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Love this channel. I was on a flight to Texas a few weeks ago and the pilot did a go-around. The nervous flyer seated next to me said "what is going on? I said, "something wasn't right so the pilot is going around. The pilot is on his/her game!" I then met the pilot as I exited, so I asked him what happened? (We chatted for a while he was gracious and friendly) And simply said, "the plane in front of us was just too close. It didn't feel right so we went around!" He was a real professional!!!
@@MentourPilot I have been taking flying lessons. One thing my teacher always says, "If it doesn't feel right, GO AROUND!" And I will say, your channel has shown time and time again!!! (To some tragic outcomes) If you have fuel (translating into time)... go around! (or add track miles) A simple but great lesson for any young pilot.
@@simplehumandesign Before I started taking lessons and watching Petter's channel I would have also FREAKED OUT. (When the engines go to TOGA... you notice it) But now I am the passenger explaining to a nervous fliers that this is actually a sign of good "airmanship."
Had never experienced a go around until after I began to follow Mentour Pilot. It finally happened coming in over Lake Erie on a stormy day in CLE. As a former white knuckle flyer I was able to sit calmly as others around me were excited and upset. Petter prepared me for that moment.
I'm a French guy training to be an ATC and I've been a subscriber to your channel for quite some time now. I've never written a comment, but I really have to pay tribute to all the work you put into each of your videos. They're a delight to watch, and help me to maintain my "aeronautical English"
I highly recommend Kelsey, a 747 pilot a.k.a. @74Gear, who covers various aviation‒related topics. One of his recurring themes is pilot-ATC interactions. He has repeatedly said that ATC operators should be taken on the flight deck as part of their training. :) Since this is unlikely to ever happen, his little case studies are perhaps the next closest thing. Search for "ATC" on his channel's page. Il peut etre comme un peu trop prolixe, mais cela ne demerite pas du tout son channel ! And good luck with your training!
honestly, as a non pilot, these videos have had an effect on me. I am significantly more confident about the safety of air travel than I ever was before. It's perhaps a strange thing to be reassured by the reports of accidents, but seeing just how many things had to go wrong for these accidents to happen tells me so much about the robust and healthy safety culture among pilots. Thank you for being a good ambassador, I guess? your videos are good.
Agreed. The unfortunate result is that many of us have realized just how oblivious we humans can become when stressed. Had I been in any of these situations I would likely have been a detriment. But since I’m an outside observer even I could offer genuinely intelligent advice as often as 25% such as “air brakes” or “go around” at the exact correct moment and late advice that would also probably save the plane from an incident another 25% of the time. I’m guessing advanced AI may in the future be able to drop a few useful hints. Again, let me reiterate I would have been useless in almost every one of these situations and additionally I probably would’ve been a distraction is far more besides. But like reading a whole done it or mystery novel I’ve figured out many of these problems well before the end as I’m sure many others have. An AI program may in the future be able to kick start the brain of a pilot when they are making their blunder.
I would like to say that in my opinion this channel is useful also for non-pilot people, I feel like it gives me a sort of "cultural baggage" of safety in everything i do, both in my work (I am an engineer, but it could be anything) and in my general life. For example, I understand now clearly the importance of things such as speaking up, recognizing the onset of stress or fatigue, the importance of questioning anything out of the ordinary, sharing a mental model of what's happening, always assess and plan before acting during a crisis, make plans in advance for a likely emergency, and so on. I am far from perfect in all of this but this videos are a good reminder on how to improve myself.
I've lived in this country my whole life, was 5 or 6 when this happened and had already flown tens of times overall and many of those on that very airport, and I haven't heard about this either before. I think the most probable reason why this haven't had so wide and long lasting coverage is because the consequences of this accident were so small even considering the small size of the country and the rarity of plane accidents in here.
I am a paediatric cardiac anaesthesiologist and it amazes how similar the jobs of an anesthesiologist and a pilot are. Both professionals need to be eternally vigilant, well trained with procedures and be familiar with mental checklists for a large variety of adverse events. There are a lot of things from the pilot training curriculum that I wish we could adopt into the medical field. Anyways, I am a big fan of yours and have enjoyed every video thoroughly. Thank you for the excellent work that you do.😊
Just thought I'd mention a book called the The Checklist Manifesto by Atul Gawande. He's a general surgeon (I think!) and in this book he borrows the benefits of checklists used in aviation, to promote similar practices in surgery.
For non pilots watching these videos, I can tell you as a Boeing 757/767 type rated pilot that Petter knows his stuff! You can trust the information you hear because he is absolutely spot on with the technical aspects of each accident/incident he speaks of! This content is gold and it's incredibly insightful and of course, riveting! Thank you to Petter and his staff for all the hard work that goes into bringing us this world class content! INCREDIBLE!
He helped me understand, along with other videos and articles, why Boeing is so messed-up these days. I try to fly Airbus, but it isn't always possible.
I like that you are focused on the chain of events and not on assigning blame. Outside of aviation, the focus is often on finding "who screwed up", so an accident gets classed as "human error" while the focus should really be on WHY someone made a mistake, so that it can be avoided in the future by e.g. design changes or procedural changes.
The results of who is to blame is useless when that person becomes you. Someone with much more experience than me once told me "Don't worry, CASA or the FAA will have 12 months and hundreds of pieces of evidence to tell you what you should have done in the 18 seconds you had." As such, its much more useful to focus on the why rather than the who.
@@rynovoski It takes a lot of convincing people to actually put it into practice. Many successful companies are putting this in practice as "Root Cause Analysis", but in the micro scale the bloodlust of people to just blame other people when things go wrong is just too strong.
@@rynovoski That's true, I remember reading the book "The Design of Everyday Things" which explained the need for user-centered design to minimize the potential for mistakes quite well.
"who screwed up" is a terrible question to ask in any well problem solving, start with the assumption there your employees want to do a good job and try to follow process if they take short cuts they likely have good reasons for doing so ask them why and try to make the path of least resistance the right one if you can't explain to them why they have to go the long way.
My first solo was September 1969 at 16 C150, and my first jet was the MD80 in 1990. I had fun landing, but I did have a problem landing on my last OE trip. The check airman didn't like my Go-around decision and took over, forcing the nose gear down first just as TOGA kicked in, I pulled the spoilers out as he deployed the reversers, and the mains SLAMMED to the pavement. No injuries but he lost his Check Airman slot ....... "GO AROUND COMMANDED BY EITHER PILOT MEANS YOU'RE GOING AROUND" the Chief Pilot told us. 30 years later I retired as an Airbus Captain with American Airlines. That one landing event always stuck with me. Years later, we flew again, on the 757 and he didn't say much to me, it was just one leg, SFO to PIT and I never saw him again. I love your channel, keep up the great work.
@@ΣτέφανοςΧατζηθεοδώρου the only FO on that flight was the guy telling the story who became a Captain and the captain/check officer lost his check officer title...i think that who decided to remove this check airman from his job is a good decission because no matter what is the reason of the call for Go around taking control seconds before touchdown forcing the plane down is the most dangerous thing a pilot can do and he better have A REALLY GOOD REASON explaining that..if not he is endangering all people onboard for not good reason..
You're a maniac. And I know that, because I'm a maniac. I always watch these on my flight. It's almost comforting know that so many things have to go wrong, in perfect succession that gives me relief while flying
Good LORD the tyre marks on the runway are harrowing! They practically tested the entire structural integrity of the landing gear, and some more! As always, great video, Petter.
Thank you Petter for helping me cure my fear of flying! I was more than just a nervous flyer, I was a terrified flyer. Now I somewhat enjoy flying! You explain the way airplanes work so well. You're so calm and knowledgeable, and you don't sensationalize things which is much appreciated. You and your team put out amazing content, and I can't thank you enough!
We don’t call it officially AFIS in Canada, just uncontrolled, despite the existence of personnel in the tower speaking on a UNICOM frequency. The airport CYRQ of Trois-Rivieres is a good example with a runway of 9’000 feet where you don’t get official clearances.
Power plant operators are also subject to arousal states. It especially becomes a problem on the graveyard shift. You have been sitting and monitoring equipment for the last three shifts with absolutely nothing happening, and suddenly having to deal with an upset. The problem is that your butt is glued to your chair by a peculiar form of gravity measured in lethar g’s. Successful operators are able to overcome this g force and do what they have to to control and correct the problem. My job was to answer my phone at 2 AM when an unsuccessful operator called me without ever getting out of the chair to attempt to handle the situation. I made a lot of overtime money over my career because of them.
I see it in the semiconductor industry too. The necessity for night shifts in this industry is derived from profits and not safety, but truth remains: if someone's basically on call, waiting for an issue to happen, even if they are sitting at the operator's chair, it takes a lot of inertia to even stay awake, let alone have spatial awareness. Sounds like a good gig for the employee too since the jobs pay well, but honestly it's not good to be half permanently idle, half trying to figure out ways to keep kinda entertained but not really.
Same for refinery operator. Normally, night shift is based on "keep it running and let the day shift solve any problem or change the tanks and campaign for different products"
I’ve never been a pilot, never will be a pilot, but just 2 lessons I’ve learned from this channel (failing to address one persons mistaken over confidence can end up avoidably harming everyone and the concept of a judgement neutral after action consideration of negative outcomes) are concepts I now take into the workplace every day.
It's worth noting that most of these stores have a common element, in addition to the usually mentioned safety concepts : In non-trivial systems, failures cascade. Even when redundancy is taken into account. Your first problem isn't anywhere near the magnitude of the final resulting problem. Be vigilant of identifying when a simple problem is heading towards "no solutions". You'll wish you had a "not ideal" solution or had taken the "not ideal" bailouts you had along the way once they're gone. This pattern applies to pretty much everything in life. It's taken me years to fully internalize this reality.
Yes, and understanding that humans are very prone to confirmation bias. If things start to go out of expected state, re-evaluate the situation to see if you have misunderstood something seriously wrong.
Thats why i don't believe in the "not assigning blame" syndrome. If someone doesn't do what he is supposed to do, that will eventually lead to a scenario that will be undefined as in not previously encountered and result in tragedy. Its best to design a system and have people follow it. Rather than making infinite number of new designs accounting for all the mistakes that have been previously made.
@UnknownUser-j3n You got that exactly the wrong way around.....! 😆 It is _precisely because_ small things escalate into big problems, that we should not ask "who did wrong" but focus instead on "how could someone have reacted poorly?". Because that's the only way we can design systems that make it harder to misinterpret things. This all started by the captain thinking they were above the glide slope. Your approach would result in him being fired for wrecking a plane. Peter's approach leads to rules being adopted that force both pilots to use the same navigation settings, so he could've just checked the instruments, and nothing extra-ordinary (/noteworthy) would've happened to this plane. Thankfully, that's the model that's being followed, and it's why many flights today reach their destination instead of ending up in the news..... Cheers ^^
@@MrNicoJac Agreed. I'm not a pilot but some of my work can have similar negative outcomes. "There are no accidents, only incidents where someone did something they should not have done, or failed to do something they were supposed to do" model does not address the underlying 'system' that prevent or stop the cascading failures that lead to tragedy. It only succeeds in pointing fingers. We know what we are supposed to do/not do, so sternly scolding others to be on their game is pretty much window dressing for the benefit of PR. Industries are aware that human factors can be predicted; industry leaders design their systems to minimize the impact of as many relevant factors as possible.
@@MrNicoJac pretty useless. Counting the infinite number of things that MAY happen due to an erratic man or machine, and then trying to fix all the resultant scenarios will never get you anywhere. Thats why flying safety is as poor as it has always been, despite the aid of many new technologies.
I've seen a lot of Canadian pilots just as confused by it
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An example of an MF airport in Canada would be CYND (Ottawa/Gatineau). It was regular destination at my flight school (uncontrolled) for getting your cross country hours.
That's not correct. A MF (Mandatory frequency) airport is an airport that requires a radio to land at but is uncontrolled with no buddy there for example chillwack bc CYCW. theres also an ATF airport requires no radio on board to land and is uncontrolled but we do have airports that's have a Flight service station witch is more what he's taking about in this video, where there is a person in a tower and you must give them your intentions and they will give you traffic advisory, wind weather ect you an example of a airport is penticton BC, you refer to them as Radio when making a call vs at MF and ATF its trafic. ALSO there's something called a RCO (remote controlled operator) that is the same as flight service station however the person you're speaking to is located at a different airport and uses Radar to give you information a good example of this is actually Abbostford After the tower is closed for the night
I wasn't sure if AFIS would be the equivalent of our UNICOM or FSS where someone may be on the ground monitoring airport and weather conditions, and, in the case of FSS, be able to make suggestions (not give clearances)?
In 1994 I and my girlfriend flew for vacation in Tunisia with Air Liberte Tunisie, from Bologna (BLQ) and return. During the return flight, with an MD83, at the beginning of the descent on Florence, the right engine start to make a strange noise like a washing machine in spin cycle, and was clear hearing the other engine pushed to full power. After a very quick landing we desembarked from the rear exit and..........a river of oil was dropping from the right engine. My father was in the terrace of the airport to wait us, and told us that the MD83 was followed from a dense trail of white smoke, and obviously he was terrified about............And we passenger a little too, with the plane suffering immense vibrations and crabbing due to the asymmetrical thrust........I think that this airline have had not only this problem, but many many more..........
I was on holiday in Morocco in December with my mother. It was around 18C (64F) and sunny (which is basically summer to us), so we were walking around in a t-shirt. Seeing the locals in their winter coats shiver by the thought alone of wearing short sleeves in that weather was hilarious. Than again, we would absolutely not have been able to handle summer temperatures in Morocco.
In Manitoba, when it gets above -10 C in the winter for the 1st time (normally around March), everyone's in a good mood. Like, maybe we'll survive another winter. Everyone's got their jackets unzipped, and the kids all lose their gloves at school.
I don't fly a plane. I don't often find myself on a plane. But I often find myself binge watching this channel. Can't explain it, morbid curiosity I guess haha.
Canada has many airports with FSS (Flight Service Stations (only) which provide IFR clearances; airport information; safety advisory; ground traffic control/advisory - but not Air Traffic movement control and separation, as such. They are usually located at airports with low overall traffic density but having regular IFR arrivals/departures. Seems similar to the Finnish system.
I fly MEDEVAC in Eastern Canada (Nova Scotia, PEI and New Brunswick) I was ATC for 30yrs prior. We have FSS here at airports with MF (Mandatory Frequency) Class E airspace similar to your AFIS. We have 2x 24hr airports (YSJ & YYG) one remoted airport (YQY remoted from YYG) and one operational during non tower hours (YFC remoted from YSJ) They are within controlled airspace but we have some Unicom (ATF) airports outside of controlled airspace that we do IFR approaches to, being "cleared out of controlled airspace for an approach" often.
I've been a flight medic for about 3 years of my 20-year career and absolutely love this channel. I learn so much and am able to talk more about/understand the technicals of flying when talking with my pilots.
Thank you Peter and team. I've been subscribed for a couple of years now and am always impressed by your videos. I'm not a pilot but I am a commercial boat skipper. Many of the subjects you mention, like CRM and navigation and even NOTAMS, are very similar to what we do on the sea. Your videos have made me a better skipper, especially on the CRM side. Thank you 🙏
In the US we have some uncontrolled airports where there is someone on the ground in an office providing information like this on UNICOM. It’s not called AFIS but it seems to be very similar. Also, DELTA still operates on a “silent cockpit”. They do very few call outs.
AFIS airports in the US are typically in Alaska: PABR, PASC, PAOT, PAOR, PAKT, PASI, PAHO, PAIL, PADL, PATK, PAAQ, PAOM, PACD, PAMC. These are controlled by Flight Service Stations and are the only ones in the US that are still operated by the FAA.
There is one line from you that I’ve actually used in the cockpit but I think it all the time. It’s “it doesn’t matter who is right, it matters what is right.”
This is why I like these videos. I am only flying at home in a flight simulator and not in real life but I always aim at flying as realistically as my capabilities and knowledge allow me to. What I like about these videos is that there’s always something I take as an example from these documentary style videos of yours. I try learning to not make mistakes that lead to disastrous outcomes and overall your videos really help me understand aviation better. You have inspired me to never stop being an aviation enthusiast. Thank you so much captain.
My dad flew us around in a twin Bonanza when I was a kid- 60’s- 70’s- and I remember an airport in Hilton Head SC where you had to radio ahead for someone to turn on the landing lights
My wife is a ship captain for a small ferry but it is surprising how much read across there is, standard op procedures, CRM, having a sterile 'bridge' during docking and leaving, near miss reporting, incident reports and investigations, sometimes I get told to stop quoting your videos and how a lot of the conclusions can be used for her work! Your videos are great!
I have been to two airports in Canada that I know do not have an on-site tower or trained controller. They have personnel that are I will say are semi trained. This is CFS Alert which is a Canadian Armed Forces outpost at the top of Elsmere Island and Eureka that is a few miles south of Alert also on Elsmere Island. I don't know the system that is used for these airports, I am not a pilot, I am an Air Weapons Tech and I was air crew in a Hercules delivering quarry explosives to Alert. It was a fun trip and if I was given the chance to do it again I would. I would also have an entire new appreciation for what the pilots are doing during the trip after watching your videos.
As always @MentourPilot you do an outstanding job creating such informative aviation videos. To answer your question, In Canada, uncontrolled airports are classified into 3 categories. Mandatory Frequency (MF) with a ground station, Mandatory Frequency (MF) w/o a ground station, and Aerodrome Traffic Frequency (ATF). A ground station is Flight Service Specialist (FSS) located on the ground at the airport (sitting in what looks like a control tower) that gives ADVISORY information to pilots (traffic info, weather, approach in use, runway surface conditions and any other relevant info to the pilot) but not clearances like a controlled airport with a Tower. The main difference you find between ATF and MF is the requirement for a radio in an MF area while ATF NO-RADIO can operate. (There are exemptions to this rule with prior permission/notice)
I have been influenced by some of the lessons from this channel on how I approach my own job. I like the idea of not blaming anyone personally, but always call out when something is wrong. Instead of blaming, just give and accept feedback. And most importantly, I always admit my own mistakes as soon as I realize I made them.
But it's also frustrating to see others not do that and make the job harder for everyone for silly reasons... every job should come with CRM training. I think that often.
I’ve watched almost all your videos over the past 2-3 months while I’ve been sick and I never had an interest in aviation before, but the way you talk about it with such passion is riveting. It’s so refreshing seeing someone who cares so much about what they do, and I’ve learned many lessons from your incident videos that are relevant in my life and career as well. You’re so patient and kind when you explain the mistakes of the pilots in your all videos, you’re the exact image of what a mentour should be. Thank you for everything you do Petter :)
In canada we have a lot of airports that are class E. There is a controller but only issue advisory and information about traffic, weather, runway ETC. its a bit confusing talking to someone but not issuing clearances.
@@MentourPilot They are not controllers, but FSS (Flight Service Specialist) employees. Many control towers close overnight and the airport changes to an advisory service only. Often, the FSS that takes over the tower frequency are at their home base airport many miles away. This procedure means that IFR arrivals and departures change to "one in, one out" which can really add up in delays in bad weather and times when several aircraft are wanting to operate.
As a dispatcher who works extremely slow night shifts, not only do your videos give me something to watch in my downtime, but taught me about that arousal level / fatigue that can make responding to sudden emergencies difficult after 8 hours of nothing.
Petter, jag gillar verkligen ditt sätt att berätta en historia. Det som gör dina flygäventyr så mycket bättre och mer lärorika än de andra i vårt digitala universum är inte bara det faktum att du analyserar orsak och verkan utan också det sammanhang du skapar i dina berättelser. Starten på denna historia är att vintrarna är kalla i Norden och att vi mänskor som bor här kan behöva lite sol och värme. Därför reser vi till Tunisien. Ett så snyggt sätt att ”by the way” förklara varför en massa människor väljer att resa till en liten flygplats utan riktig flygledning i finska Lappland. Det är sådana bilder i bakhuvudet som gör att dina berättelser verkligen berikar narrativet. Jag har som tidigare journalist inom SR varit besjälad av att skapa bilder och rörelser bara med hjälp av ljud. Den som bara blundar och lyssnar på dina berättelser närmar sig just mina ideal - att storyn är stark nog utan fysiska bilder. Nu råkar också de åtföljande animeringarna vara i särklass med denna MD82 från Air Liberté som är lite ofräsch och rentav skitig på vingarna. Lysande. Du efterlyser ämnen att ta upp: Jag tänker på lite mindre flygplan än Boeing och Airbussar. I Oskarshamn kraschade en Beech 99 år 1989 med 16 personer ombord - bland annat pga att socialdemokraten Stor Olle Persson som vägde 140 kilo satt längst bak i planet. Det spekulerades på den tiden att piloterna inte vågade säga till Persson att sätta sig längre fram för att balansera planet bättre. En variant på CRM som jag tycker du så viktigt framhåller vikten av gäller flygolyckan i Smolensk 2010, när den polske regeringschefen Kaczyński omkom tillsammans med andra polska dignitärer i en Tupolev 154. Trots att flygledningen sa att dimma gjorde en landning omöjlig hörs i voicerecordern att den polske chefen för flygvapnet beordrade piloterna att landa trots att piloterna varken hade ILS eller kunde se landningsbanan. I det polska flygvapnet gör man (eller gjorde?) som man blir tillsagd. Med dödligt resultat. Ett annat ämne som kanske är svårare att närma sig är när piloter väljer att ta med sig sina passagerare i graven. Jag tänker förstås på Germanwingsplanet från Barcelona till Düsseldorf 2015, EgyptAir flight 990 på väg från New York till Kairo eller Malaysia Airlines Flight 370 som du tidigare berättat om. Men är det någon som skulle kunna berätta en sådan historia med just själmordstwisten - som ju tarvar en förmåga till just den inlevelse jag beskrivit ovan - så är det du. Jag förstår att du funderat på hur man ska berätta sådana historier och därtill få en ”moral of the story” som gör dem viktiga att göra. Men visst fanns det varningssignaler i åtminstone de första två av dessa fall från såväl läkare, kollegor och flygbolag? Som jag förstår det är dagens flygolyckor alltoftare orsakade av mänskor och inte maskiner. Låt oss då hitta sätt att kolla mänskorna på samma regelbundna sätt som vi kollar maskinerna. Visst har det svenska flygvapnet hittat sätt att sortera ut vildbasar från trygga, lite tråkiga, välfungerande individer när de väljer piloter? Antalet olyckor sedan de nya metoderna infördes har ju sjunkit drastiskt. Något för civilflyget? Några tankar i alla ödmjukhet. (Minns en bilresa över Pyrenéerna 1972 till min systers bröllop i Valencia då jag hamnade i Andorra la Vella. Jag och en kompis slog upp vårt tält en kväll bredvid en liten pittoresk stenbro och vaknade nästa morgon med en dånande vacker utsikt över illgröna berg och dalar. Helt underbart. Grattis till ditt nya hemland)
Ever since I watched the 1st video of Mentour Pilot,I have never missed one.The level of articulation and understanding Petter and crew share makes me more enthusiastic and interested in flying way more than I ever did before. Thank you .entour Pilot.
I would LOVE it if you could cover Aeroperu Flight 603. It is one of the reasons why the red tags are now fitted over the Pitou tubes. I saw a simulation of it a few years back, and I have questions. Why did it invert? Why didn't they get closer to the coastline to be better guided by the lights there since their instruments weren't working and they were above water? Had the airline learned nothing from the previous accident that was similar? Why does the same disaster has to happen twice before any major change is done? Heck, the tagline could be: Betrayed By Tape or Blinded By Tape. Oh, there's also the collision between DHL Flight 611 and Bashkirian Flight 2937. You haven't talked about on- air collisions yet. Should be interesting, if not just tragic. And who can forget TWA Flight 800? That accident is truly mind-boggling from why I've seen. All that to say, any and all of these incidents would benefit from your expert analysis. 😊
I’m torn about the Uberlingen crash. I’d love to see Petter’s take on it but most every video I’ve seen covering it has a multitude of comments saying that Peter Nielsen deserved what happened to him and it’s disgusting. I don’t think that debate needs to be brought into this channel too.
@Boundwithflame23 That is a good reason for Petter to cover the flight. He would be objective and empathetic. He just said in this video that Mentour Pilot is not done to assign blame but to learn lessons.
@@tatianamelendez490 yeah that’s fair. Though it might be a long time before he covers it. It’s like JAL 123; there’s already so many videos about it. He’d have to come at it from another angle so he doesn’t retread the same points that have been covered already - I think he said that’s his plan for whenever he eventually does JAL 123
@@j.o.1516 Honestly I was just sharing my experience, what I thought about what I’ve seen and expressing a concern since videos about Überlingen seem to be a magnet for arguments. I wasn’t intending to actually start a debate
Canadian air traffic controller here. At some smaller airports, we have Flight Service Stations, staffed with flight service specialists. They are able to control vehicles, but not aircraft. They provide weather and traffic information to aircraft at their airports (Airport Advisory Service), and in some cases remotely for some other airports (Remote Aerodrome Advisory Service). Some, but not all airports that have a non-24-hour tower get RAAS from an FSS at night after the tower closes.
Once again, as an aviator since 29 years ,an airbus pilot since 15 years ,a Crm instructor since 11 years , I hear u , I feel u, all your messages perfectly focused on real airmanship thus flight safety , “ …if only one pilot could be inspired of your videos…” ( which is kinda my motto during Crm instructions) , I d like to thank u from my heart for doing what u can at best to keep things safe whether with a reactive or proactive approach. as a man from same profession . Gracias de todo. ❤ Alp from Freebird .
Thanks for the videos! I used to read the NTSB reports and it is so much more immersive watching your videos! :) Hoping you will do Flight 46E someday. That was always my favorite! A great example of how much can go wrong but still can work out okay!
I want Peter as my Captain Pilot 👨🏼✈️ on EVERY FLIGHT. His knowledge, experience & sense of calm is soothing even on my phone. I absolutely love this channel. Well done! 👏🏻👏🏻👏🏻
In the U.S., there isn't AFIS like in Europe, but services like Unicom and Flight Service Stations (FSS) provide pilots with information at smaller airports. In Canada, there are FSS and the Remote Aerodrome Advisory Service (RAAS), which are similar to AFIS, offering information on local traffic and conditions without direct air traffic control.
Last year, I worked in Ketchikan, Alaska for a while. PAKT has an AFIS and it was the first time that I had ever heard of one. Thank you for another excellent and informative video, Petter!
Really enjoy your videos. These videos have helped me teach my kids how to drive a car and think about the way they do things in the drivers seat. Not be afraid to ask people to be quiet while doing some trickier driving maneuvers that require attention. And to not rush to get somewhere, or make that turn before traffic, etc. amongst many other things, complete the mission safely.
One of the best channels on YT - competent, informative, pleasant, just great! Thank you! you have real talent to provide tons of knowledge with super light form… Awesome!
Blackbushe, Chichester Goodwood, Denham are among the total of 16 airports on the NATS frequency chart for the South England which provide an AFIS service. I never quite figured out why there is AFIS in the UK as some quite high traffic ADs only provide an A/G ("RADIO") service while other do low traffic but with all the trimmings. There also were some airfields which provide full ATC services but only AFIS ("takeoff at your own discretion") for parts of the aerodrome. In the UK the use of ATZs also seems to be more more prevalent than elsewhere but a few years ago when some regulations changed (I think an ATZ was necessary for flight training) many ATZs went away resulting in a major map change.
I'm not involved in aviation, just the dealing with things if it goes wrong, so don't know enough about traffic separation proceduces and the like. Given that though, the lack of direct control at Blackbushe takes me aback. Given it's within 3 miles of Farnborough, and 10 of Fairoaks, so a bit of low level traffic in the vicinity shouldn't be a surprise.
@@garybewick4774 "just dealing with things if iit goes wrong" - fireman? Blackbushe has an ATZ which is basically cylindrical volume of airspace of a height of 2000 ft and 2 NM diameter. Any aircraft entering the ATZ has to be in contact with the airport's ATC unit - even though they can't give any orders. They can still give useful information "if you like bent metal descend to altitude 1000 ft and heading 50° ;-) Similar for Farnborough and RAF Odiham. Which has a MATZ which basically an ATZ plus some extra bits which are only legally binding to military pilots though civilian pilots are well advised to do obey those rules. All these ATZ and MATZ are overlapping. Non-trivial - but the whole greater London area is pretty complicated. Farnborough is larger and provides an approach / radar service. To the degree possible they will ensure no conflict between their traffic and neighbouring airfields exists. All these ATC units provide different services and a pilot does not necessarily need to take the full service package. I often only go for "basic service" which basically means they tell me things they consider relevant. "G-ABCD there's an Extra 200 maneuvering over Grafton Lake" is something ATC might tell me and it's up to me to keep my eyes open and decide how to avoid that Extra. "Basic service" also means I don't need to tell ATC what I'm doing. If I want to turn back or do a looping I just do it. It's a good idea to tell them though :-) Runways are usually built in direction of the prevailing winds. Which means they tend to be parallel within a region. Which in turn means takeoff and landing direction on all these airfields is the same. That already gives some order to what aircraft are doing near airfields even without communication. In addition there are published procedures for these airports which can be found on the airport websites and the CAA's AIP publication. Pilots are strongly advised to memorize the parts relevant to their operation. And if the fan hits the sh*t, every pilot has learned collision avoidance turns aka how to move that old rust bucket like a fighter ;-) ATC is interesting in how it's organized and how it attempts to be able to ensure safety even if a layer of the multi-layered approach has failed. That also means it fills books and I'm probably doing a poor job at shortening it to less than half a page.
@ralfbaechle I'm not a water fairy... I'm ambulance crew. I was actually en-route to the Blackbushe crash before the first team to reach the scene stood us all down.
Thank you, Petter! As always i like those of your videos most where no one got seriously injured or killed. What baffles me here is that the Captain brought chaos into the cockpit and onto the plane by switching responsiblities within minutes before touchdown. All based on his personal, visual assessment. I feel sorry for the 1st who was held responsible for the incident too but w/o the intervention would have exercised a perfect landing. I wonder if nowadays airlines do have any regulations on when a switch of roles in the cockpit may not happen?
Thank you for giving people the courage to speak up when they feel they should not. Its the difference between disaster or non-event. Its the boring stuff that keeps disasters from materializing, and you illustrate that well.
This was something I didn’t expect! There were three incidents with MD-83s in Finland mid 90’s, this one and two mishaps of an Intersun MD-83, if I remember correct they tried to take off with broken engines also in Kajaani and the another was a similar incident to this in Joensuu. Especially the broken engines final report is absolutely chilling to read.
Thank you, as ever, Petter. Your videos help keep me calm and informed when I fly commercially! I have even helped to reduce my significant other half's fear of flying 👌
Thanks to your channel I was able to help my wife last month. Descending into Las Vegas, we suddenly accelerated and started going up. I told my wife that the pilot noticed something not quite right and we'd just go around and try again. Sure enough a few minutes later the pilot came on and said the wind had shifted so we needed to use a different runway (it was 120 degrees Fahrenheit in Vegas).
Lika bra som alltid, kan bara instämma med andra kommentarer att dina videos har hjälpt mig med flygrädslan. Har rest oerhört mycket, men rädslan har bara blivit värre med åren. Detta är det enda som hjälpt åt andra hållet. Tack!
I'm a meteorologist in the air force. Bicycle lake army airfield in California is non class D airspace, and also not controlled as we also lack a radar. It's a dirty strip with mainly rotary wing operations, although we routinely have heavies (C17s) land here. The operators that "control" the airfield mainly act as advisors of active ROZs and other track aircraft in the airspace. This is also atypical for DoD airfields in the US.
I always enjoyed traveling by air, but your videos have given me so much confidence, I think I can land any airliner in case of a pilot incapacitation or emergency.
You're a legend Petter. Please keep doing this wonderful service. You're a great ambassador for your industry and for safe practices generally. I'm not a pilot, have no interest in becoming a pilot and I only have a few friends who are pilots. But many of the lessons you highlight are applicable beyond the cockpit and that is one of the things I find so enjoyable about watching your videos. So thank you.
Regarding AFIS, I had the pleasure of staying with some resort operators during a job where I guarded the front gate to some land being used as a camp for Forest Fire Fighting personnel. So, in addition to tents, showers, laundry facilities, a hose-drying tower which happened to catch on fire my first day there (I swear I didn't do it), and army style tents for sleeping quarters, there was a field full of helicopters. Unbeknownst to me, that field turned out to be an airstrip with grass instead of pavement, and the resort owners informed me that they had brought it back up to code so that it could be used once more. What's more, his father would be flying in with a guest to stay a few nights. So, I got to stand right beside this runway and watch a small plane land close-up. There was no tower, no personnel of any kind, completely unmanned and uncontrolled air.....port? I was told there's some kind of automated beacon, perhaps AFIS, perhaps something else. Western Canada, BC.
This is EASILY one of the very best education-focused TH-cam channels out there. Thank you for your continued expertise and the (I'm sure) insane amount of time you put into these videos, Petter!
I love watching this channel. As an aspiring private pilot, these videos have given me a lot to think about, and I feel like many of these lessons will end up making me a better, safer pilot.
As a Tunisian, I really enjoyed the episode featuring a Tunisian liner with Tunisian crews, Liked the episode, the airline now is called Nouvelair now, and glad that the crash wasn't deadly, and we all here know about the story since Tunisair is always taunting Nouvelair, and mocking their safety record of one crash. :p
This video is super interesting! I'v studied this raport long time ago from Finnish accident investigation board, so it was so great to see an actual reconstruction even that there was nothing new for me. Thank you so much for this hi-quality reconstruction!
In Canada we have what’s called MF (Mandatory Frequency) Airports. Similar to how you described AFIS, there is a controller who gives traffic and weather advisories, and will strongly advise you to do things, but doesn’t give regular clearances like a towered airport. It’s pretty common in smaller, more isolated locations that still get a fair amount of traffic
They aren't controllers, they are FSS, no license no medical no control function (except for ground vehicles). From a recently retired 30 yr controller im Canada.
@@donwhitton7791 Yes you are absolutely right, controller was the wrong word to use. Congratulations on a lengthy career, and thank you for keeping us pilots safe up there
Honestly, I love these mini-documentaries (well, that's what they are, right?). The amount of effort put into each and every video makes the experience just that much more enjoyable.
“A deaf mute passenger ended up in the front toilet” is without a doubt one of the funniest sentences I’ve ever heard…thank you for the chuckle, Petter.
Thank you for your time and dedication in producing these videos for the aviation community. They are impactful to not only me but everyone that takes these as a case study to the why. I am an airline pilot as well on the 737. Ive had a situation within the last 6 months where a bad situation was pushed into possibly a serious situation BUT pulled myself out of it with a GO-Around. Please keep up the great work! Your videos make a difference.
I flew from Monastir once with now gone Karthago airlines and had the most bizarre approach and landing in my hometown. The pilots broke all the rules of air traffic without eventually getting everyone killed. They flew over my hometown at 1000 feet where no planes ever fly and nearly escaped a crash at the landing. This flight gives me creeps to this day.
Karthago Airlines was akquired in 2011 by Air Liberté Tunisie into what is now Nouvelair, the ICAO Code of Nouvelair is still LBT = Air Liberté. So here we are. - But to add it: Nouvelair has a good Safety Record.
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I love that this comment was made before the video was posted (i know that its because he scheduled the vid or it took that long to upload)
Idk why I’m here but……..I like planes
@@slah1.0😂😂😂 I wandered the same
Thanks for not going with BetterHelp.
NNNNNNNNNNNNOOOOOOOOOOOO
Love this channel. I was on a flight to Texas a few weeks ago and the pilot did a go-around. The nervous flyer seated next to me said "what is going on? I said, "something wasn't right so the pilot is going around. The pilot is on his/her game!" I then met the pilot as I exited, so I asked him what happened? (We chatted for a while he was gracious and friendly) And simply said, "the plane in front of us was just too close. It didn't feel right so we went around!" He was a real professional!!!
Awesome, that’s exactly the kind of impact I’m hoping this channel will have
@@MentourPilot I have been taking flying lessons. One thing my teacher always says, "If it doesn't feel right, GO AROUND!" And I will say, your channel has shown time and time again!!! (To some tragic outcomes) If you have fuel (translating into time)... go around! (or add track miles) A simple but great lesson for any young pilot.
This is awesome, prior to watching this channel, I would be freaked out with a go around, but thanks to Petter I wouldn't be now!
@@simplehumandesign Before I started taking lessons and watching Petter's channel I would have also FREAKED OUT. (When the engines go to TOGA... you notice it) But now I am the passenger explaining to a nervous fliers that this is actually a sign of good "airmanship."
Had never experienced a go around until after I began to follow Mentour Pilot. It finally happened coming in over Lake Erie on a stormy day in CLE. As a former white knuckle flyer I was able to sit calmly as others around me were excited and upset. Petter prepared me for that moment.
I'm a French guy training to be an ATC and I've been a subscriber to your channel for quite some time now. I've never written a comment, but I really have to pay tribute to all the work you put into each of your videos. They're a delight to watch, and help me to maintain my "aeronautical English"
Good luck to u. I can not think of any job more stressful than ATC.
Your written English is on point - would never have taken you for a non-native speaker.
you will be on strike more times than not.
I highly recommend Kelsey, a 747 pilot a.k.a. @74Gear, who covers various aviation‒related topics. One of his recurring themes is pilot-ATC interactions. He has repeatedly said that ATC operators should be taken on the flight deck as part of their training. :) Since this is unlikely to ever happen, his little case studies are perhaps the next closest thing. Search for "ATC" on his channel's page. Il peut etre comme un peu trop prolixe, mais cela ne demerite pas du tout son channel ! And good luck with your training!
@@triox3228 Your English is excellent (better than most native speakers' English 😉)!
honestly, as a non pilot, these videos have had an effect on me. I am significantly more confident about the safety of air travel than I ever was before. It's perhaps a strange thing to be reassured by the reports of accidents, but seeing just how many things had to go wrong for these accidents to happen tells me so much about the robust and healthy safety culture among pilots. Thank you for being a good ambassador, I guess? your videos are good.
Thank you for watching!
That really is fantastic.
Same!
"For want of a nail..."
Agreed. The unfortunate result is that many of us have realized just how oblivious we humans can become when stressed. Had I been in any of these situations I would likely have been a detriment. But since I’m an outside observer even I could offer genuinely intelligent advice as often as 25% such as “air brakes” or “go around” at the exact correct moment and late advice that would also probably save the plane from an incident another 25% of the time.
I’m guessing advanced AI may in the future be able to drop a few useful hints.
Again, let me reiterate I would have been useless in almost every one of these situations and additionally I probably would’ve been a distraction is far more besides. But like reading a whole done it or mystery novel I’ve figured out many of these problems well before the end as I’m sure many others have. An AI program may in the future be able to kick start the brain of a pilot when they are making their blunder.
I would like to say that in my opinion this channel is useful also for non-pilot people, I feel like it gives me a sort of "cultural baggage" of safety in everything i do, both in my work (I am an engineer, but it could be anything) and in my general life. For example, I understand now clearly the importance of things such as speaking up, recognizing the onset of stress or fatigue, the importance of questioning anything out of the ordinary, sharing a mental model of what's happening, always assess and plan before acting during a crisis, make plans in advance for a likely emergency, and so on. I am far from perfect in all of this but this videos are a good reminder on how to improve myself.
Excellent! That’s exactly what I want to try and achieve
Fabulously written
I agree! It’s affected me that way also.
Agreed. Petter's vids should be required viewing for all business and management schools.
yes absolutely as a software engineer who deals with oncall and incident response, this is very relatable
I lived in Lapland for 25 years and never even heard of this accident! What a remarkable channel!
I hope you enjoyed it!’
Niinpä niin, and the channel is run by a swede, go figure! Tack för en bra video.
I've lived in this country my whole life, was 5 or 6 when this happened and had already flown tens of times overall and many of those on that very airport, and I haven't heard about this either before. I think the most probable reason why this haven't had so wide and long lasting coverage is because the consequences of this accident were so small even considering the small size of the country and the rarity of plane accidents in here.
I have not heard about this either as a Finn. Interesting.
Maybe you were fighting the Soviets during the Winter war that time so you missed the news
I am a paediatric cardiac anaesthesiologist and it amazes how similar the jobs of an anesthesiologist and a pilot are. Both professionals need to be eternally vigilant, well trained with procedures and be familiar with mental checklists for a large variety of adverse events. There are a lot of things from the pilot training curriculum that I wish we could adopt into the medical field.
Anyways, I am a big fan of yours and have enjoyed every video thoroughly. Thank you for the excellent work that you do.😊
Just thought I'd mention a book called the The Checklist Manifesto by Atul Gawande. He's a general surgeon (I think!) and in this book he borrows the benefits of checklists used in aviation, to promote similar practices in surgery.
@@GozoAyaI was about to mention the same book/author.
by your answer I feel necessitated to take care of my heart myself, so that I do never fall in your hands!
@@johnnunn8688 same here, I was amazed by his ted talk.
@@rnies6849 he works with children, I think you are safe 😁
For non pilots watching these videos, I can tell you as a Boeing 757/767 type rated pilot that Petter knows his stuff! You can trust the information you hear because he is absolutely spot on with the technical aspects of each accident/incident he speaks of! This content is gold and it's incredibly insightful and of course, riveting! Thank you to Petter and his staff for all the hard work that goes into bringing us this world class content! INCREDIBLE!
Which airline you fly for?
@@Future_pilot77 - United Airlines - but I recently took an early retirement to run a local company.
@@jenboz757 that's great mam👍... Is it flying school u started or else
He helped me understand, along with other videos and articles, why Boeing is so messed-up these days. I try to fly Airbus, but it isn't always possible.
I like that you are focused on the chain of events and not on assigning blame. Outside of aviation, the focus is often on finding "who screwed up", so an accident gets classed as "human error" while the focus should really be on WHY someone made a mistake, so that it can be avoided in the future by e.g. design changes or procedural changes.
The results of who is to blame is useless when that person becomes you. Someone with much more experience than me once told me "Don't worry, CASA or the FAA will have 12 months and hundreds of pieces of evidence to tell you what you should have done in the 18 seconds you had." As such, its much more useful to focus on the why rather than the who.
It’s useful in all manner of disciplines.
@@rynovoski It takes a lot of convincing people to actually put it into practice. Many successful companies are putting this in practice as "Root Cause Analysis", but in the micro scale the bloodlust of people to just blame other people when things go wrong is just too strong.
@@rynovoski That's true, I remember reading the book "The Design of Everyday Things" which explained the need for user-centered design to minimize the potential for mistakes quite well.
"who screwed up" is a terrible question to ask in any well problem solving, start with the assumption there your employees want to do a good job and try to follow process if they take short cuts they likely have good reasons for doing so ask them why and try to make the path of least resistance the right one if you can't explain to them why they have to go the long way.
I am stunned on the “silent cockpit” rule.
It played a big role in another DC-9 crash too, Midwest Express in Milwaukee
For an airplane cockpit "silent cockpit" may be a shocking and unusual. But in most companies it is unfortunate pretty standard.
I think this flight was more than 30 years ago, so maybe things were different back then?
Yes, its asking for trouble
Shhhh. we are below 10.000
Ah finally an intro that doesn't spoil the story of the accident. An appreciated change, the unknown is enticing
Glad you liked it
Oh really ? I'm always skipping those
"have you ever had your plans changed last minute" - well that certainly applies to over 90% of what you cover in Mentor Pilot
My first solo was September 1969 at 16 C150, and my first jet was the MD80 in 1990. I had fun landing, but I did have a problem landing on my last OE trip. The check airman didn't like my Go-around decision and took over, forcing the nose gear down first just as TOGA kicked in, I pulled the spoilers out as he deployed the reversers, and the mains SLAMMED to the pavement. No injuries but he lost his Check Airman slot ....... "GO AROUND COMMANDED BY EITHER PILOT MEANS YOU'RE GOING AROUND" the Chief Pilot told us. 30 years later I retired as an Airbus Captain with American Airlines. That one landing event always stuck with me. Years later, we flew again, on the 757 and he didn't say much to me, it was just one leg, SFO to PIT and I never saw him again. I love your channel, keep up the great work.
Interesting story and more even interesting is the fact that you flew together AGAIN , that needs courage to accept the flight
@@zenjempireshays that his 1st officer " lost the checking airman slot/ position"
@@ΣτέφανοςΧατζηθεοδώρου the only FO on that flight was the guy telling the story who became a Captain and the captain/check officer lost his check officer title...i think that who decided to remove this check airman from his job is a good decission because no matter what is the reason of the call for Go around taking control seconds before touchdown forcing the plane down is the most dangerous thing a pilot can do and he better have A REALLY GOOD REASON explaining that..if not he is endangering all people onboard for not good reason..
Downloading to watch it on my flight😂
Bold 😅
You're a maniac. And I know that, because I'm a maniac. I always watch these on my flight. It's almost comforting know that so many things have to go wrong, in perfect succession that gives me relief while flying
Same!!! :D
Done that this summer 😂
have a safe trip
Good LORD the tyre marks on the runway are harrowing!
They practically tested the entire structural integrity of the landing gear, and some more!
As always, great video, Petter.
Thank you Petter for helping me cure my fear of flying! I was more than just a nervous flyer, I was a terrified flyer. Now I somewhat enjoy flying! You explain the way airplanes work so well. You're so calm and knowledgeable, and you don't sensationalize things which is much appreciated. You and your team put out amazing content, and I can't thank you enough!
@@PackLeader-ti4prWho are you? 😂
The above message was from me.. I was just logged in on another account for some reason :)
@@MentourPilot Omg! That is the first time it’s actually been the real person when I’ve done that! I’m never doing it again!! 🤣
@@MentourPilot did you delete your reply to me? I was gonna keep it as a souvenir 😂😎
@@michelletilley7165 More likely just TH-cam being a buggy mess.
We don’t call it officially AFIS in Canada, just uncontrolled, despite the existence of personnel in the tower speaking on a UNICOM frequency.
The airport CYRQ of Trois-Rivieres is a good example with a runway of 9’000 feet where you don’t get official clearances.
Power plant operators are also subject to arousal states. It especially becomes a problem on the graveyard shift. You have been sitting and monitoring equipment for the last three shifts with absolutely nothing happening, and suddenly having to deal with an upset. The problem is that your butt is glued to your chair by a peculiar form of gravity measured in lethar g’s. Successful operators are able to overcome this g force and do what they have to to control and correct the problem. My job was to answer my phone at 2 AM when an unsuccessful operator called me without ever getting out of the chair to attempt to handle the situation. I made a lot of overtime money over my career because of them.
I see it in the semiconductor industry too. The necessity for night shifts in this industry is derived from profits and not safety, but truth remains: if someone's basically on call, waiting for an issue to happen, even if they are sitting at the operator's chair, it takes a lot of inertia to even stay awake, let alone have spatial awareness. Sounds like a good gig for the employee too since the jobs pay well, but honestly it's not good to be half permanently idle, half trying to figure out ways to keep kinda entertained but not really.
Lmao at the unit of "lethar g" 🤣
😂
@@revenevan11gold😂
Same for refinery operator. Normally, night shift is based on "keep it running and let the day shift solve any problem or change the tanks and campaign for different products"
I’ve never been a pilot, never will be a pilot, but just 2 lessons I’ve learned from this channel (failing to address one persons mistaken over confidence can end up avoidably harming everyone and the concept of a judgement neutral after action consideration of negative outcomes) are concepts I now take into the workplace every day.
Always impressed by your production values, Petter! Keep up the great work.
Agreed
Thank you so much.. And the above message was from me.. I must have been logged into some other account..
@@MentourPilot Do you drive a Porsche or something??
It's worth noting that most of these stores have a common element, in addition to the usually mentioned safety concepts : In non-trivial systems, failures cascade. Even when redundancy is taken into account. Your first problem isn't anywhere near the magnitude of the final resulting problem. Be vigilant of identifying when a simple problem is heading towards "no solutions". You'll wish you had a "not ideal" solution or had taken the "not ideal" bailouts you had along the way once they're gone. This pattern applies to pretty much everything in life. It's taken me years to fully internalize this reality.
Yes, and understanding that humans are very prone to confirmation bias. If things start to go out of expected state, re-evaluate the situation to see if you have misunderstood something seriously wrong.
Thats why i don't believe in the "not assigning blame" syndrome. If someone doesn't do what he is supposed to do, that will eventually lead to a scenario that will be undefined as in not previously encountered and result in tragedy. Its best to design a system and have people follow it. Rather than making infinite number of new designs accounting for all the mistakes that have been previously made.
@UnknownUser-j3n
You got that exactly the wrong way around.....! 😆
It is _precisely because_ small things escalate into big problems, that we should not ask "who did wrong" but focus instead on "how could someone have reacted poorly?".
Because that's the only way we can design systems that make it harder to misinterpret things.
This all started by the captain thinking they were above the glide slope.
Your approach would result in him being fired for wrecking a plane.
Peter's approach leads to rules being adopted that force both pilots to use the same navigation settings, so he could've just checked the instruments, and nothing extra-ordinary (/noteworthy) would've happened to this plane.
Thankfully, that's the model that's being followed, and it's why many flights today reach their destination instead of ending up in the news.....
Cheers ^^
@@MrNicoJac Agreed. I'm not a pilot but some of my work can have similar negative outcomes. "There are no accidents, only incidents where someone did something they should not have done, or failed to do something they were supposed to do" model does not address the underlying 'system' that prevent or stop the cascading failures that lead to tragedy. It only succeeds in pointing fingers. We know what we are supposed to do/not do, so sternly scolding others to be on their game is pretty much window dressing for the benefit of PR. Industries are aware that human factors can be predicted; industry leaders design their systems to minimize the impact of as many relevant factors as possible.
@@MrNicoJac pretty useless. Counting the infinite number of things that MAY happen due to an erratic man or machine, and then trying to fix all the resultant scenarios will never get you anywhere. Thats why flying safety is as poor as it has always been, despite the aid of many new technologies.
In CANADA it’s called Mandatory Frequency but it is the same service and not actual control while many foreign pilots are confused by it.
Thank you very much!
I've seen a lot of Canadian pilots just as confused by it
An example of an MF airport in Canada would be CYND (Ottawa/Gatineau). It was regular destination at my flight school (uncontrolled) for getting your cross country hours.
That's not correct. A MF (Mandatory frequency) airport is an airport that requires a radio to land at but is uncontrolled with no buddy there for example chillwack bc CYCW. theres also an ATF airport requires no radio on board to land and is uncontrolled but we do have airports that's have a Flight service station witch is more what he's taking about in this video, where there is a person in a tower and you must give them your intentions and they will give you traffic advisory, wind weather ect you an example of a airport is penticton BC, you refer to them as Radio when making a call vs at MF and ATF its trafic. ALSO there's something called a RCO (remote controlled operator) that is the same as flight service station however the person you're speaking to is located at a different airport and uses Radar to give you information a good example of this is actually Abbostford After the tower is closed for the night
I wasn't sure if AFIS would be the equivalent of our UNICOM or FSS where someone may be on the ground monitoring airport and weather conditions, and, in the case of FSS, be able to make suggestions (not give clearances)?
In 1994 I and my girlfriend flew for vacation in Tunisia with Air Liberte Tunisie, from Bologna (BLQ) and return. During the return flight, with an MD83, at the beginning of the descent on Florence, the right engine start to make a strange noise like a washing machine in spin cycle, and was clear hearing the other engine pushed to full power. After a very quick landing we desembarked from the rear exit and..........a river of oil was dropping from the right engine. My father was in the terrace of the airport to wait us, and told us that the MD83 was followed from a dense trail of white smoke, and obviously he was terrified about............And we passenger a little too, with the plane suffering immense vibrations and crabbing due to the asymmetrical thrust........I think that this airline have had not only this problem, but many many more..........
-9C "a mild winter day" ... Meanwhile, in Tucson, AZ our population breaks out the arctic survival gear when the temp drops below 10C (50F).
I was on holiday in Morocco in December with my mother. It was around 18C (64F) and sunny (which is basically summer to us), so we were walking around in a t-shirt. Seeing the locals in their winter coats shiver by the thought alone of wearing short sleeves in that weather was hilarious.
Than again, we would absolutely not have been able to handle summer temperatures in Morocco.
Mild winter day in much of Canada, too.
In Manitoba, when it gets above -10 C in the winter for the 1st time (normally around March), everyone's in a good mood. Like, maybe we'll survive another winter. Everyone's got their jackets unzipped, and the kids all lose their gloves at school.
But us Finns would melt in the Arizona summer 😂
@@LiiMuRi 🤣🤣🤣🤣🤣
But, probably true...
Im from Tunisia 🇹🇳 I studied in Monastir 4 years and used to watch planes land in the nearby airport, good production as always 👏👏
I was about to put TH-cam down for the day until this video came out. I’m now stuck for 32 min 😂
You didn’t watch the last 51 seconds?
I don't fly a plane. I don't often find myself on a plane. But I often find myself binge watching this channel. Can't explain it, morbid curiosity I guess haha.
So true! I found these videos on a ski vacation. Ended up binge watching these most of the trip. Outstanding videos!
That’s the majority of his viewers. It’s not a mystery. His videos are very interesting and exciting to watch, like a movie.
FINLAND MENTIONED🇫🇮🇫🇮🇫🇮🔥🔥🔥
TORILLA TAVATAAN
🔥🔥🔥??
Don't you mean: ❄️❄️❄️?
😜😂🤭
Tunisia mentioned 🇹🇳🇹🇳🇹🇳
@@MrNicoJac nah, it was over 30 degrees a few weeks ago, i think ill stick with 🔥 😂😂
Jorilla tavataan!
Canada has many airports with FSS (Flight Service Stations (only) which provide IFR clearances; airport information; safety advisory; ground traffic control/advisory - but not Air Traffic movement control and separation, as such. They are usually located at airports with low overall traffic density but having regular IFR arrivals/departures. Seems similar to the Finnish system.
Whenever I watch these I always come in hoping that everyone in the plane made it. Hopefully this one went alright- we’ll see!
Excellent.. I think you will be pleased.
I fly MEDEVAC in Eastern Canada (Nova Scotia, PEI and New Brunswick) I was ATC for 30yrs prior. We have FSS here at airports with MF (Mandatory Frequency) Class E airspace similar to your AFIS. We have 2x 24hr airports (YSJ & YYG) one remoted airport (YQY remoted from YYG) and one operational during non tower hours (YFC remoted from YSJ) They are within controlled airspace but we have some Unicom (ATF) airports outside of controlled airspace that we do IFR approaches to, being "cleared out of controlled airspace for an approach" often.
I've been a flight medic for about 3 years of my 20-year career and absolutely love this channel. I learn so much and am able to talk more about/understand the technicals of flying when talking with my pilots.
Great stuff!!
The way you did the NordVPN advertisement literally cause me to lol it was like a door to door salesman selling no soliciting signs.
Thank you Peter and team. I've been subscribed for a couple of years now and am always impressed by your videos. I'm not a pilot but I am a commercial boat skipper. Many of the subjects you mention, like CRM and navigation and even NOTAMS, are very similar to what we do on the sea. Your videos have made me a better skipper, especially on the CRM side. Thank you 🙏
Edit. Petter not Peter. Auto correct 🤦
In the US we have some uncontrolled airports where there is someone on the ground in an office providing information like this on UNICOM. It’s not called AFIS but it seems to be very similar.
Also, DELTA still operates on a “silent cockpit”. They do very few call outs.
It's a delight to watch your videos before sleeping in by bed
you have a good sleep because your bed is not in a flying airplane
AFIS airports in the US are typically in Alaska: PABR, PASC, PAOT, PAOR, PAKT, PASI, PAHO, PAIL, PADL, PATK, PAAQ, PAOM, PACD, PAMC. These are controlled by Flight Service Stations and are the only ones in the US that are still operated by the FAA.
There is one line from you that I’ve actually used in the cockpit but I think it all the time. It’s “it doesn’t matter who is right, it matters what is right.”
This is why I like these videos. I am only flying at home in a flight simulator and not in real life but I always aim at flying as realistically as my capabilities and knowledge allow me to. What I like about these videos is that there’s always something I take as an example from these documentary style videos of yours. I try learning to not make mistakes that lead to disastrous outcomes and overall your videos really help me understand aviation better. You have inspired me to never stop being an aviation enthusiast. Thank you so much captain.
My dad flew us around in a twin Bonanza when I was a kid- 60’s- 70’s- and I remember an airport in Hilton Head SC where you had to radio ahead for someone to turn on the landing lights
8:14 "If the arousal levels drops too low [...] then it can be quite hard to quickly get back up again and perform well" 😏
My wife is a ship captain for a small ferry but it is surprising how much read across there is, standard op procedures, CRM, having a sterile 'bridge' during docking and leaving, near miss reporting, incident reports and investigations, sometimes I get told to stop quoting your videos and how a lot of the conclusions can be used for her work! Your videos are great!
I have been to two airports in Canada that I know do not have an on-site tower or trained controller. They have personnel that are I will say are semi trained. This is CFS Alert which is a Canadian Armed Forces outpost at the top of Elsmere Island and Eureka that is a few miles south of Alert also on Elsmere Island. I don't know the system that is used for these airports, I am not a pilot, I am an Air Weapons Tech and I was air crew in a Hercules delivering quarry explosives to Alert. It was a fun trip and if I was given the chance to do it again I would. I would also have an entire new appreciation for what the pilots are doing during the trip after watching your videos.
As always @MentourPilot you do an outstanding job creating such informative aviation videos. To answer your question, In Canada, uncontrolled airports are classified into 3 categories. Mandatory Frequency (MF) with a ground station, Mandatory Frequency (MF) w/o a ground station, and Aerodrome Traffic Frequency (ATF). A ground station is Flight Service Specialist (FSS) located on the ground at the airport (sitting in what looks like a control tower) that gives ADVISORY information to pilots (traffic info, weather, approach in use, runway surface conditions and any other relevant info to the pilot) but not clearances like a controlled airport with a Tower. The main difference you find between ATF and MF is the requirement for a radio in an MF area while ATF NO-RADIO can operate. (There are exemptions to this rule with prior permission/notice)
I have been influenced by some of the lessons from this channel on how I approach my own job. I like the idea of not blaming anyone personally, but always call out when something is wrong. Instead of blaming, just give and accept feedback. And most importantly, I always admit my own mistakes as soon as I realize I made them.
But it's also frustrating to see others not do that and make the job harder for everyone for silly reasons... every job should come with CRM training. I think that often.
I’ve watched almost all your videos over the past 2-3 months while I’ve been sick and I never had an interest in aviation before, but the way you talk about it with such passion is riveting. It’s so refreshing seeing someone who cares so much about what they do, and I’ve learned many lessons from your incident videos that are relevant in my life and career as well. You’re so patient and kind when you explain the mistakes of the pilots in your all videos, you’re the exact image of what a mentour should be. Thank you for everything you do Petter :)
8:37 scared the crap outta me
😂😂
*Omigosh !*
Hahaha! Good one
Yeah the same haha! That is unwise he might actually lose people on this 😅
Born and raised in Kajaani and never heard of this (maybe cuz I was a tiny baby at the time). Tack så mycket for covering this
In canada we have a lot of airports that are class E. There is a controller but only issue advisory and information about traffic, weather, runway ETC. its a bit confusing talking to someone but not issuing clearances.
Yeah, I know. Thanks for that
@@MentourPilot They are not controllers, but FSS (Flight Service Specialist) employees. Many control towers close overnight and the airport changes to an advisory service only. Often, the FSS that takes over the tower frequency are at their home base airport many miles away. This procedure means that IFR arrivals and departures change to "one in, one out" which can really add up in delays in bad weather and times when several aircraft are wanting to operate.
As a dispatcher who works extremely slow night shifts, not only do your videos give me something to watch in my downtime, but taught me about that arousal level / fatigue that can make responding to sudden emergencies difficult after 8 hours of nothing.
Petter, jag gillar verkligen ditt sätt att berätta en historia. Det som gör dina flygäventyr så mycket bättre och mer lärorika än de andra i vårt digitala universum är inte bara det faktum att du analyserar orsak och verkan utan också det sammanhang du skapar i dina berättelser. Starten på denna historia är att vintrarna är kalla i Norden och att vi mänskor som bor här kan behöva lite sol och värme. Därför reser vi till Tunisien. Ett så snyggt sätt att ”by the way” förklara varför en massa människor väljer att resa till en liten flygplats utan riktig flygledning i finska Lappland. Det är sådana bilder i bakhuvudet som gör att dina berättelser verkligen berikar narrativet. Jag har som tidigare journalist inom SR varit besjälad av att skapa bilder och rörelser bara med hjälp av ljud. Den som bara blundar och lyssnar på dina berättelser närmar sig just mina ideal - att storyn är stark nog utan fysiska bilder. Nu råkar också de åtföljande animeringarna vara i särklass med denna MD82 från Air Liberté som är lite ofräsch och rentav skitig på vingarna. Lysande.
Du efterlyser ämnen att ta upp: Jag tänker på lite mindre flygplan än Boeing och Airbussar. I Oskarshamn kraschade en Beech 99 år 1989 med 16 personer ombord - bland annat pga att socialdemokraten Stor Olle Persson som vägde 140 kilo satt längst bak i planet. Det spekulerades på den tiden att piloterna inte vågade säga till Persson att sätta sig längre fram för att balansera planet bättre. En variant på CRM som jag tycker du så viktigt framhåller vikten av gäller flygolyckan i Smolensk 2010, när den polske regeringschefen Kaczyński omkom tillsammans med andra polska dignitärer i en Tupolev 154. Trots att flygledningen sa att dimma gjorde en landning omöjlig hörs i voicerecordern att den polske chefen för flygvapnet beordrade piloterna att landa trots att piloterna varken hade ILS eller kunde se landningsbanan. I det polska flygvapnet gör man (eller gjorde?) som man blir tillsagd. Med dödligt resultat.
Ett annat ämne som kanske är svårare att närma sig är när piloter väljer att ta med sig sina passagerare i graven. Jag tänker förstås på Germanwingsplanet från Barcelona till Düsseldorf 2015, EgyptAir flight 990 på väg från New York till Kairo eller Malaysia Airlines Flight 370 som du tidigare berättat om. Men är det någon som skulle kunna berätta en sådan historia med just själmordstwisten - som ju tarvar en förmåga till just den inlevelse jag beskrivit ovan - så är det du. Jag förstår att du funderat på hur man ska berätta sådana historier och därtill få en ”moral of the story” som gör dem viktiga att göra. Men visst fanns det varningssignaler i åtminstone de första två av dessa fall från såväl läkare, kollegor och flygbolag? Som jag förstår det är dagens flygolyckor alltoftare orsakade av mänskor och inte maskiner. Låt oss då hitta sätt att kolla mänskorna på samma regelbundna sätt som vi kollar maskinerna. Visst har det svenska flygvapnet hittat sätt att sortera ut vildbasar från trygga, lite tråkiga, välfungerande individer när de väljer piloter? Antalet olyckor sedan de nya metoderna infördes har ju sjunkit drastiskt. Något för civilflyget?
Några tankar i alla ödmjukhet.
(Minns en bilresa över Pyrenéerna 1972 till min systers bröllop i Valencia då jag hamnade i Andorra la Vella. Jag och en kompis slog upp vårt tält en kväll bredvid en liten pittoresk stenbro och vaknade nästa morgon med en dånande vacker utsikt över illgröna berg och dalar. Helt underbart. Grattis till ditt nya hemland)
Ever since I watched the 1st video of Mentour Pilot,I have never missed one.The level of articulation and understanding Petter and crew share makes me more enthusiastic and interested in flying way more than I ever did before.
Thank you .entour Pilot.
Wow, no thank YOU!!
I would LOVE it if you could cover Aeroperu Flight 603. It is one of the reasons why the red tags are now fitted over the Pitou tubes. I saw a simulation of it a few years back, and I have questions. Why did it invert? Why didn't they get closer to the coastline to be better guided by the lights there since their instruments weren't working and they were above water? Had the airline learned nothing from the previous accident that was similar? Why does the same disaster has to happen twice before any major change is done? Heck, the tagline could be: Betrayed By Tape or Blinded By Tape.
Oh, there's also the collision between DHL Flight 611 and Bashkirian Flight 2937. You haven't talked about on- air collisions yet. Should be interesting, if not just tragic.
And who can forget TWA Flight 800? That accident is truly mind-boggling from why I've seen.
All that to say, any and all of these incidents would benefit from your expert analysis. 😊
I’m torn about the Uberlingen crash. I’d love to see Petter’s take on it but most every video I’ve seen covering it has a multitude of comments saying that Peter Nielsen deserved what happened to him and it’s disgusting. I don’t think that debate needs to be brought into this channel too.
@Boundwithflame23 That is a good reason for Petter to cover the flight. He would be objective and empathetic. He just said in this video that Mentour Pilot is not done to assign blame but to learn lessons.
@@tatianamelendez490 yeah that’s fair.
Though it might be a long time before he covers it. It’s like JAL 123; there’s already so many videos about it. He’d have to come at it from another angle so he doesn’t retread the same points that have been covered already - I think he said that’s his plan for whenever he eventually does JAL 123
@@Boundwithflame23 Then why did you bring it in?
@@j.o.1516 Honestly I was just sharing my experience, what I thought about what I’ve seen and expressing a concern since videos about Überlingen seem to be a magnet for arguments. I wasn’t intending to actually start a debate
I am South African and over the past year or so I have developed a deep interest in aviation and Peter's content has enhanced my knowledge❤
Awesome....I am a big fan of the KFA airplane the Safari ❤
Canadian air traffic controller here. At some smaller airports, we have Flight Service Stations, staffed with flight service specialists. They are able to control vehicles, but not aircraft. They provide weather and traffic information to aircraft at their airports (Airport Advisory Service), and in some cases remotely for some other airports (Remote Aerodrome Advisory Service).
Some, but not all airports that have a non-24-hour tower get RAAS from an FSS at night after the tower closes.
you actually got me with that video unavailable for a second
Once again, as an aviator since 29 years ,an airbus pilot since 15 years ,a Crm instructor since 11 years ,
I hear u , I feel u, all your messages perfectly focused on real airmanship thus flight safety , “ …if only one pilot could be inspired of your videos…” ( which is kinda my motto during Crm instructions) , I d like to thank u from my heart for doing what u can at best to keep things safe whether with a reactive or proactive approach.
as a man from same profession . Gracias de todo. ❤
Alp from Freebird .
I have never been this early before, literally seconds after the video published. 😅 And it's about my country too! What a treat.
Thanks for the videos! I used to read the NTSB reports and it is so much more immersive watching your videos! :) Hoping you will do Flight 46E someday. That was always my favorite! A great example of how much can go wrong but still can work out okay!
Peter - airline pilot here. Your work makes a difference.
I want Peter as my Captain Pilot 👨🏼✈️ on EVERY FLIGHT. His knowledge, experience & sense of calm is soothing even on my phone. I absolutely love this channel. Well done! 👏🏻👏🏻👏🏻
27:12 *Wow* Imagine people seeing *that* for the first time trying to wrap their brains around how it was caused.
Imagine the eurobeat when that plane drifted around the tarmac while also doing donuts with the wheelsets
In the U.S., there isn't AFIS like in Europe, but services like Unicom and Flight Service Stations (FSS) provide pilots with information at smaller airports. In Canada, there are FSS and the Remote Aerodrome Advisory Service (RAAS), which are similar to AFIS, offering information on local traffic and conditions without direct air traffic control.
Last year, I worked in Ketchikan, Alaska for a while. PAKT has an AFIS and it was the first time that I had ever heard of one. Thank you for another excellent and informative video, Petter!
Really enjoy your videos.
These videos have helped me teach my kids how to drive a car and think about the way they do things in the drivers seat. Not be afraid to ask people to be quiet while doing some trickier driving maneuvers that require attention. And to not rush to get somewhere, or make that turn before traffic, etc. amongst many other things, complete the mission safely.
One of the best channels on YT - competent, informative, pleasant, just great! Thank you! you have real talent to provide tons of knowledge with super light form… Awesome!
Blackbushe, Chichester Goodwood, Denham are among the total of 16 airports on the NATS frequency chart for the South England which provide an AFIS service. I never quite figured out why there is AFIS in the UK as some quite high traffic ADs only provide an A/G ("RADIO") service while other do low traffic but with all the trimmings. There also were some airfields which provide full ATC services but only AFIS ("takeoff at your own discretion") for parts of the aerodrome.
In the UK the use of ATZs also seems to be more more prevalent than elsewhere but a few years ago when some regulations changed (I think an ATZ was necessary for flight training) many ATZs went away resulting in a major map change.
I'm not involved in aviation, just the dealing with things if it goes wrong, so don't know enough about traffic separation proceduces and the like. Given that though, the lack of direct control at Blackbushe takes me aback. Given it's within 3 miles of Farnborough, and 10 of Fairoaks, so a bit of low level traffic in the vicinity shouldn't be a surprise.
@@garybewick4774
"just dealing with things if iit goes wrong" - fireman?
Blackbushe has an ATZ which is basically cylindrical volume of airspace of a height of 2000 ft and 2 NM diameter. Any aircraft entering the ATZ has to be in contact with the airport's ATC unit - even though they can't give any orders. They can still give useful information "if you like bent metal descend to altitude 1000 ft and heading 50° ;-) Similar for Farnborough and RAF Odiham. Which has a MATZ which basically an ATZ plus some extra bits which are only legally binding to military pilots though civilian pilots are well advised to do obey those rules. All these ATZ and MATZ are overlapping. Non-trivial - but the whole greater London area is pretty complicated.
Farnborough is larger and provides an approach / radar service. To the degree possible they will ensure no conflict between their traffic and neighbouring airfields exists. All these ATC units provide different services and a pilot does not necessarily need to take the full service package. I often only go for "basic service" which basically means they tell me things they consider relevant. "G-ABCD there's an Extra 200 maneuvering over Grafton Lake" is something ATC might tell me and it's up to me to keep my eyes open and decide how to avoid that Extra. "Basic service" also means I don't need to tell ATC what I'm doing. If I want to turn back or do a looping I just do it. It's a good idea to tell them though :-)
Runways are usually built in direction of the prevailing winds. Which means they tend to be parallel within a region. Which in turn means takeoff and landing direction on all these airfields is the same. That already gives some order to what aircraft are doing near airfields even without communication. In addition there are published procedures for these airports which can be found on the airport websites and the CAA's AIP publication. Pilots are strongly advised to memorize the parts relevant to their operation. And if the fan hits the sh*t, every pilot has learned collision avoidance turns aka how to move that old rust bucket like a fighter ;-)
ATC is interesting in how it's organized and how it attempts to be able to ensure safety even if a layer of the multi-layered approach has failed. That also means it fills books and I'm probably doing a poor job at shortening it to less than half a page.
@ralfbaechle I'm not a water fairy... I'm ambulance crew.
I was actually en-route to the Blackbushe crash before the first team to reach the scene stood us all down.
@@garybewick4774 Heh, a water fairy. Never heard that term before but I'm volunteer one though these days in Germany.
Thank you, Petter! As always i like those of your videos most where no one got seriously injured or killed.
What baffles me here is that the Captain brought chaos into the cockpit and onto the plane by switching responsiblities within minutes before touchdown.
All based on his personal, visual assessment. I feel sorry for the 1st who was held responsible for the incident too but w/o the intervention would have exercised
a perfect landing.
I wonder if nowadays airlines do have any regulations on when a switch of roles in the cockpit may not happen?
Thank you for giving people the courage to speak up when they feel they should not. Its the difference between disaster or non-event. Its the boring stuff that keeps disasters from materializing, and you illustrate that well.
Great man I’m from India about to be 12 am midnight was waiting after seeing yesterday’s community post❤❤
It really does help! And the above message was from me, I was just logged into a different account for some reason.. :)
@@MentourPilot oh, no worries❤ love from india❤
This was something I didn’t expect!
There were three incidents with MD-83s in Finland mid 90’s, this one and two mishaps of an Intersun MD-83, if I remember correct they tried to take off with broken engines also in Kajaani and the another was a similar incident to this in Joensuu.
Especially the broken engines final report is absolutely chilling to read.
Thank you, as ever, Petter. Your videos help keep me calm and informed when I fly commercially! I have even helped to reduce my significant other half's fear of flying 👌
Great to hear!
The storytelling and information presented by this channel is some of the best ! *Keep up the great work*
Great video as always...
I am your fans from Indonesia... thank you for making this kind of content, highly informative!
You have already made me a better pilot, thank you
Glad to hear that! 💕 Fly safe
Once again I'm amazed at just how badly abused an airliner can be and still keep everyone alive
Thanks to your channel I was able to help my wife last month. Descending into Las Vegas, we suddenly accelerated and started going up. I told my wife that the pilot noticed something not quite right and we'd just go around and try again. Sure enough a few minutes later the pilot came on and said the wind had shifted so we needed to use a different runway (it was 120 degrees Fahrenheit in Vegas).
Lika bra som alltid, kan bara instämma med andra kommentarer att dina videos har hjälpt mig med flygrädslan. Har rest oerhört mycket, men rädslan har bara blivit värre med åren. Detta är det enda som hjälpt åt andra hållet.
Tack!
Härligt att höra!! 💕
I'm a meteorologist in the air force. Bicycle lake army airfield in California is non class D airspace, and also not controlled as we also lack a radar. It's a dirty strip with mainly rotary wing operations, although we routinely have heavies (C17s) land here. The operators that "control" the airfield mainly act as advisors of active ROZs and other track aircraft in the airspace. This is also atypical for DoD airfields in the US.
Keep the great videos coming 🎉
Will do!!
I always enjoyed traveling by air, but your videos have given me so much confidence, I think I can land any airliner in case of a pilot incapacitation or emergency.
Awesome Petter!! Going to watch now on my break at work! 🔥💪🤝👏🙌
You're a legend Petter. Please keep doing this wonderful service. You're a great ambassador for your industry and for safe practices generally. I'm not a pilot, have no interest in becoming a pilot and I only have a few friends who are pilots. But many of the lessons you highlight are applicable beyond the cockpit and that is one of the things I find so enjoyable about watching your videos. So thank you.
Thank you so much for the work you do and the videos you put out! You are incredible and have awoken a great respect for aviation in me
Thank you!
@@MentourPilot Are you @PackLeader-ti4pr - If not, someone is pretending to be you
Regarding AFIS, I had the pleasure of staying with some resort operators during a job where I guarded the front gate to some land being used as a camp for Forest Fire Fighting personnel. So, in addition to tents, showers, laundry facilities, a hose-drying tower which happened to catch on fire my first day there (I swear I didn't do it), and army style tents for sleeping quarters, there was a field full of helicopters. Unbeknownst to me, that field turned out to be an airstrip with grass instead of pavement, and the resort owners informed me that they had brought it back up to code so that it could be used once more. What's more, his father would be flying in with a guest to stay a few nights. So, I got to stand right beside this runway and watch a small plane land close-up. There was no tower, no personnel of any kind, completely unmanned and uncontrolled air.....port? I was told there's some kind of automated beacon, perhaps AFIS, perhaps something else. Western Canada, BC.
Damn another banger video hes always cooking
This is EASILY one of the very best education-focused TH-cam channels out there. Thank you for your continued expertise and the (I'm sure) insane amount of time you put into these videos, Petter!
UNDER 1MIN GANG LET'S GOO
I’m saving my seat here. It’s MINE (shove) back off!
Here
Hollaaaa
Well at least under 20 min
I love watching this channel. As an aspiring private pilot, these videos have given me a lot to think about, and I feel like many of these lessons will end up making me a better, safer pilot.
Does anyone else have heightened delusions of grandeur from Petter’s teachings?? I feel like I could diagnose & safely land pretty much ANY plane.
YESSSSS!
I hope you at least have your Private Pilot License?
Didn’t Peter talk Tom Scott down to the ground in a simulator?
The afternoon jet was coming in yesterday and I checked their flaps. Why? I don’t know 😂
@@robertpierce1981He tried, but Tom still crashed
There are no words to express how one feels when Mentour Pilot uploads! 😊
As a Tunisian, I really enjoyed the episode featuring a Tunisian liner with Tunisian crews, Liked the episode, the airline now is called Nouvelair now, and glad that the crash wasn't deadly, and we all here know about the story since Tunisair is always taunting Nouvelair, and mocking their safety record of one crash. :p
This video is super interesting! I'v studied this raport long time ago from Finnish accident investigation board, so it was so great to see an actual reconstruction even that there was nothing new for me. Thank you so much for this hi-quality reconstruction!
In Canada we have what’s called MF (Mandatory Frequency) Airports. Similar to how you described AFIS, there is a controller who gives traffic and weather advisories, and will strongly advise you to do things, but doesn’t give regular clearances like a towered airport. It’s pretty common in smaller, more isolated locations that still get a fair amount of traffic
They aren't controllers, they are FSS, no license no medical no control function (except for ground vehicles). From a recently retired 30 yr controller im Canada.
@@donwhitton7791 Yes you are absolutely right, controller was the wrong word to use. Congratulations on a lengthy career, and thank you for keeping us pilots safe up there
Honestly, I love these mini-documentaries (well, that's what they are, right?). The amount of effort put into each and every video makes the experience just that much more enjoyable.
Not to notice the engines were still on full thrust is incredible
“A deaf mute passenger ended up in the front toilet” is without a doubt one of the funniest sentences I’ve ever heard…thank you for the chuckle, Petter.
I know like I feel bad laughing and I’m on a flight from Nashville to Boston lol
Thank you for your time and dedication in producing these videos for the aviation community. They are impactful to not only me but everyone that takes these as a case study to the why.
I am an airline pilot as well on the 737. Ive had a situation within the last 6 months where a bad situation was pushed into possibly a serious situation BUT pulled myself out of it with a GO-Around. Please keep up the great work! Your videos make a difference.
I flew from Monastir once with now gone Karthago airlines and had the most bizarre approach and landing in my hometown. The pilots broke all the rules of air traffic without eventually getting everyone killed. They flew over my hometown at 1000 feet where no planes ever fly and nearly escaped a crash at the landing. This flight gives me creeps to this day.
Karthago Airlines was akquired in 2011 by Air Liberté Tunisie into what is now Nouvelair, the ICAO Code of Nouvelair is still LBT = Air Liberté. So here we are. - But to add it: Nouvelair has a good Safety Record.
Yikes
Amazing video! Love it when you cover these less well known incidents
I loved the transition at 8:29!!! 😂
Trying to keep it fresh! 😂😂