per usual, the moment I see a new Mentour Pilot video, I immediately start watching without any research.
I’ve made that mistake on some of these “air disaster” videos only to find it’s a fake voice, and the story is not only hard to believe, they have many facts wrong.
Not so with Mentour. He’s always on point, and makes these easy to understand
Wow, thanks Petter, absolutely fabulous coverage.
As a very highly experienced (and now retired) captain, with nearly 30k hours and well over 12k on the 737, it was so painful to hear how the holes in the Swiss cheese slowly but surely lined up here.
There were numerous chances to avoid the crash- from right at the beginning with engineering and pilot reading the previous tech log entries, and then even virtually right at the end by simply reverting to basics, setting an attitude and thrust level and of course cutting off the stab trim runaway.
So sad. So avoidable.
P.S. We always treated runaway Stab as ANY kind of major electric trim problem. If it’s misbehaving, do the memory checklist ie: you cut it off, period, and revert to purely manual trim- (something I have done many times in the simulator.)
Regarding your P.S. comment about the Runaway Stab Trim - YES YES YES. I DO NOT care what is causing it. You do the MEMORY ITEMS. Amazing to be these flights crashes. Totally avoidable.
In my flight training we didn't fully trust electric trim (like AI today) and were ready to shut it off and leave it off. A friend experienced runaway and stuck trim, which reinforced my awareness. I suppose it is so rare today that some pilots don't react. Sad and avoidable.
Lotta things went wrong, but I can't effing believe the FO on this flight. I guess it's easy to judge, but _wow._
ethiopian airline pilot did runaway stab still crashed
@@AsriWardhy Ethiopian turned stab trim back on after shutting it off. That reengaged MCAS which then drove the plane into the ground.
Petter - a superb examination of this critically important accident. The best thing I have seen on this for sure. Very professional production. Many congratulations to you and your team. I hope all is well with you and your family. Take good care - Paul.
I really love your videos. I loved Mayday episodes but they were over dramatic. Yours are so much better. Sending a thanks here since I'm from India and Patreon doesn't accept UPI yet
Giving money to him? Bro, people have died
I really appreciate that this video wasn't just an hour or Boeing bashing. While deserved, it doesn't tell the full story. The airline and the pilots played a hand, for better or for worse. However, I will never excuse Boeing for even attempting to point the full fingers at the pilots though, let alone their hand in these accidents.
This video and I presume the next fairly and proportionally holdd all the parties accountable.
Very good point
Oddly i was looking for this Lion air crash mentour pilot video just two days ago. Stumbled on one video based on the preliminary report. Happy to see a fresh 2024 perspective released. Big up Petter.
Absolute BEST description of this accident I have seen. Completely understandable, even to non pilots.
As a software engineer there's SO many things about this that are terrifying. There's SO many different things that could have been used as inputs to trigger a "disable the system and throw warning alarms" such as not automatically trimming farther down when it gets mismatched values, overspeed, repeated contradictory inputs (the pilot countering it over and over) in short periods of time. And that's without fully understanding all the functions just things that come to mind!
Amazing job! This was an incredibly hard incident to get right, especially since the final report was so emotionally charged.
I'm proud to be a member of the patreon crew.
I like that you are doing credits right there in the video, Petter. Good job, you and the team!
Thank you!
Excellent content, thank you!
It’s also crazy that one crew were able to deal with the problem easily and the other went in the ocean
I'm perplexed that the Captain didn't clearly state that the trim was fighting him and have a discussion about what to do.
@@bsmith1164 As mentioned in the Video: Probably he didn´t recognized this. The Captain of the previous flight (043) had no clue about MCAS and therefore his interpretation about what was going on was that the faulty trim would only be the result of problems with the airspeed indicator ("unreliable airspeed") - and that was what he wrote down into the techlog and that was what both accident pilots thought they had to deal with, too.
We must abandon our knowledge about MCAS and the following story of the 737 MAX to understand why these pilots acted as they did.
Thank you for explaining the situation in much more detail, Petter, and bringing this story a full explanation. It always delights me when a new video of yours appears in my notifications box!
Thank you! I’m glad you appreciate it
Unforgivable and shameful how there are pilots flying airplanes with a LACK of BASIC required knowledge. Great job on the videos! Learning from common and rare mistakes is very useful, I'm grateful. Keep it up!
nah you dont blame on one side, cause its a mistake that created along the way from the production itself, all of them are responsible of what happening
@@honesty_and_beyondYeah you’re right but the last crew worked it out and even the Captain of the final crew was managing it on his own while his first mate just confused everything with bad communication and lack of knowledge or the ability to react. The captian probably had more chance on his own. This is the most incompetent crew member I have heard of so far. I hope it stays that way
The Ethiopian one crashed about 100 miles off of where I live and the fact that it could've been prevented both times pisses me off
Yeah.. it’s quite frustrating
Muslims talking about accident prevention ☠️☠️☠️
@@rex77xyou aren’t serious
I think this is so often the case when we look back at accidents that should and could have been avoided. It’s highly frustrating that this was known about and not handled properly, angering that those who should have been certifying the aircraft shirked on their own work taking away all the oversight that was meant to be there to keep everyone safe, disgusting that profits came at the expense of safety, and heartbreaking that those who pay for it with their lives simply had nothing more that bad luck on their side.
To make it worse, both accidents occurred after a documentary had been made with undercover investigative journalists having actually filmed Boeing staff saying they would never want to fly on the 787 because they wouldn’t feel safe, knowing the kind of practices that have been ongoing in the company, especially after moving production to Charleston, South Carolina where staff are not unionised and were being compared to cheap hires fresh out of a McDonald’s job. I feel like that level of reporting (done by Al Jazeera and worth a watch to all that haven’t seen it) should have been enough to trigger deeper investigation into Boeing by the FAA, but they remained complicit and, whilst it wasn’t the Dreamliner nor the lithium battery fire risk on that plane that turned out to be the straw that broke the camel’s back, it sadly felt like anything coming out of Boeing thereafter was a ticking time bomb as so much remained ignored.
@@thegreyarea-WPP Indeed, exactly.
This is heartbreaking. It sounds like the captain, sick and not at his best, was basically alone in the cockpit of a faulty aircraft. The odds were stacked against him. The first officer should not have been allowed to fly as in any emergency he would be no help at all, doubling the captains work load, especially compared to any competent first officer
I am not as angry at the MCAS as I am at the first officer. Yes, the first officer should not have been allowed to fly.
The pilots didn’t follthere training. According to an article in Flying Magazine, the6 could be heard on the cockpit voice recorder praying to Allah, instead of just reaching down and
Ishing two button to the off position to disconnect the MCAS.
I have a friend who is a ca
Rain in Southwest max and he said it is that simple to go back to hand flying. Look at the Airbus Air France crash over the At.antic, NO flying skills, all computerized and when they fail, fundamentals alwas6 get you through. I fly Cessna and an organization I fly them we’ve had three of the flight computers go out while in flight, and yes, fundamental got the pilots through a swell as excellent training.
Yes the higher mounted engine is an issue, but not insurmountable.
It is highly appreciated how much effort you go to, to explain the various systems of the 737 Next Gen, it must be a lot of work to provide such detailed reports, which is of great value to your viewers, myself included. Cheers.
My pleasure! Glad you appreciate it
Ahh I'm so glad you're covering these accidents, I've been looking forward to your take ❤ The contrast between the accident flight and a different crew experiencing the same fault the day before was so interesting and added so much context. Like two different swiss cheese slices.
I can tell how much you care about getting this right, I appreciate your thoughtfulness and attention to detail so much. Thank you ❤ I'll be back to rewatch this tomorrow, and already looking forward to the next one.
I went on my first flight one month after the Ethiopian crash and, being a nervous flyer to begin with, hearing all about MCAS and the grounding of the Max didn’t exactly help with that. It is astonishing how Boeing made so many assumptions here and added a new system without letting pilots know. That being said the Max is probably one of the safest aircraft now after the groundings and all that scrutiny. Honestly I wish I had found your channel before my flight because it has helped me overcome most of my fear of flying.
Yes, I think you are right and thank you for your nice feedback
Max does not stand in the same league as A321neo though. None of the Boeings do. They made way too many shortcuts.
Thank you my Norwegian pilot. I look forward to your analysis of the recent tragic crash in S. Korea. God rest their souls.
Another great engaging video. Thanks again Petter and your team for these.
I would love a T-shirt with the phrase "Remember that." Everytime I hear that, that point sticks. Love it
I'll see what I can do!
A deep dive on not just MCAS, but everything else? A rare gem!
That’s what I was trying to do..
The version I heard which may be more myth:
An American 737Max had a similar experience at 30,000 Ft but had enough time & altitude to get out of it
and reported the MCAS problem to Boeing only for the crashes to later happen & Boeing tried to throw the
aircrew under the Bus even though had the previous report.
Which was why the non-American Regulators took a zero tolerance approach to Boeing sitting on their hands
and were going to break ranks with the FAA, forcing them into line in grounding the 737Max
@@MentourPilot I've just finished watching the whole video (it was like 11pm when you uploaded) and wow. Now I feel that when Indonesians were "relieved" that the reason why Lion Air 610 crashed was because of Boeing instead of Indonesian aviation safety regulations... they weren't fully right.
Im not a pilot, I don't work within the aviation industry or anything close to it. However, I've been subbing to this channel for quite some time now and every time I see a new video released I really look forward to watch it. Astonishing work I must say. As stated, I'm not a pilot and not really interested in planes and I have had to look-up quite many words used as they are not familiar to me :D Love the work you and your team does, Petter, and am looking forward to the next part of this one! Best regards from a fellow Swede!
I'm so glad you included the previous flight as well; it was so helpful to see how even with the exact same problem, different handling and awareness could make such a difference in the outcome!
Glad you enjoyed it!
I’ve become a real geek for civil aviation thanks to what you’re doing. I fly often, but I never used to think about all the details.
Your videos sparked my interest in it, so I kept reading about it from other sources. Now, during flights and different stages of the flight, I imagine what the pilots are talking about and what settings they’re applying.
And I always, always wonder if I could safely land a plane myself. With you in the cockpit, though, I’m sure I’d manage it!😅
You and your term are doing great work! Well done!
1:06:12 What a fantastic video. Congratulation to you and your whole team for a truly thorough, and impartial explanation of this accident and the key events leading up to it . Looking forward to the next video.
I was in a horrid mood, youknow, one of those days where everything just goes against you. Then I see this video pop up, and my lovely girl calls me asking to meet after work. Feeling much better now❤️
I'm so glad to hear that! Have a great day!
@@MentourPilot thank you very much! You too!!
Although the fault on the side of Boeing is now clear, it’s still shocking to me that the obviously broken plane was allowed to take off. While MCAS is the common cause for JT610 and ET302, still the systemic problem of ignoring and incorrectly repairing malfuctions is a common factor for JT610 and SJ182.
Correct.. things are Always more complicated than they seem
Indeed. And you can add to this Air Asia Indonesia Flight 8501 and Sriwijaya Flight 182. - It seems (at least to have) been a common aviation problem (at least) in Indonesia.
To be honest, the problem on SJ182 was not fatal at all. It was just a problem with autothrottle which can be disabled until permanent fix is implemented. The problem lies on both Pilots which failed to do their scan. How can they missed such large difference between the two thrust lever angle...
I think the worst part is how heartbreakingly close they got to preventing the fault from happening. If the lead engineer had said “You know what let’s check it here” maybe the story would’ve ended differently.
Where was the test flight? Why would that not be mandatory for these types of automated systems?
I have watched and read numerous accounts of this crash. This video is, by far, the most detailed account of what happened and the events that preceded the crash I have yet seen. I would have expected nothing less from this channel.
Awesome, Petter. Been waiting a long time for you to do this one, and I know it was worth the wait, because you waited for ALL of the facts.
Thank you! Hope it was wort the wait!
I like the way that you put credits on the screen, at the beginning, to highlight your wonderful team.
Content like this is why, despite its flaws, TH-cam remains my go-to platform. This is the kind of content the internet was made for - thank you to the whole team!
You are so right!! Petter is the absolute best!
What an incredible video! At first I thought "What's left to be told about this accident?". Not the least, as a Patreon to the channel, I should have known much better. Kind thx to the entire Mentour team for this Herculean work of a video! Can't wait for what's coming up next!
That's the opposite of what I think when a M.P. video drops, I think "OH SWEET, now I get to find out the full story!"
OooF! Well done Petter! My stomach was clenching at the end! Thank you for explaining why the system kept activating. That was one of the missing pieces in my understanding!
I did not understand how you could go from single invocation to "Full Authority" without someone (a design engineer?) saying "Hang on! STOP!" Now I understand it was the retriggering that made it so!
I do think in the penultimate flight the presence of a third pilot in the jump seat was also crucial!
Thank you for such great content!
Indeed. While on the Crash Flight the Captain flew the aircraft in a kind of a single pilot because his First Officer was not competent enough to deal with such a situation.
This is the best and most complete report of Lion Air 610 I’ve ever seen. After I viewed the Netflix ‘Documentary, I wondered if the producers of that vid even read the NTSB reports.
This is something i have a real hard spot with in a lot of heavily automated systems. And you don't get a lot more automated that a modern cockpit.
A fault is only useful if you know how that fault is generated. A self test is only good if you know what the self test is actually testing.
I service products my company makes, and quite a lot of the faults aren't explained in the manual AT ALL. Nor are the self tests. The equipment is very good, no problems there, but it's much harder to troubleshoot when you have to guess how the fault codes are generated, and how the self test routines generate those faults.
This is a real problem for maintenance people, and too many just think "hey, it passed the diagnostics, must be good!" That is incorrect thinking, and leads to a lot of failures being worse than they should have been.
In the Case of Lion Air Flight 610 Maintainence struggled unsuccesfully with the ongoing problems of this aircraft, even long before the accident sequence started, and their performance was really questionable. Not knowing about an important technical feature made it even worse, too. But way before it ended in the Java Sea it seems as if this aircraft was at no point of its two-month-existence really able to fly without fault messages and alarms.
The question is therefore: What would you do if you get a product with such stuff? Sent it back to the manufacturer?
Maybe this would have been the best decision for Lion Air.
At 13:07 in the video, you can see one of the maintenance personnel doing a selfie. Perhaps the self test instructions were not sufficiently clear 😛
Just wanted to say love your videos. Kudos to you and your team for bringing this to us. One thing I realize is that the ground crews are also equally important as the flight crew for safety. Wishing you a very happy and prosperous new year!!
Such incredible work! This must have taken a lot of time to research and animate! As always, good job.
Only channel on TH-cam that can make an hour seem not long enough just another amazingly well put together video.
Love this episode, so many great details and lots of explanation. As always enjoyed watching. I have watched the video outside the patron, but shortly after went to join the membership. Definitely recommend to sing for membership, it gives you a lot more and so much fun. As always Looking forward to the next video. 😊
The quality of these videos just keeps getting better and better! The information about the Simulator / Aircraft / Scenery that was used also is very helpful.
14:34 the a321 is facing the wrong way on the ramp lol
Thank you for this really detailed and informative video Petter! I really want to point out, that your videos are very helpful with understanding what has really happened.
The contrast to what the crews did on the flights before the crash, is really what shows what our training is for!
CRM and also reading the technical log book is so important. You should always be aware of your responsibility and the people you have behind your back .
THANK YOU, for taking on such a sensitive subject and giving your knowledgeable analysis.
Thank you for the kind words!
I love your technical breakdowns of what occurred. Better than anything else I've found.
Thank you! That’s what I’m going for!
This is literally the best explanation and back ground information on this crash I’ve ever watched. Flew the max for a while. It gives a pilot a really uneasy feeling knowing how much Boeing hid from us!!!
You get an uneasy feeling because you heard in the news that Boeing is hiding something from you? Do you need to know that something or are you one of those pilots who believes they need to know everything about the airplane? Remember, flight training only teaches you how to operate the airplane, not design it or analyze its design. Thus a pilot is to an airplane as a taxicab driver is to a taxicab. Trouble starts when they forget that.
@MentourPilot i don't know if this is the intention of your channel. But since i started watching your videos I'm no longer a nervous flyer. 😁😁 You're the best✌️
Glad to hear it! That is indeed one of the intentions of the channel
3:32 Airbus 737-900?😂 great video! I like these longer form documentary style videos. The attention to detail in these videos, and the production style is incredible. Great job to you and your team!
GOL Airlines pilots in Brazil were aware of MCAS. The Brazilian flight agency figured out it was a significant change and forced Boeing to provide training on it before certifying Max in Brazil.
Not sure if they had to deal with it, but at least they were prepared for that.
Regardless, even Gol Airlines decided to ground all Max from its fleet after the Ethiopian crash.
Do you have any details on how they caught the change? From my own perspective I don't understand how a software system that overrode inherent handling characteristics that would normally have required new simulator training, could be implemented in the way it was allowed to be (less testing, no identification in the manuals, no display on screen, relying on a single sensor). The very premise is highly concerning. If simulator training would be required, but a new system is brought in to prevent that. then you would expect rigorous testing, clear identification of this system for pilots, a clear display, and redundancy in the sensors.
I fly to and from work and Have been watching your channel since 2019
I always pretend your the pilot and your wife is the flight attendant after watching all these years Im not as stressed when we enter turbulence !😮
Thank you so much You were born for this !! God Bless
Merry Christmas 🔔🎄🎁 to you and your family from
USA
Merry Christmas!
I love your content Petter, I'm sorry if I'm spelling your name wrong. Lots of love from Canada keep up the amazing content!
That’s the correct spelling! Thank you for being here, supporting!
Former air traffic and P2 power plus solo glider here....at minute 57 Mentour highlights a very important point. Let air traffic know by using Pan or Mayday that you need teating as priority. ATC will not pester you for details however they will move other aircraft aside. This gives you airspace and also note that you do not have to be in controlled airspace. Once safely on the ground you can discuss any background with air traffic and see if there are training needs in procedure..( perhaps you muddled up the order of the transmissions while under stress ) You do not have to be under air traffic control , just in 2 way comms with an air ground service such as flight following...flight information service....un licenced airfield.
Thank you Petter and team, great work !
Thank you for being here, supporting! The fact that you are here early, helps a lot!