My two cents since I know the Captain: Amazing job, period. 1) Rejecting take off at 150kt near V1? Better to fly as he did. An engine on fire still an engine giving thrust. 2) Landed back in 6 minutes. Emergency landings are meant to save lives, not airplanes. He saved both.
Non ho un brevetto di volo,ma sono grande appassionato. Vicino alla V1,non poteva fare "indietro tutta" non si sarebbe mai fermato. Oltretutto aveva passato gli 80 kts dopo che è arrivato l'engine fire alarm... già non poteva più fare le manovre di aborted takeoff! Per me è stato un professionista vero,sia dalle parole verso il collega,e per come ha condotto il tutto!
Also, according to the accident report, the alarm began at 4 knots below V1 (and of course rapidly moving). Because of reaction time, when he then looked to see if they were at V1, it was probably at or passed it. It was the proper call to continue, since this is practiced all the time in the simulator. We also use this video at my airline as an example of excellent CRM.
There is a military version of this where the ANG in Puerto Rico took off in a C-130 and had one of four engines go out. They crashed after takeoff and they had three working engines. Biggest difference between the two videos is that this flight crew is 100% tuned into the failure and they are communicating everything that needs to be done for a safe landing AND keeping the airspeed up. The other flight crew? They didn’t pay attention to the airspeed while turning towards the failed engine and they never discussed what was wrong and how to correct for it. They kept acting confused. This pilot, Sully and the United crew that lost hydraulics and found a way to land using alternating thrust, while also saving lives ( including their own) are pilots who know the jobs, and the plane. There is zero reason for untrained passengers to criticize.
@@samoahbay Well Samvel, they lost one engine at take off with a fire. The Captain maintained about 8-900feet off the ground/ocean and making a hard bank while tring to keep speed. It wasnt untill the second turn that the Captain was able to increase speed and Alt. Basically saving everyone on board, the crew was just drones in otherwords. :-p
The amount of times the captain asked the FO if he was ok with his decisions and his calm professionalism throughout proves he is the best of the best. This is the type of pilot every pilot should aspire to be and every passenger should be thankful to fly with. Great work flight crew!
So many armchair pilots on here criticizing how the situation was handled. You're talking about a pilot who flew F-104 Starfighters in the Italian air force, flew the Aermacchi MB339 in the Frecce Tricolori as a soloist, AWACS for NATO in Kosovo before moving to civilian where he flew the 757, 767, 777, 787 along with various Airbuses. Hearing some people say he needs "more training" to be quite frank is laughable. I'm pretty sure there are very few, if any doubters in the comments who can hold a candle to what this pilot has achieved in his career. He landed the aircraft with no deaths or injuries. If you want to see an example of how not to prevent/ handle an emergency, take a look at Air France flight 447.
Just because you have no deaths or injuries doesn't mean you did everything correct, he did do a very good job, but by continuing after V1 when he should have rejected opened them up to the possibility of making more errors and exposes them to more threats...flying the starfighter so what, I know lots of military pilots that are not very good commercial airline pilots, just because you can fly a fast jet doesn't mean you're going to be good in a multi crew environment
+Al Gaz your ignorance about avionic is embarrassing, dude. It' s not a must to stop before v1. It's necessary to consider the weight of the plane, that was fully occupied and some Others factors, like the lengh left of the runway
As another professional armchair pilot, I think they could´ve handled that much better by doing a loop and a barrel roll right after start. That way they would´ve done a 180 in four seconds and landed alot earlier.
Eh, a barrel roll would run the risk of spilling your coffee. They were over water, much better to dip the engine in the lake to put the fire out, *then* continue to the destination.
You are all crazy. There is no way an airliner can safely loop, barrel roll, or dip one engine in the water without shearing off the entire engine or wing. The captain clearly should have taken advantage of the extra thrust provided by the fire and climbed near vertically to altitude. The lower oxygen at altitude would have extinguished the flames and they could have continued as scheduled. This was horrible airmanship.
Incredible flying and decision making. That is so tough even in a simulator, now imagine that in real life with 287 souls on board. Those guys did an AMAZING job. The CRM here (crew resource management) is very professional, and very outstanding. Every critical value was crosschecked with his FO. THAT, ladies and gentlemen, is how you handle an emergency.
Great communication, if you go thru the whole dialogue the FO repeats back every command word. Stuff like that can be the difference between surviving or not
exactly they did everythring right to their abilities just shows how safe airlines are even in 2004 this is remarkable bravo to the pilots for following procedures and getting the airplane back saftley!
+THR REV great job the captain did having situational awareness. It's one thing being configured for landing touching down mid field with a light fuel load and another full throttle configured for takeoff with a heavy plane over landing weight. A thrill none of them needed.
Great job guys! Very smart to land keeping the Fire downwind. Obvious but not necessarily thought of (even though it's on the checklist to note wind direction/velocity) during an emergency.
My name is Aurora Cerrato, I WAS ON THAT PLANE!!! It is the scariest thing I have ever experienced in my entire life. I know how people feel when their plane is about to crash... Thank you captain, you did a great job, besides God's help!!!
Estevan Vargas A great piece of flying from the flightcrew. Although I'm not sure god should get the credit for it, otherwise we would have to equally blame him when the plane doesn't land safely
You do what works for you, however following your line, why does god allow some to die in terrible crashes, and some like yourself to survive? The more skillful the aircraft was designed and built the more competent person at command, the greater your chance to survive an incident of this type; without the help of anyone's god. Boeing build a heavy that stayed in one piece when landed grossly overweight, this captain stayed cool while he went through his options picking best case senecio and all survived. No luck, no god.
I am not sure why everyone gets so offended or bothered when anyone thanks or is greatful to God when things work out. If you do not believe in God then comments like that should not bother anyone and should simply be left alone. If you told me that pigs fly i wouldn't care because it would be a waste of my time to argue that statement but the fact many constantly want to challenge that there is no God speaks volume. Why would anyone be so offended by someone who doesn't exist. Unless they are trying to convince themselves. I thank God for the mere fact that i am breathing and that i am fortunate to be alive. If man thinks that he is capable of giving life and sustaining life on their own then i would like to see what there response would be on their death bed. To see whether they are truly in control of sustaining life on their own. Silly people tomorrow is never promised to anyone and this life we live now is only temporary. Life actually begins when we die the question is where will you spend eternity.
You're delusional and dumb. And giving credit to an imaginary person is an insult to the captains work. What did "god" do to help exactly? The plane was made and controlled by humans. Fucking idiot. And if god is so fantastic why do people die in plane crashes?
As a flyer with more than 5 0 years experience I can tell you that these guys were outstanding in handling this emergency. They communicated with each other exchanged thoughts and got this plane back on the ground with no injuries or fatalities. Gets not better than that!
And to all of you pointing the finger about the V1 issue. Let me ask you this: Would you rather be on Swissair 111 or American 191, where the pilots did exactly what the book says or on Blue Panorama, where the pilot clearly added his own instincts into the game??
The procedure states stop for severe malfunction, incapacitation or fire before V1. But by V1 you should have already initiated a stop. I can understand people pointing the fact that the captain asked to continue right before V1. We were not in the cockpit and there are probably other factors that we re not aware of explaining why he took this decision. Beyond the theoretical aspect of V1 calculation, does the calculation take into account the quality of the runway surface, brakes wear, tires wear, what is beyond the end of the runway, engine time to spool down...etc Honnestly it can be questionable but there were some cases where this decision caused a drama and where we ve seen plane stoping before V1, exiting the runway and making victims because the plane caught fire. I m not god, I can only kudos the crew and thanks god it turned well. But when we re so close to the boundaries like in this case being 5 knots below V1, who could really know what is the best scenario. It s so easy afterwards to judge. Nice crew communication above all.
We don't usually hear about the successful ones like this. But if there is going to be a crash, the odds for survivors are much greater on the ground. Hard decision to make.
Also, you wouldn’t be able to use reverse thrust in a rejected takeoff. I don’t see how aborting would be the right call. Deciding to continue was literally a lifesaving decision
@@lvl10cooking Under normal circumstances exceeding 30 degrees bank angle is considered bad public relations because it scares people, however in an emergency you gotta do what you gotta do.
Well I do not know if you are a pilot but "Bank Angle" is important when you are turning into the dead engine. Remember that vertical component of lift changes to a horizontal component hence the airplane would want to pitch down. In order to counteract that we need to pitch up and the lower wing is not generating as much lift as on the higher wing in the turn.What is important is that the Captain maintained the situational awareness in the cockpit, he kept his calm and obviously followed the company's SOPs. Very pristine was the fact that he identified the Vref speed +20 which gave them a buffer for the approach. Great job in controlling the situation, identifying who had control. Rechecking the PF during the emergency, he maintained the golden rule in aviation in an emergency- Aviate Navigate then Communicate.
I'm a commercial pilot myself, and i have to say, the situation is very well managed! 5 star to the captain and the decision to GO was better (to my mind) than trying to stop 3 knots prior the V1... it was a rough decision to make, but that only gives the captain a credit for taking it. Well managed and good job to survive it and saving everyone's lives! Thank you for being professional!!!
Totally professional! Couldn't have been handled in a better manner! The Captain was in control the entire time - and was using his First Officer as a second pair of eyes to check what he, the Captain, was doing. Really an exercise in "how to do it" - and "how to do it well!!"
One of my favorite heroic landings. Not a single fuck was given but landing that plane the best way possible. Even when the bank angle alarm came on. "what is this, fuck bank angle, we don't care about bank angle". First time I've laughed watching a death defying landing with a commercial liner on fire. He reminded me of my Italian grandmother.
+hellzone100 There's a statistic for a particular airline. Pure statistic for them. But that statistic says that for every rejected takeoff above 100 knots that the airline has had; either nearly or did actually depart the runway and cause even greater damage to the aircraft. So yes rejecting at V1 is a bad place to be. Rejecting at V2 is loco.
***** 1. This naval/civilian aviator never said that. I said the opposite. If an emergency crops up and you at V1 or below, Don't take it into the air. V1 is not a 'must go flying" speed.
***** Regardless of variation in model procedures, we are unlikely to find this one: "In even of fire warning at or below V1, ignore the opportunity to safely abort the takeoff. Instead, proceed with takeoff and bring along 200 passengers for troubleshooting flight. Proceed until fire is confirmed or ruled out."
The reason why they continued, even if they were 3 knots below V1, is that the right engine exploded, at maximum T/O weight, on a very hot day and the wind was from the right. If they had tried to stop they would probably have been able to, but many people would have died in the ensuing fire. Any half pilot knows that before every takeoff he should consider the situation and decide whether he is go-oriented or stop-oriented. In this case the Captain was go-oriented.
Cap to Co-pilot: “Ok we are landing +20. Ok? Is that ok? Everything is ok with you?” This is the type of captain you want to fly with as a pilot and the type of pilot you want flying you as a pax. The skill, calm, and professionalism demonstrated on this flight is so perfect that it seems like a bs simulator flight but it is 100% real! I hope everyone onboard knew how blessed they were flying with him that day, it would’ve ended far differently for many pilots. Not good different.
What mistakes? Geez! The flight deck stayed calm and professional. They flew the plane, communicated, and did what was needed. Nobody got hurt, and the only apparent damage aside from the obvious engine problem was blown tires. No serious injuries. There may have been a bump or scrape during evacuation, but big deal. Everyone walked away.
A true demonstration of leadership. There is a reason becoming a captain is difficult. Not only must you be capable to fly an aircraft you must also have the ability to remain calm, quick think and adapt instantaneously when things go wrong.
Awesome leadership skills. How many times did he ask his FO "Are you alright?" Awesome airmanship. Aviate - Navigate - Communicate. Professionals at work.
Impressive coordination and communication. No hesitations. First knew what he wanted and second gave him everything he called out quickly. I can imaging it's difficult to overcome the urge to panic, losing one at that critical point. And for all you questioning why... abort at that point is very risky, even being close to the threshold. You are very heavy and down one thruster. You risk baking off the brakes and we've all seen the results when that happens. You aren't going to climb out normally, but you can limp it back around on one without any problem (as demonstrated here). The decision was proper and expected... by far the better odds.
+funkyzero Not to mention transitioning from takeoff to rejected takeoff frequently results in loss of directional control. These guys did a great job.
JetMechMA You're NOT a pilot. So, who are you to critique the flight crew's actions? Until you've spent time in the left seat, keep your comments to yourself.
My comment below is fact, not an opinion, it's not meant to antagonize. I don't usually bother leaving comments but I'm curious about the folks who said the captain should have rejected the take off. I'm guessing your issue is with the continue command given before V1. The aircraft was 3 seconds shy of V1 when the command to continue was given. I did a little research on LIRF/FCO, and the 767 model used in the incident. The aircraft would have overshot the runway even at 5 seconds before V1 if the captain rejected the takeoff, that's not an opinion, it's fact confirmed by Boeing and Agenzia Nazionale per la Sicurezza del Volo (ANSV, Italy's aircraft accident investigation board, which also noted that fact in their final report. Knowing these facts how many critics in the comments would still have rejected the take off? The actual facts of this incident can be found in the ANSV final report for those of you who will say I'm undoubtedly making this up. I'm a real captain with a US based airline and invite anyone to follow me on Twitter at @CaptJCKidder.
Captain JC Kidder ATP no one wants actual facts unfortunately. Thank you for the numbers on how not taking off would have been disastrous. I suppose we think we are safer on the ground than in the air during an emergency situation.
If you're a Captain I'm really afraid to be your passenger. Regardless whether it is an ATR or an A380, before V1 the aircraft shall stop safely and might only melt the fuse plugs if brake energy is the actual weight-limiting factor. Vef comes 2kts before V1. They were 10kts short of Vef an 12kts before V1. If the aircraft ever rejected the takeoff and overran the runway, all performance analysis should be throwed away.
Marcelo Luiz Figueira What is your source for stating Vef comes 2kts prior to V1? The assumption of engine failure speed is dependent on a variety of factors, notably the same factors that influence v1. You should consider studying the definitions of v speeds more carefully. Notably, V1, is the speed at which the FIRST ACTION to decelerate the aircraft is to occur. Since aircraft are flown by humans, a reaction time is required since the time between recognizing a failure and acting upon it is more than 0 seconds. This means that the decision to reject MUST be made PRIOR to V1. Most airlines have the PNF or PM call “V1” 5 kts prior to reaching the bugged V1 speed. Also, since countless injuries and fatalities have occurred when Captains elect to reject takeoffs close to V1, the statistics show that when close to V1, continuing the takeoff is usually the least risky option. For this reason, I would opine that most airline Captains (myself included) are more inclined to continue the takeoff when we get close the decision making speeds.
@@Stepclimb I wrote this reply over a month ago, and somehow I mistyped 2 kts instead of 2 seconds, thus misleading myself to write that they were 10kts short of VEF. But let's clarify and shed some light: As you said, V1 call should come roughly 5kts (2s) before calculated V1, for the reasons you correctly stated. They were 12kts below V1 and 7kts before VEF when the captain decided to continue. Let's put that into perspective: - You might not have enough TODA to accelerate your aircraft up to VR and get it off the ground on time to clear the screen height and further obstacles. (Accelerate and GO distances are calculated upon V1 being reached on 2 engines - they assume you'll reject if a failure occurs below V1. If you accelerate below V1, reaching beyond V1 and towards VR with reduced thrust on one engine due to its failure, you're just throwing away all your calculations and pushing VR down the runway, thus endangering yourself and people around). - Calculations do not consider maximum manual braking, they credit only 50% of headwind and 150% of tailwind, and only count on reverse thrust for wet runways only. That said, I assure you that if calculations were correctly performed, the aircraft would've stopped by the end of the runway. It's not about statistics, it's about arithmetics. Time to continue a takeoff comes only after you hear V1 and your hands are no longer guarding the throttles.
You forgot to add that the thrust reversal isn't working effectively if the engine burns an even can make things worse. So the breaking process wouldn't be as effective anymore. So I think the captain did exact the right thing.
LOL at 5:25 bank angle alarm: "master caution chime " . captain " whats this?" bank angle alarm " BANK ANGLE" Captain: "oh f**k this. we dont care about the bank angle" LOL
It's confirmed per accident report he said "[Bank Angle alert sounds] What is this? Oh fuck the bank angle. We don't care about the bank angle." Nothing about flaps
2:32 - The captain made a vital and life-saving decision in exactly 1 second, and I can't imagine how many factors flashed through his mind during that second of thought.
This reminds me of people who think cops should shoot a violent suspect in the leg during a crisis situation when they have 1-3 seconds to react. No, you always shoot to kill and fire as many rounds as necessary until the suspect stops moving.
I like how the captain constantly asks if the FO is okay with the decisions he's making, and if the FO is "with him". So many accidents could have been prevented if a lesser ranking officer had simply spoke up and challenged a captain's decisions, and this captain wanted to make absolutely sure he wasn't missing anything that the FO may have thought of. Outstanding resource management and situational awareness.
It's nice to hear one of these that doesn't end in a truncated noise of an airframe breaking up. These guys handled this situation calmly and professionally and did everything expected of them. Well done guys.
It is incerdible how well trained these pilots were. They took care of a lot of things in a matter of minutes with the aim of preserving the physical integrity of every one onboard. And not a single mistake!
I am a former Flight Attendant and seen a lot and had emergencies but this flight crew was fantastic! Extremely calm , well educated on what and when to do it …
Really great handling of the situation. Calm, informative, and able to perform well. In a second language none the less. Declared the emergency then did not talk to tower, just flew the plane to safety and calmly began the evacuation. He used every second effectively even asking before landing for a visual on the situation. The first-officer was calm as well but was probably more freaked and was doing something with the breaking after touchdown so the captain calmly said "mind your breaking". Everything beyond the emergency references sounded and seemed to go just like if the plane was completely operational. My favorite part was near the beginning when the fire broke out and the alarm sounded and the response was a simple "continue" as he was exactly ready for a problem at that moment and knew he would continue the takeoff. He did not call the tower but focused on takeoff and cutting the engine. When the tower called to give heading, alt, and to say goodbye the captain then called the emergency which seemed to spin the towers head for a few seconds. Somewhere in the middle, the captain even says "everything ok with you" as to calm the first-officer to then refocus for landing check. Freaking great piloting.
Pilot of this flight, Capt. Maurizio Guzzetti was flying Pony 4 at Ramstein when happened the well known disaster, he was in the section where the solist Nutarelli collided with Pony 1 (Magg. Naldini) and 2 (capt. Alessio). Naldini and Nutarelli had to report what they saw on 27.06.1980 in the italian skies one weelk later, but this is another story. Maurizio Guzzetti acted perfectly even in the choice of the runway where to land, he managed to land not on the closest runway so that the wind was not coming from the right side: in that way the flames were blowed away from the fuselage. He also landed a plane with full load of fuel, since - as he said in a interview - if he had dumped the fuel the result was for sure to become a comet in the sky. The plane just suffered damages to the wheels and brakes due to the necessity of stop a full loaded plane on the runway. The decision not to abort the t.o. was logical, the plane was not yet in V1 but was unpredictable to know if for few knots she could be stopped on time. as Guzzetti said, planes are made to get airborne and so he did. Also he explained what is the meaning of environment awareness, that's - for all the armchair pilots flying Flight Simulator, those small informations you get looking around before taking off (direction of sockwind for example) and that the brain keep into consideration if necessary. It is not instinct, but fast reasonement. Instinct is to be afraid of the fire, so the reasonement is to keep the fire far from the body. Instinct was to land asap, but in that way the flames would have been directed against the fuselage by the wind. So Guzzetti reasonement's was: plane is made to fly; one motor is working well and i can't be sure to stop the plane now; wind is coming from my right where there are flames, better to fly some minutes more landing so that the wind is from left and also consuming some fuel, having less weight. Conclusion: flight manual are full of information but is the pilot who has control. The character of Guzzetti, as he said, was a little bit rebel (solists of Frecce Tricolori are a little bit that way) so he didn't follow what said the rule (stop before V1)
The tension on the voice of the pilot is as real as it can be and eventhough the dangerous ordeal, he kept his cool head showing an absolute control of his emotions...he reminds me the good old Neil Armstrong. If I was the pilot I would be probably crying out calling my mommy, sucking my thumb in fetal position beneath the stick. Thank heaven I'm not a pilot.
Very good job controlling the situation. Staying calm and flying the plane. He was constantly thinking ahead of the next steps to take. It was a very professional job.
This is a perfect example of excellent airmanship! Kudos to the crew but especially to the Captain for his leadership and quick reaction. As a PPL owner, he did exacrly what every pilots are told to do: first continue to fly the airplane. Gives me goosebumps.
Excellent communication and coordination between the pilots. Captain made good decisions, communicated them clearly to the First Officer, and asked if he agreed, just as it should be. Good teamwork and delegation of responsibilities. Well done.
"Put the frequency in there..quickly please. We have no time to waste....because the engine is still on fire OK?" "The fire is still on, so we will do a ground evacuation when it's off OK?" This Captain (apart from being highly skilled and someone worthy of enormous prairie), is one of those people who accidentally has the most amazing comic timing. You could almost believe he was putting the accent on, and this was some sort of satirical comedy sketch. Well done to all for saving the flight, remaining in charge of your destiny, and giving me a few chuckles while you did it! 👍🏼
Great example of a captain and flight crew who handled a potentially dangerous situation in an absolute professional manner. And yes JetMechMA these aircraft are perfectly capable of safely flying on one engine. It's not usually a great idea to keep pumping fuel into an engine on fire.
This guy was awesome!!! He did most of the memory and checklist items on his own while doing a nice right 90 and left 270 to get back asap and directed the F/O on what he should have already known. He also directed cabin crew. What a guy. I very much like the common sense of his logic, The engine was secured, both fire bottles had been fired and yet it continued to burn so he knew they had to get on the ground immediately. But he took the time to confirm with the F/O that everything looked good to him as well cause you never know if your missing something. What a guy.
Sonny Burnett How is this FO worthless? He flew the aircraft from takeoff until after engine shutdown and whilst the Captain communicated his intentions. The captain then took control and asked for the relevant checklists, which the FO carried out. In high workload situations like this the crew must work as a team, which in the case of the FO includes monitoring his captain and not stepping all over him with checklists at a time of high workload until he is ready for them. Pretty reasonable crew coordination and task sharing at a time of high stress if you ask me. Have you been in this situation? Pretty arrogant and cowardly of you to write a guy off from your armchair if not.
2660016A , Thankfully, I’ve never experienced an actual V-1 fire as occurred here and yes maybe I should not have called the F/O worthless but the situation called for very specific action as the aircraft was at max weight, low altitude and one engine and they very easily and nearly ended up in the water. The Captains ability to recall all the exact actions needed in this type of situation was exemplary while constantly needing to coach the F/O to either fly or command the proper checklist. What was frustrating was the Captains constant need to keep the F/O in the loop. The Captain kept bringing him up to speed on what they not only needed to do but were actually doing and to me the really frustrating thing was the Captain trying to get him to just look around and agree that he had not missed something which as you may be aware is so critical to a successful outcome. In this situation, if I had been this Captain and after this successful outcome I’d have been so freaking happy I would have been more than happy with his performance if for no other reason than I and my passengers and crew were all alive. If you feel the need to refer to my words as arrogant that’s fine as it’s my opinion compared to yours but cowardly??? Really, That sounds much more like someone who gets Butt hurt over simple every day life events. So take a chill pill and try to get over it.
Terrific job by the Captain, FO and crew. They handled the situation with the leadership, calm, guts and professionalism required by the emergency. I would love to fly with pilots like these.
I'm not a pilot, but I am a Norwegian maritime Deck Officer, working on boats with English working language. It's easy to speak English in emergencies when you are used to it from so many safety drills over the year.
The Captain had a lot of confidence in his F/O. The decision to continue was totally correct in my opinion. By the time the alarm sounded and the crew saw the problem was genuine, they were past V-1. It's obvious there were more than two crew members on the flight deck, (over seas flight) which contributed to the successful outcome. A tribute to CRM and Boeing.
superb job by the crew. statistics show that aborting at that high of speed dont usually end well. i take much pride in my profession and love to see outcomes like this from a well trained and highly professional crew.
Extremely professionally amazingly well done. I’m sure this one gets studied a LOT at commercial schools. This is how to maintain control and command in the midst of an emergency. Ice cold badass stuff when the adrenaline is pumping and you want to cry. They made their airline and country proud.
some people are just made to excel in such situations, their thinking becomes crystal clear, reaction speed increases, body relaxes... they enjoy dangerous situations and being in responsibility... it is like an orgasm... adrenaline doesn't affect everyone the same way...
Massive congratulations to the captain and crew here. He took control straight away here. Common sense and sensible thinking prevail. He deserves all his plaudits.
My two cents since I know the Captain: Amazing job, period.
1) Rejecting take off at 150kt near V1? Better to fly as he did. An engine on fire still an engine giving thrust.
2) Landed back in 6 minutes.
Emergency landings are meant to save lives, not airplanes. He saved both.
Its amazing he got the plane back around so quickly!
Non ho un brevetto di volo,ma sono grande appassionato. Vicino alla V1,non poteva fare "indietro tutta" non si sarebbe mai fermato. Oltretutto aveva passato gli 80 kts dopo che è arrivato l'engine fire alarm... già non poteva più fare le manovre di aborted takeoff! Per me è stato un professionista vero,sia dalle parole verso il collega,e per come ha condotto il tutto!
Also, according to the accident report, the alarm began at 4 knots below V1 (and of course rapidly moving). Because of reaction time, when he then looked to see if they were at V1, it was probably at or passed it. It was the proper call to continue, since this is practiced all the time in the simulator. We also use this video at my airline as an example of excellent CRM.
There is a military version of this where the ANG in Puerto Rico took off in a C-130 and had one of four engines go out.
They crashed after takeoff and they had three working engines. Biggest difference between the two videos is that this flight crew is 100% tuned into the failure and they are communicating everything that needs to be done for a safe landing AND keeping the airspeed up.
The other flight crew? They didn’t pay attention to the airspeed while turning towards the failed engine and they never discussed what was wrong and how to correct for it. They kept acting confused.
This pilot, Sully and the United crew that lost hydraulics and found a way to land using alternating thrust, while also saving lives ( including their own) are pilots who know the jobs, and the plane.
There is zero reason for untrained passengers to criticize.
I have never seen anyone so calm in times of adversities. I LOL-ed when he said "F*ck the banked angle".
Capt - " Can you see something wrong?"
FO - "Everything's fine."
Capt - "No. Look around, quickly."
The words of a true leader.
Balhz from SuperMan
Totally agree.
What was wrong? Didn't grasp
@@samoahbay Well Samvel, they lost one engine at take off with a fire. The Captain maintained about 8-900feet off the ground/ocean and making a hard bank while tring to keep speed. It wasnt untill the second turn that the Captain was able to increase speed and Alt. Basically saving everyone on board, the crew was just drones in otherwords. :-p
@@igot99problemsbutmyaltaint81 thanks but I'm asking about what was wrong as Capt answered "No. Look around quickly"
The amount of times the captain asked the FO if he was ok with his decisions and his calm professionalism throughout proves he is the best of the best. This is the type of pilot every pilot should aspire to be and every passenger should be thankful to fly with. Great work flight crew!
So many armchair pilots on here criticizing how the situation was handled. You're talking about a pilot who flew F-104 Starfighters in the Italian air force, flew the Aermacchi MB339 in the Frecce Tricolori as a soloist, AWACS for NATO in Kosovo before moving to civilian where he flew the 757, 767, 777, 787 along with various Airbuses. Hearing some people say he needs "more training" to be quite frank is laughable. I'm pretty sure there are very few, if any doubters in the comments who can hold a candle to what this pilot has achieved in his career. He landed the aircraft with no deaths or injuries. If you want to see an example of how not to prevent/ handle an emergency, take a look at Air France flight 447.
+UnknownGnome1 Damn man I havnt bothered to read the comments but I thought this was an outstanding job.
im not critisising nut just asking before v1 he can safely stop so why he continued
Just because you have no deaths or injuries doesn't mean you did everything correct, he did do a very good job, but by continuing after V1 when he should have rejected opened them up to the possibility of making more errors and exposes them to more threats...flying the starfighter so what, I know lots of military pilots that are not very good commercial airline pilots, just because you can fly a fast jet doesn't mean you're going to be good in a multi crew environment
+herobo123456 you just criticize pilot of a different country that is not yours :))
+Al Gaz your ignorance about avionic is embarrassing, dude. It' s not a must to stop before v1. It's necessary to consider the weight of the plane, that was fully occupied and some Others factors, like the lengh left of the runway
5:30 is the best part "what is this? Fuck the bank angle, we don't care about bank angle" LEGEND!
agni2003 he said at first: Fuck bankangle - we dont care about bankangle - real pro 😎
Was thinking the same thing lol
@@prioport True. for them, stay alive and land safely is most important.
He said flap position
SICK BURN
As a professional armchair pilot, i have to say that/that was a superb bit of flying.
As another professional armchair pilot, I think they could´ve handled that much better by doing a loop and a barrel roll right after start. That way they would´ve done a 180 in four seconds and landed alot earlier.
Eh, a barrel roll would run the risk of spilling your coffee. They were over water, much better to dip the engine in the lake to put the fire out, *then* continue to the destination.
You are all crazy. There is no way an airliner can safely loop, barrel roll, or dip one engine in the water without shearing off the entire engine or wing. The captain clearly should have taken advantage of the extra thrust provided by the fire and climbed near vertically to altitude. The lower oxygen at altitude would have extinguished the flames and they could have continued as scheduled. This was horrible airmanship.
Chinese Airlines regularly barrel roll and loop 747's. I believe its part of their training to avoid
Peking Ducks.
Clearly you dont have idea how F.A.A rules work!
Incredible flying and decision making. That is so tough even in a simulator, now imagine that in real life with 287 souls on board. Those guys did an AMAZING job. The CRM here (crew resource management) is very professional, and very outstanding. Every critical value was crosschecked with his FO. THAT, ladies and gentlemen, is how you handle an emergency.
Wouldn't happen on Korean Airlines.
Great communication, if you go thru the whole dialogue the FO repeats back every command word. Stuff like that can be the difference between surviving or not
Agree totally, very good crew, very professional! Very well trained crew and a real leader as captain.
exactly they did everythring right to their abilities just shows how safe airlines are even in 2004 this is remarkable bravo to the pilots for following procedures and getting the airplane back saftley!
It's too bad he wasn't the captain of the Costa Concordia because if he was, that accident would NEVER have happened!!
The pilot in command was Maurizo Guzzetti and copilot Fabio Cortese
Tonino Campaniello Very good decision to continue even he was a little bit less than the V1 speed. He was absolutely legal .
+THR REV great job the captain did having situational awareness. It's one thing being configured for landing touching down mid field with a light fuel load and another full throttle configured for takeoff with a heavy plane over landing weight. A thrill none of them needed.
Great job guys! Very smart to land keeping the Fire downwind. Obvious but not necessarily thought of (even though it's on the checklist to note wind direction/velocity) during an emergency.
H
@@gianniteleskaofficialuk Oh, sure. Suggest them to kick your ass and send you across the channel without wings... You smart mixed british ;)
They did all this while speaking a foreign language to them. This is very impressive. Airline pilots are awesome.
They are trained in English so I imagine it would be more natural to talk about it in English
My name is Aurora Cerrato,
I WAS ON THAT PLANE!!!
It is the scariest thing I have ever experienced in my entire life.
I know how people feel when their plane is about to crash...
Thank you captain, you did a great job, besides God's help!!!
Estevan Vargas A great piece of flying from the flightcrew. Although I'm not sure god should get the credit for it, otherwise we would have to equally blame him when the plane doesn't land safely
You do what works for you, however following your line, why does god allow some to die in terrible crashes, and some like yourself to survive? The more skillful the aircraft was designed and built the more competent person at command, the greater your chance to survive an incident of this type; without the help of anyone's god. Boeing build a heavy that stayed in one piece when landed grossly overweight, this captain stayed cool while he went through his options picking best case senecio and all survived. No luck, no god.
+Bobby Paluga is mocking one's believe over the interweb is still a thing now? just let him or anyone with their belief and be respectful!
I am not sure why everyone gets so offended or bothered when anyone thanks or is greatful to God when things work out. If you do not believe in God then comments like that should not bother anyone and should simply be left alone. If you told me that pigs fly i wouldn't care because it would be a waste of my time to argue that statement but the fact many constantly want to challenge that there is no God speaks volume. Why would anyone be so offended by someone who doesn't exist. Unless they are trying to convince themselves. I thank God for the mere fact that i am breathing and that i am fortunate to be alive. If man thinks that he is capable of giving life and sustaining life on their own then i would like to see what there response would be on their death bed. To see whether they are truly in control of sustaining life on their own. Silly people tomorrow is never promised to anyone and this life we live now is only temporary. Life actually begins when we die the question is where will you spend eternity.
You're delusional and dumb. And giving credit to an imaginary person is an insult to the captains work. What did "god" do to help exactly? The plane was made and controlled by humans. Fucking idiot. And if god is so fantastic why do people die in plane crashes?
I want this Captain, and Sullenberger to be the aircrew on ALL my flights.
So thankful they all survived and handled this with extreme calm and precision. TRUE heroes.
And not only everybody on board survived but the crew was able to save the plane too.
That Captain was amazing! His Cockpit Resource Management was fantastic! Good job!
These guys did a phenomenal job at not only flying the plane (main thing) but keeping their cool.
very calm under pressure
That's what they're trained for! :)
As a flyer with more than 5 0 years experience I can tell you that these guys were outstanding in handling this emergency. They communicated with each other exchanged thoughts and got this plane back on the ground with no injuries or fatalities. Gets not better than that!
Excellent emergency cockpit management.
AMAZING...you could tell the urgency from his breathing and asking several times "are you ok?"... great job.
And to all of you pointing the finger about the V1 issue. Let me ask you this:
Would you rather be on Swissair 111 or American 191, where the pilots did exactly what the book says or on Blue Panorama, where the pilot clearly added his own instincts into the game??
V1 is a point of no return. He made the right call to take off.
The procedure states stop for severe malfunction, incapacitation or fire before V1. But by V1 you should have already initiated a stop.
I can understand people pointing the fact that the captain asked to continue right before V1.
We were not in the cockpit and there are probably other factors that we re not aware of explaining why he took this decision.
Beyond the theoretical aspect of V1 calculation, does the calculation take into account the quality of the runway surface, brakes wear, tires wear, what is beyond the end of the runway, engine time to spool down...etc
Honnestly it can be questionable but there were some cases where this decision caused a drama and where we ve seen plane stoping before V1, exiting the runway and making victims because the plane caught fire.
I m not god, I can only kudos the crew and thanks god it turned well. But when we re so close to the boundaries like in this case being 5 knots below V1, who could really know what is the best scenario. It s so easy afterwards to judge.
Nice crew communication above all.
We don't usually hear about the successful ones like this. But if there is going to be a crash, the odds for survivors are much greater on the ground. Hard decision to make.
I would rather be with blue panorama pilot. Fuck bank angle and fuck dumping fuel.
Also, you wouldn’t be able to use reverse thrust in a rejected takeoff. I don’t see how aborting would be the right call. Deciding to continue was literally a lifesaving decision
When you are in a hurry to put your ass on the ground in one piece, the bank angle is the least of your priorities.
Bank Angle is more of a suggestion
@@lvl10cooking Under normal circumstances exceeding 30 degrees bank angle is considered bad public relations because it scares people, however in an emergency you gotta do what you gotta do.
Well I do not know if you are a pilot but "Bank Angle" is important when you are turning into the dead engine. Remember that vertical component of lift changes to a horizontal component hence the airplane would want to pitch down. In order to counteract that we need to pitch up and the lower wing is not generating as much lift as on the higher wing in the turn.What is important is that the Captain maintained the situational awareness in the cockpit, he kept his calm and obviously followed the company's SOPs. Very pristine was the fact that he identified the Vref speed +20 which gave them a buffer for the approach. Great job in controlling the situation, identifying who had control. Rechecking the PF during the emergency, he maintained the golden rule in aviation in an emergency- Aviate Navigate then Communicate.
I say Great Job! Talked his way through it with his crew. Thereby building confidence that he was in control. 👍👍
and still on fire!!!!!
"What is this? Bank angle? We don't care about bank angle!" Hahaha
OMG didn't realize this at all. Nice!
Ahahhahah....that was funny!
Where?
Wtf hahahaahaa
@@comercole1940 5:28
This is the kind of captain I want on every flight. Excellent leadership and clear communication.
That captain did a great work.
I'm a commercial pilot myself, and i have to say, the situation is very well managed! 5 star to the captain and the decision to GO was better (to my mind) than trying to stop 3 knots prior the V1... it was a rough decision to make, but that only gives the captain a credit for taking it. Well managed and good job to survive it and saving everyone's lives! Thank you for being professional!!!
I am speechless, what a captain! They showed us this recording in flight school as a perfect example of how to react during an emergency
A very calm and professional captain. Fantastic
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Wow, that got my blood pumping... Great work to the pilots.
Yeah sure ! Great work !
This is perfect CRM. Kudos to both Captain and FO for handling this situation like pros, and more importantly, saving the lives of 300 people.
Totally professional! Couldn't have been handled in a better manner! The Captain was in control the entire time - and was using his First Officer as a second pair of eyes to check what he, the Captain, was doing.
Really an exercise in "how to do it" - and "how to do it well!!"
One of my favorite heroic landings. Not a single fuck was given but landing that plane the best way possible. Even when the bank angle alarm came on. "what is this, fuck bank angle, we don't care about bank angle". First time I've laughed watching a death defying landing with a commercial liner on fire. He reminded me of my Italian grandmother.
.... "okay so you are okay?"
"is everything okay with you"?
"I do my drill , you do your drill'
I love italian men. :D
Its one thing to fly with a engine on fire, it also sometimes worse to abort at v1 or v2.
This captain and his copilot did a great job.
+hellzone100 There's a statistic for a particular airline. Pure statistic for them. But that statistic says that for every rejected takeoff above 100 knots that the airline has had; either nearly or did actually depart the runway and cause even greater damage to the aircraft. So yes rejecting at V1 is a bad place to be. Rejecting at V2 is loco.
That's what the numbers are for. If you are going to ignore them, then why bother with any of the manual's procedures or checklists?
Better to deal with an over run and damage on the ground than to deal with a fire in the air.
***** 1. This naval/civilian aviator never said that. I said the opposite. If an emergency crops up and you at V1 or below, Don't take it into the air. V1 is not a 'must go flying" speed.
***** Regardless of variation in model procedures, we are unlikely to find this one:
"In even of fire warning at or below V1, ignore the opportunity to safely abort the takeoff. Instead, proceed with takeoff and bring along 200 passengers for troubleshooting flight. Proceed until fire is confirmed or ruled out."
This Captain and FO are heroes. Excellent airmanship, leadership, and calm under pressure.
Great CRM and situational awareness by the Captain, and great teamwork by the FO.
Well done, gentlemen.. True character is shown in times of stress. The Captain was calm and in control.
The reason why they continued, even if they were 3 knots below V1, is that the right engine exploded, at maximum T/O weight, on a very hot day and the wind was from the right. If they had tried to stop they would probably have been able to, but many people would have died in the ensuing fire. Any half pilot knows that before every takeoff he should consider the situation and decide whether he is go-oriented or stop-oriented. In this case the Captain was go-oriented.
I love how the Captain keeps checking on his co-pilot.
This captain has superb professional control ...this airlune has a genuine asset here. Thank you for sharing!
Cap to Co-pilot: “Ok we are landing +20. Ok? Is that ok? Everything is ok with you?”
This is the type of captain you want to fly with as a pilot and the type of pilot you want flying you as a pax. The skill, calm, and professionalism demonstrated on this flight is so perfect that it seems like a bs simulator flight but it is 100% real! I hope everyone onboard knew how blessed they were flying with him that day, it would’ve ended far differently for many pilots. Not good different.
This Captain was on top of the situation all the time, impressive and that's how it is done! Superb work
What mistakes? Geez! The flight deck stayed calm and professional. They flew the plane, communicated, and did what was needed. Nobody got hurt, and the only apparent damage aside from the obvious engine problem was blown tires. No serious injuries. There may have been a bump or scrape during evacuation, but big deal. Everyone walked away.
A true demonstration of leadership. There is a reason becoming a captain is difficult. Not only must you be capable to fly an aircraft you must also have the ability to remain calm, quick think and adapt instantaneously when things go wrong.
Awesome leadership skills. How many times did he ask his FO "Are you alright?" Awesome airmanship. Aviate - Navigate - Communicate. Professionals at work.
Impressive coordination and communication. No hesitations. First knew what he wanted and second gave him everything he called out quickly. I can imaging it's difficult to overcome the urge to panic, losing one at that critical point. And for all you questioning why... abort at that point is very risky, even being close to the threshold. You are very heavy and down one thruster. You risk baking off the brakes and we've all seen the results when that happens. You aren't going to climb out normally, but you can limp it back around on one without any problem (as demonstrated here). The decision was proper and expected... by far the better odds.
+funkyzero Not to mention transitioning from takeoff to rejected takeoff frequently results in loss of directional control. These guys did a great job.
Lol, at 5:30 there is a bank angle warning, and the captain says "what is this, fuck bank angle, we don't care about bank angle".
Smoothest pilot ever.
No, whenever you bank more than 30 degrees, which they were in this case, a bank angle warning goes off.
JetMechMA You're NOT a pilot. So, who are you to critique the flight crew's actions? Until you've spent time in the left seat, keep your comments to yourself.
Quick, calm, cool, collected, kind, urgent, patient...what a pilot!
My comment below is fact, not an opinion, it's not meant to antagonize.
I don't usually bother leaving comments but I'm curious about the folks who said the captain should have rejected the take off. I'm guessing your issue is with the continue command given before V1. The aircraft was 3 seconds shy of V1 when the command to continue was given. I did a little research on LIRF/FCO, and the 767 model used in the incident. The aircraft would have overshot the runway even at 5 seconds before V1 if the captain rejected the takeoff, that's not an opinion, it's fact confirmed by Boeing and Agenzia Nazionale per la Sicurezza del Volo (ANSV, Italy's aircraft accident investigation board, which also noted that fact in their final report. Knowing these facts how many critics in the comments would still have rejected the take off? The actual facts of this incident can be found in the ANSV final report for those of you who will say I'm undoubtedly making this up. I'm a real captain with a US based airline and invite anyone to follow me on Twitter at @CaptJCKidder.
Captain JC Kidder ATP no one wants actual facts unfortunately. Thank you for the numbers on how not taking off would have been disastrous. I suppose we think we are safer on the ground than in the air during an emergency situation.
If you're a Captain I'm really afraid to be your passenger.
Regardless whether it is an ATR or an A380, before V1 the aircraft shall stop safely and might only melt the fuse plugs if brake energy is the actual weight-limiting factor. Vef comes 2kts before V1. They were 10kts short of Vef an 12kts before V1.
If the aircraft ever rejected the takeoff and overran the runway, all performance analysis should be throwed away.
Marcelo Luiz Figueira
What is your source for stating Vef comes 2kts prior to V1? The assumption of engine failure speed is dependent on a variety of factors, notably the same factors that influence v1.
You should consider studying the definitions of v speeds more carefully. Notably, V1, is the speed at which the FIRST ACTION to decelerate the aircraft is to occur.
Since aircraft are flown by humans, a reaction time is required since the time between recognizing a failure and acting upon it is more than 0 seconds.
This means that the decision to reject MUST be made PRIOR to V1. Most airlines have the PNF or PM call “V1” 5 kts prior to reaching the bugged V1 speed.
Also, since countless injuries and fatalities have occurred when Captains elect to reject takeoffs close to V1, the statistics show that when close to V1, continuing the takeoff is usually the least risky option. For this reason, I would opine that most airline Captains (myself included) are more inclined to continue the takeoff when we get close the decision making speeds.
@@Stepclimb I wrote this reply over a month ago, and somehow I mistyped 2 kts instead of 2 seconds, thus misleading myself to write that they were 10kts short of VEF.
But let's clarify and shed some light:
As you said, V1 call should come roughly 5kts (2s) before calculated V1, for the reasons you correctly stated.
They were 12kts below V1 and 7kts before VEF when the captain decided to continue.
Let's put that into perspective:
- You might not have enough TODA to accelerate your aircraft up to VR and get it off the ground on time to clear the screen height and further obstacles. (Accelerate and GO distances are calculated upon V1 being reached on 2 engines - they assume you'll reject if a failure occurs below V1. If you accelerate below V1, reaching beyond V1 and towards VR with reduced thrust on one engine due to its failure, you're just throwing away all your calculations and pushing VR down the runway, thus endangering yourself and people around).
- Calculations do not consider maximum manual braking, they credit only 50% of headwind and 150% of tailwind, and only count on reverse thrust for wet runways only. That said, I assure you that if calculations were correctly performed, the aircraft would've stopped by the end of the runway.
It's not about statistics, it's about arithmetics.
Time to continue a takeoff comes only after you hear V1 and your hands are no longer guarding the throttles.
You forgot to add that the thrust reversal isn't working effectively if the engine burns an even can make things worse. So the breaking process wouldn't be as effective anymore. So I think the captain did exact the right thing.
Captain took complete control with a great sense of urgency. I wouldn't care what language he spoke as long as im alive
LOL at 5:25 bank angle alarm: "master caution chime " . captain " whats this?" bank angle alarm " BANK ANGLE" Captain: "oh f**k this. we dont care about the bank angle" LOL
think he said "flap position" not "fuck this" lol
GZA036 yup, he said flap position
@@GZA036 he said fuck the bank angle
It's confirmed per accident report he said "[Bank Angle alert sounds] What is this? Oh fuck the bank angle. We don't care about the bank angle." Nothing about flaps
Who cares about the bank angle if they landed in one piece?
Pure professionalism. Doing his job and checking to see if the co-pilot is alright! Respect!
2:32 - The captain made a vital and life-saving decision in exactly 1 second, and I can't imagine how many factors flashed through his mind during that second of thought.
This reminds me of people who think cops should shoot a violent suspect in the leg during a crisis situation when they have 1-3 seconds to react. No, you always shoot to kill and fire as many rounds as necessary until the suspect stops moving.
I like how the captain constantly asks if the FO is okay with the decisions he's making, and if the FO is "with him". So many accidents could have been prevented if a lesser ranking officer had simply spoke up and challenged a captain's decisions, and this captain wanted to make absolutely sure he wasn't missing anything that the FO may have thought of. Outstanding resource management and situational awareness.
That Captain was impressive, very cool and in control
Like a Boss! That Capt. Is a man I'd like to have a drink with.
Agree!
Nunya F. Business he was calm, cool and collected
I wanna have him as my boss!
As long as it's after he's done flying for the day lol
Maurizio Guzzetti was in total control from beginning to end, like a boss!
+ChargerDaytona3589 Captain Schettino would have jumped out of the plane long before.
+kewkabe So true, but remember he did not jump, he slipped into a life boat! LOL.
Maurizio Guzzetti grandissimo pilota nonche' ex-solista freccie tricolori, un nome un MITO una GARANZIA!!
Yep, clearly no stranger to danger.
Not like a boss. He was the boss.
He was flying in the frecce tricolori when happened the disaster in ramstein in 1989, absolute legend guy
The crew did a damn great job here! And a nice captain of course! )
+Богдан Ковальчук I really commend the captain for constantly checking on his FO to ensure they were still operating as a team. Very good job.
TheProPilot indeed!
It's nice to hear one of these that doesn't end in a truncated noise of an airframe breaking up. These guys handled this situation calmly and professionally and did everything expected of them. Well done guys.
It is incerdible how well trained these pilots were. They took care of a lot of things in a matter of minutes with the aim of preserving the physical integrity of every one onboard. And not a single mistake!
Nice to see a fantastic reaction to an emergency instead of a pile up on the ground! Great job!!
We salute you captain Guzzetti, a true professional. Thank you Sir.
I am a former Flight Attendant and seen a lot and had emergencies but this flight crew was fantastic! Extremely calm , well educated on what and when to do it …
excellent job by the captain and co-pilot.. AVIATE, NAVIGATE, COMMUNICATE.... PERFECT.
Really great handling of the situation. Calm, informative, and able to perform well. In a second language none the less. Declared the emergency then did not talk to tower, just flew the plane to safety and calmly began the evacuation. He used every second effectively even asking before landing for a visual on the situation. The first-officer was calm as well but was probably more freaked and was doing something with the breaking after touchdown so the captain calmly said "mind your breaking". Everything beyond the emergency references sounded and seemed to go just like if the plane was completely operational.
My favorite part was near the beginning when the fire broke out and the alarm sounded and the response was a simple "continue" as he was exactly ready for a problem at that moment and knew he would continue the takeoff. He did not call the tower but focused on takeoff and cutting the engine. When the tower called to give heading, alt, and to say goodbye the captain then called the emergency which seemed to spin the towers head for a few seconds. Somewhere in the middle, the captain even says "everything ok with you" as to calm the first-officer to then refocus for landing check.
Freaking great piloting.
5:50 : "ok?, Are you ok with me?"
Sharp leader! Good job..
Great to hear him say that, double check of such a critical event.
From a retired USAF aircrew member , that was EXCELLENT opposite runway direction emergency return!
Man this guys got balls of TITANIUM
These guys*
@ Михаил Михайлов ....Spacibo Comrade :)
OK
Roger Fernandes pc
Nice flying. And the voices and accents are pure gold
Those guys can fly me anywhere
Pilot of this flight, Capt. Maurizio Guzzetti was flying Pony 4 at Ramstein when happened the well known disaster, he was in the section where the solist Nutarelli collided with Pony 1 (Magg. Naldini) and 2 (capt. Alessio). Naldini and Nutarelli had to report what they saw on 27.06.1980 in the italian skies one weelk later, but this is another story. Maurizio Guzzetti acted perfectly even in the choice of the runway where to land, he managed to land not on the closest runway so that the wind was not coming from the right side: in that way the flames were blowed away from the fuselage. He also landed a plane with full load of fuel, since - as he said in a interview - if he had dumped the fuel the result was for sure to become a comet in the sky. The plane just suffered damages to the wheels and brakes due to the necessity of stop a full loaded plane on the runway. The decision not to abort the t.o. was logical, the plane was not yet in V1 but was unpredictable to know if for few knots she could be stopped on time. as Guzzetti said, planes are made to get airborne and so he did. Also he explained what is the meaning of environment awareness, that's - for all the armchair pilots flying Flight Simulator, those small informations you get looking around before taking off (direction of sockwind for example) and that the brain keep into consideration if necessary. It is not instinct, but fast reasonement. Instinct is to be afraid of the fire, so the reasonement is to keep the fire far from the body. Instinct was to land asap, but in that way the flames would have been directed against the fuselage by the wind. So Guzzetti reasonement's was: plane is made to fly; one motor is working well and i can't be sure to stop the plane now; wind is coming from my right where there are flames, better to fly some minutes more landing so that the wind is from left and also consuming some fuel, having less weight. Conclusion: flight manual are full of information but is the pilot who has control. The character of Guzzetti, as he said, was a little bit rebel (solists of Frecce Tricolori are a little bit that way) so he didn't follow what said the rule (stop before V1)
The captain had this emergency situation in perfect control.
Very professionally handled.
I think the captain's "Are you ok? Everything ok with you?" might also have been like "Do you agree with me?".
The tension on the voice of the pilot is as real as it can be and eventhough the dangerous ordeal, he kept his cool head showing an absolute control of his emotions...he reminds me the good old Neil Armstrong. If I was the pilot I would be probably crying out calling my mommy, sucking my thumb in fetal position beneath the stick. Thank heaven I'm not a pilot.
I’d be pressing autopilot and sweating !!
This is you pilot speaking. Are there any pilots aboard? Pls report to the flight deck ASAP!
this event should be SOP during training for pretty much all pilots. Outstanding work by the Capt. & FO.
Engine was shut off and both bottles utilized. They were great pilots, they did what they were supposed to do. Thanks for posting.
The key here is that he did not climb. He immediately brought the nose down and leveled off at a very low altitude. Great crew.
Very good job controlling the situation. Staying calm and flying the plane. He was constantly thinking ahead of the next steps to take. It was a very professional job.
Heroic pilot and crew! Well done!!!
This is a perfect example of excellent airmanship! Kudos to the crew but especially to the Captain for his leadership and quick reaction. As a PPL owner, he did exacrly what every pilots are told to do: first continue to fly the airplane. Gives me goosebumps.
Thats a pilots pilot. He was cool the whole time.
Excellent communication and coordination between the pilots. Captain made good decisions, communicated them clearly to the First Officer, and asked if he agreed, just as it should be. Good teamwork and delegation of responsibilities. Well done.
Give this man a christmas bonus!!
"Put the frequency in there..quickly please. We have no time to waste....because the engine is still on fire OK?"
"The fire is still on, so we will do a ground evacuation when it's off OK?"
This Captain (apart from being highly skilled and someone worthy of enormous prairie), is one of those people who accidentally has the most amazing comic timing. You could almost believe he was putting the accent on, and this was some sort of satirical comedy sketch.
Well done to all for saving the flight, remaining in charge of your destiny, and giving me a few chuckles while you did it! 👍🏼
Relaxnya captain tu, dia boleh kendali dan tenangkan co-pilot. Syukurlah dia selamat nendaratkan kapal terbang tanpa kehilangan nyawa
Great example of a captain and flight crew who handled a potentially dangerous situation in an absolute professional manner. And yes JetMechMA these aircraft are perfectly capable of safely flying on one engine. It's not usually a great idea to keep pumping fuel into an engine on fire.
This guy was awesome!!! He did most of the memory and checklist items on his own while doing a nice right 90 and left 270 to get back asap and directed the F/O on what he should have already known. He also directed cabin crew. What a guy. I very much like the common sense of his logic, The engine was secured, both fire bottles had been fired and yet it continued to burn so he knew they had to get on the ground immediately. But he took the time to confirm with the F/O that everything looked good to him as well cause you never know if your missing something. What a guy.
Sonny Burnett How is this FO worthless? He flew the aircraft from takeoff until after engine shutdown and whilst the Captain communicated his intentions. The captain then took control and asked for the relevant checklists, which the FO carried out. In high workload situations like this the crew must work as a team, which in the case of the FO includes monitoring his captain and not stepping all over him with checklists at a time of high workload until he is ready for them. Pretty reasonable crew coordination and task sharing at a time of high stress if you ask me. Have you been in this situation? Pretty arrogant and cowardly of you to write a guy off from your armchair if not.
2660016A , Thankfully, I’ve never experienced an actual V-1 fire as occurred here and yes maybe I should not have called the F/O worthless but the situation called for very specific action as the aircraft was at max weight, low altitude and one engine and they very easily and nearly ended up in the water. The Captains ability to recall all the exact actions needed in this type of situation was exemplary while constantly needing to coach the F/O to either fly or command the proper checklist. What was frustrating was the Captains constant need to keep the
F/O in the loop. The Captain kept bringing him up to speed on what they not only needed to do but were actually doing and to me the really frustrating thing was the Captain trying to get him to just look around and agree that he had not missed something which as you may be aware is so critical to a successful outcome. In this situation, if I had been this Captain and after this successful outcome I’d have been so freaking happy I would have been more than happy with his performance if for no other reason than I and my passengers and crew were all alive. If you feel the need to refer to my words as arrogant that’s fine as it’s my opinion compared to yours but cowardly??? Really, That sounds much more like someone who gets Butt hurt over simple every day life events. So take a chill pill and try to get over it.
Terrific job by the Captain, FO and crew. They handled the situation with the leadership, calm, guts and professionalism required by the emergency. I would love to fly with pilots like these.
6:49 Somebody didn't turn off their cell phone!
Probably half of the passengers calling home to say goodbye...
On top of everything else the Captain remained polite and mild mannered! A true leader!
Great job by the crew . I wondered how much of a problem it is conversing in English in an emergency when it's not your first language.
I'm not a pilot, but I am a Norwegian maritime Deck Officer, working on boats with English working language. It's easy to speak English in emergencies when you are used to it from so many safety drills over the year.
You can tell those two work together often, what professionalism by the Cpt to get input from his FO. CRM at it's finest here
Everything about that was perfect.
The Captain had a lot of confidence in his F/O. The decision to continue was totally correct in my opinion. By the time the alarm sounded and the crew saw the problem was genuine, they were past V-1. It's obvious there were more than two crew members on the flight deck, (over seas flight) which contributed to the successful outcome. A tribute to CRM and Boeing.
Italian pilots!
Amazing pilots, amazing people.
TranceElevation and idiotic patriotism. Yes they are amazing pilots and amazing people but you are talking as if the only good pilots are Italian.
If it was so you'd never take Vettel and Schumacher to drive for you.
@@fatihguler7141 Cool up, snowflake. It is just a compliment, no one is bothered if you are offended.
Giada_De_Low_Rent_Tits Almost everyone at NASA smoked during the Apollo missions. Even some astronauts when they weren’t flying!
@@fatihguler7141 he dosn't . He didn't actually said what you are thinking for your own . Your mind is full of shit .
Superb! The calmness under extreme pressure.
superb job by the crew. statistics show that aborting at that high of speed dont usually end well. i take much pride in my profession and love to see outcomes like this from a well trained and highly professional crew.
Extremely professionally amazingly well done. I’m sure this one gets studied a LOT at commercial schools. This is how to maintain control and command in the midst of an emergency. Ice cold badass stuff when the adrenaline is pumping and you want to cry. They made their airline and country proud.
some people are just made to excel in such situations, their thinking becomes crystal clear, reaction speed increases, body relaxes... they enjoy dangerous situations and being in responsibility... it is like an orgasm... adrenaline doesn't affect everyone the same way...
That is a captain! Outstanding
Massive congratulations to the captain and crew here. He took control straight away here. Common sense and sensible thinking prevail. He deserves all his plaudits.
That captain should be called Capt. Baddass. Real kool underpressure and did a great good keeping his co pilot calm.
One of the best airline videos. Thanks Captain and Flight Officer.