Airbus A320 takes off the WRONG way! Air Arabia flight 111
ฝัง
- เผยแพร่เมื่อ 2 มิ.ย. 2024
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An Airbus A320 from Air Arabia gets cleared to takeoff runway 30 in Sharya, UAE. During the Lineupp the aircraft turns the WRONG way and starts accelerating for takeoff. How was this possible?
In todays episode I will tell you the incredible story If Air Arabia flight 111. Enjoy!
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Below you will find the links to videos and sources used in this episode. Enjoy checking them out!
Sources
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Final Report:
en.baaghitv.com/wp-content/up...
Airbus Cockpit: AIRBUS
www.airbus.com/sites/g/files/...
Airbus A330: AIRBUS
safetyfirst.airbus.com/takeof...
Surv button: AIRBUS
safetyfirst.airbus.com/takeof...
Sidestick Graphic: UNKNOWN
aviation.stackexchange.com/qu...
Airport Scenery Used: secure.simmarket.com/arima-omsj-sharjah-intl-msfs.phtml
CHAPTERS
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00:00 - Intro
00:54 - Flight Training
02:17 - Runways In Use
02:45 - Flight Briefing
04:22 - Pushback
05:46 - Rolling Takeoff
06:40 - Impaired View
08:18 - Holding At Bravo Fourteen
08:54 - Takeoff Clearance
09:32 - Wrong Turn
11:05 - Preventative Systems
12:25 - Realisations
14:03 - No Room To Spare
15:01 - Alternative Scenarios
16:07 - Airborne
18:12 - Onward
19:37 - Walkaround
21:11 - Training Moments
DH0QJJ7VEK537OFE
Use my code MENTOURPILOT to get $5 off your delicious, healthy Magic Spoon cereal by clicking this link: magicspoon.thld.co/mentourpilot_0222
Does anyone here eat this cereal and if you DO, does it allow you to eat cereal and NOT get any belly fat from it >
? I eat NO wheat or carbs ( except for cauliflower and pizza 1 x per week, otherwise I am a carnivore......... w /some beers) so if I ADD sweets or wheat,,,, BAM I have a belly,even tho I am an athlete ) Can anyone confirm that this cereal actually works ?)
Flex takeoff uses more fuel. The savings come from reduced engine wear.
@@darrellshoub7527, I eat Magic Spoon, and it tastes “absolutely fantastic” 😂. Actually, some of their flavors are better than others; start with chocolate, cinnamon, “fruity,” and blueberry. Peanut butter flavor is pretty good too, although a tad salty.
As I understand it, they cut the carbs waaaay down by:
1. Using whey and casein protein powders in place of grain flours, and
2. Instead of sucrose, they use very small quantities of still-natural, but more-powerful sweeteners (I can’t recall for sure, but I think partly agave).
Of course, as with any processed food, eating less is better than eating too much! Arguably, it’s better as a dessert than breakfast.
It seems like they only deliver to USA, Canada and UK. :-(
@@olajonshammar9964, ah, bummer… They’re a pretty small New-York company, IIRC, so I guess that’s not surprising.
I understand how the flight crew felt here. I entered the circuit the wrong way once during my military training. It was my 4th flight of the day, and the runway direction had changed just before that flight. A weather check request came in just as I was entering the circuit, which didn't seem like a problem at the time, but the increase in workload made me not check the runway direction and instead I just went the direction I had in the previous 3 flights of that day. I only noticed the mistake when I saw a fast jet flying the opposite circuit, which really startled me - I immediately did a half orbit and announced the mistake and action to ATC. When I got back to the hanger, I was surprised I wasn't yelled at, but instead I was calmly asked whether the weather call had been a contributing factor. That's why I love aviation!
"hangar"
Hangers are for coats.
@@millomweb And for bad spellers.
@@millomweb No, not just coats!
For pedants, too!
To show that they would always proof-read their predictive text, rather than simply tell a good story where everyone knows what you mean, even at the huge cost of - omg! - a typo.
@@villiamo3861 For pedants, too! This made me smile
@@villiamo3861 Typo or ignorance ?
I really like the fact that you do both crashed and non-fatal incidents in the same playlist. That way there is always some suspense on what's gonna happen.
I actually feel the opposite. Personally, some days I don't want to hear sad stories. I wish he would put some kind of note in the thumbnail or the title that differentiated fatal and non-fatal accidents.
Agreed entirely Max!!
I actually really would love for them to be separate playlists! I really have to be in the right mood for the bad ones and ends up make me avoid watching the videos
i check on google everytime and continue watching the non fatal ones, occasionally watching the fatal ones
😊
When I was learning to fly, probably 30 hours total flight time, I was in a Cessna 172. I had my instructor in the front seat and my dad in the backseat. My dad was in the air force, and I was nervous and excited to show my dad I was a good pilot. I lived in a major metropolitan area, and we were doing touch-and-goes at about six different airports around the city. At one of the airports, I was cleared for runway 22R. I entered the pattern, did the downwind leg, turned base. I'm confidently flying the base leg, and my instructor asks, "Are you going to turn final yet?"
"Nope, not yet."
Two seconds go by, and he asks again, "Are you turning final yet?"
"Not quite yet," I respond.
He immediately says, "My airplane," and turns final. As he starts the turn, I'm trying to figure out why he took command. Not long into the turn, I saw why. Yep, I'd been going for 22L, not 22R. Thankfully my instructor was alert because that could have been bad. He told me anytime I was given a runway to land on, I should immediately visually pick out that runway to avoid that happening again. Great advice.
My dad mildly teased me about it and called it a good learning moment. I still think he was proud of me for learning to fly - at least, I hope so.
Ah man. I can imagine wanting to impress your dad could be a recipe for mistakes. Glad your instructor was paying attention.
Man your dad must've enjoyed those Cessna rides with you more than flying for the air force.
i proud of you
How did you mistake R for L?
@@Jimmy911ism I mistook L for R. Although I didn't really mistake it - I know left from right - but I zeroed in on it. I heard the tower say 22R, and when I turned base, the first thing I saw was 22L, and I just zeroed in on it because that's what I saw first. I *should* have visually identified 22L and 22R as soon as they cleared me for 22R. That way, I would have been sure headed for the correct runway. Thankfully my instructor was paying attention, and there was no harm, no foul, and I learned a valuable lesson. The only thing hurt that day was my pride.
I just have to say that as a frequent flyer (who used to know very little about the manufacturing, maintenance, or operations of aircraft before binge watching Mentour) I truly have a different perspective when I get on an airplane now. I never realized just how much is going on in the cockpit (and in ATC) while we're just sitting there in the cabin. I will never take it for granted. I have a newfound appreciation and respect for air crews because of these videos.
Hahahaha! I was just thinking the same-
Likewise.. dido from me as well. He's the best instructor by far of anyone I've had the pleasure of sitting under. That, plus aviation has always fasinated me, and like you, I too, have been "binge watching Mentour". Though, I can't agree w/ flying commercial... I think I'd be better off not knowing as much, having my mind race the whole time w/ "what if's". But then again.. I don't really know, not yet having been up. Thank you.
Same. Always grateful for as many flights that I’ve been on have been mostly “normal”
Definitely wish I could loan my brain capacity to the flight crew while I'm onboard!
Need to translate that respect to the ones who fight, punch and spit😼😽
Your attitude of "the important thing is not who is guilty, but why it happened and how we can prevent dangerous situations in the future" is such a constructive way of looking at any incident, aviation related or not. I hope there are many of us coming out from watching these videos not only informed on a technical level, but with a better way of handling situations in our own fields of work.
Brutally killing off a culture where saving a reputation at all costs and covering up incidents is accepted would be the best first step.
I absolutely agree !!!!!!!!!
Honestly, yes. Just watching his channel and being exposed to his approach toward problem solving has actually made me feel better about mistakes I make in real life.
@@GuyNamedSean Honestly, this is the only way problem-solving should be approached. When people start thinking about who to blame, they completely neglect actually solving the problem(s) that may have led to that individual make the mistake.
Of course, sometimes the individual is at fault, but at this point troubleshooting should be looking at how someone who wasn't fit to fly was able to occupy a seat in the cockpit in the first place.
I’ve flown into Sharjah a number of times and frankly, the taxi time from the terminal to the B14 holding point is far too short for a single-engine taxi. Considering that the traffic in Sharjah is usually very light, and the fact that there’s a trainee with less than 100 hours on type would be all the more reason to be prudent and start both engines during pushback.
This is where a Threat Forward briefing would’ve really come in handy. I know it’s much easier to say so in hindsight, but having the trainer say “we’ve been operating from runway 12 the last few days, but we must keep in mind that it’s flipped today” could have made the threat more obvious.
Isn't this a mortal sin in aviation? Wrong side runway. Ignoring several warnings and instead of rectifying this mega blunder by aborting the take-off, aggravating the situation. It is incomprehensible that this is still possible and will happen in 2022.
Yes, indeed.
@@henkjanvanraikonnen5073 Yes.... it is!
@@henkjanvanraikonnen5073 Indeed. It sounded like there were many other errors, and even unawareness of what had happened, or even that anything bad might have happened. Note to self - don't fly Air Arabia!
@@charlestoast4051 Almost always a chain of events that cause accidents/incidents. If any of the links of that chain are broken, it doesn't happen.
Lining up in to wromg direction is one thing, but the decision to continue instead of a reject with 57kts is an absolute desaster.
I agree. That is a very grave error of judgment. The aircraft has immense braking power able to swallow many multiples of the kinetic energy it had at that moment. In behaving as if there was an emergency when there wasn't one he precipitated an actual emergency.
I noticed that it appears the pilot in command never briefed which way to turn for the intersection departure, especially as the FO was in training. Additionally, the intersection departure and rolling take off should have been extensively briefed as it was her first. Thanks for the great presentation.
how does somebody with less than 160 hours total flytime land a gig flying an a320??
@@easterworshipper5579 MPL courses, where the candidate is specifically trained from zero to be a A320 first officer, they are only qualified for this role and don’t receive the traditional light aircraft training and ppl/cpl etc of more traditional pilot pathways. The Air Arabia method is probably the most extreme I’ve seen where the cadet is purely trained in theory and on simulators before flying the actual A320.
@@easterworshipper5579 due to woke culture and liberal influence
@@tims2986 Crazy... Learn to fly on a computer, and then be responsible for passenger transport... With NO stick and rudder skills. I am a PPL with 350 hours and cannot imagine being in charge of a 320.
@@corolex are you saying the UAE is a hotbed of woke liberalism? lmao
This is the pilot equivalent of "if we never talk about it again, it never happened!" Great video, Petter!
i know what you did last summer 😆
Never fly with a female pilot, imagine your captain being incapacitated and startled in such a situation
@@fadyal-qaisy5213 gender has nothing to do with it. In the other video Petter mentions at the end (involving Frenchbee), the pilot who froze up is male. Sexism has no place in aviation or the world.
@@fadyal-qaisy5213 No it doesn't. You're clearly just a misogynist. There are tons of good female pilots and plenty of bad male ones. There are also plenty of men who aren't qualified to be pilots. It's 2022 not 1922.
@@fadyal-qaisy5213 On Southwest Airlines Flight 1380 Tammie Jo Shults, a female captain, had an uncontained failure on an engine, fragments of the engine penetrated the aircraft cabin resulting in an explosive decompression, one of the passengers was sucked out of a window, the aircraft became very hard to control, she had to do an emergency descent, and she still didn't get incapacitated. I would love flying with her as a captain, if she didn't decide it was time for a well deserved retirement.
Then we have male pilots that crashed perfectly good aircraft, like the gear up landing attempt of Pakistan International Airlines Flight 8303, where the pilots ignored they were too high and fast, tried to land anyway, despite the ATC recommendation, and forgot to lower the landing gear. And they were so fast during their landing attempt that the aircraft didn't even give them any warning about the landing gear, since the people that designed the aircraft never thought a pilot would be foolish enough to attempt to land at such a high speed. And, instead of attempting to stop, they took off after damaging the engines by dragging them on the runway. Many people died due to their mistakes.
But forget history, even on the flight discussed in this video, the junior female pilot made just one mistake. However, the experienced male pilot made a lot of mistakes, some at least as serious, if not more serious than hers. Anyway, in conclusion gender is irrelevant when the task you have to perform doesn't depend on your physical strength or reaction time measured in milliseconds.
I have to say, the mistake made by the First Officer here, is possibly the most understandable and relatable mistake I've seen covered in one of your videos. It's also not surprising that the training so far had gone really well, because that's when it's easy for the _trainer_ to start relying just that little bit too much on the student's ability.
Agreed, its so easy for both instructor and instructee to get a bit to comfortable with what is going on. Easy to forget that 190 hours really isn't that much either, its still very new. I'd guess she'd probably only flown a dozen or so real take offs before with that number of hours?
A reminder from the ATC that the runway direction had been flipped would have helped a lot, the ATC must surely have known that if planes had taken off in an easterly direction several days in a row then reminding them they should now be taking off to the west would have been very prudent. Pilots have a lot on their minds during take off and the ATC can alleviate that.
@@krashd WTF are you talking , you think the reminder would have been the crew being assigned rwy 30 and not rwy 12 dhaaaaaaaaaaaaa
@@Musikur I'd assume she'd logged between 30-40 cycles of actual flight-time. Hard to judge how many landings and/or takeoffs she'd commanded. I can't speak for any airlines for which I haven't been employed (which is to say: every airline to ever exist) but I know (via credible, albeit, third-party sources) that, in the US, rookies don't, generally, get to land much (if at all) in their first 300 hours (those first 50-70 flights, everyone just wants to quiz you and make sure you're not in over your head; but, after that, the captains will make rookies command every landing that they can possibly justify - so they get that experience -- what's the saying?: 100 takeoffs from 100 different runways and they all look identical; 100 landings to the same runway, and the approach looks different every time.?).
@@krashd I had a similar thought, but then it faded. ATC has a lot on their minds as well. You can't assume that one or more parties has enough free-time and energy to be anticipating every possible mistake that could be made. There were a bunch of opportunities for this flight crew to realize their mistake (and any mistake is on both of them - that's why we call it: redundancy). They had the correct departure programmed in the FMC/FCS. When this FO advanced the throttles to the wall, the Captain should have had his hands on the throttle, too. He should have recognized that their aircraft was not pointed in the same direction as their flight-path indicator. Rolling-starts ought to be forbidden world-wide (they were prohibited in the U.S. years ago for reasons such as this). Intersectional runway transitions need to be marked with arrows, taxi-lights (for night-ops) and turn-arcs that make it readily apparent when an aircraft is "turning into the short-end"... There's a lot of stuff to be learned here. And one of those things is: this FO might not be ready for this job. But: "radar-contact is lost" or "possible pilot deviation" is a lousy time to just be figuring out that mistakes have been made.
The captain is the perfect example that many times ANY decision executed immediately is better than no decision. Reject was obviously the right answer, but the agressive go decision gave them just enough performance to make it work.
How would you know F2 is going to work? It made them strike the light post. What if they ran aground?
and the presence of mind to add some flaps. he's most at fault, as captain and for going, but given that he was going, at least he did the going right
that captain is a perfect example of many things but none of them suggests he should be a training captain - or a captain, in the first place.
Truly a fantastic instructor. He realized the trainee made an error and proceeded to teach her the best way to aggravate the situation and attempt a Runaway excursion 😂.
I think the emergency situations training in that airline / country was probably lacking.
Your use of the simulator to recreate the incidents in your videos is truly remarkable! It really takes the video to a whole new level when we can actual see what you are describing (both the overall situation and also in the cockpit). I always learn a lot from your videos!
which sim is it
or is it an animation
@@avkna1830 I assume they may actually use footage from a real flight simulator.
I doubt there's a game/sim out there sophisticated enough, to simulate all these tiny details like taxi/runway markings, lights, all cockpit instruments etc. Though I would love to be proven wrong and get my hands on such a sim. :D
@@larnregis not sure about this video specifically, but he does use a lot of footage from FS2020 which is actually incredibly detailed, and does have fully modelled cockpits where everything works
@@larnregis id say most simulators these days look like this or better
@@larnregis Most of his videos comes from Microsoft Flight Simulator. He's a 737-800 pilot, not an Airbus pilot, as well. Real flight simulators are ... well ... real. The cockpit part that is. All of the controls, all of the buttons, all of the displays, they're the real physical parts from the real physical plane.
As an air traffic controller I can tell you, this happens much more often then you would think.
Then why don't you simply stop them? I know it's "air" traffic, but you don't know what happens on the ground? Do you have a "ground" control for that instead?
Don’t y’all see that.
Good job you have radar to spot it. Seems mad there is no lighting path for the flight to follow
@@cronos1.2_sqrt5.2 he's lying.
Reason number 325 not to fly.
A startled pilot, "startle" feeling of shock or alarm. As a new first officer on the MD 80 I suffered from this after my first 18 landings.
I have seen situations were being startled led the first officer to loose confidence and ultimately led to him leaving the pilot career. I do hope the first officer of the Air Arabia flight is fine.
Thanks Petter I love your videos and would love to fly with you one day.
Older captains are much further away from their own experience of learning to fly, so might not realise the full impact of a mistake that the FO might think is career-limiting. However, allowing the FO to complete the flight would be an example of encouraging the FO (akin to getting straight back on the horse that has just throw you). A supportive debreif, and electing to return as passengers would have been the best route, but the returning flight was made safely. Petter didn't mention who flew the return flight, but I've assuming it was the Captain as he did the walkaround.
6:00 I as a passenger once experienced an unusual rolling takeoff when the takeoff thrust was set when the aircraft was still on the taxiway perpendicular to the runway. The thrust threw the aircraft forward, the pilot sharply lined it with the runway and took off. It only happened once in the 50 or so flights that I went through.
One thing I will never understand is why safety features like RAAS are optional, how is that even a thing?
Good question
Airports have operated for decades before things like RAAS existed. It's impractical to expect every airport in the world to install it immediately.
They cost money, and they make the manufacturer money. And it's the same with your car. So many modern safety equipment exists and yet it is often optional on cars. Why? Because those systems are expensive and we still need cars at the bottom of the market.
And there are so many warning systems that are optional. For example the fact that your AOA sensors disagree does not come with a default warning to pilots and engineers but that was (and maybe still is) optional and might have contributed to the Lion Air crash which in turn helped expose the issues with MCAS.
@@yadt it's just installed on the plane and uses GPS and compass only
@@matmay ok, I was confusing it with things like ground surveillance radar and controlled taxiway lighting etc., But the same point stands, just replace "airport" with "aircraft".
In my private pilot training, fairly early on, it was drilled into my mind that as soon as I line up with the runway, I do a verbal check "Active runway 3-0; magnetic compass 3-0; numbers on the runway 3-0". In this particular case, numbers on the runway were well behind her, but compass heading would have immediately told here that she was going the wrong way.
What bullshit are u talking
This is no bullshit. Are u a GA Pilot? No then shut up
I was looking for this comment. I planned to write it.
I was drilled too for this magnetcompas check.
you had a good cfi
Exactly how I was taught 30 years ago and continue to use today. When lining-up, check both compass & DI match the runway heading.
@@geebee-oh2nx Too bad you can not spell since it really undercuts your ability to check for errors even if it is just a "commend" and not a comment. SE NE just a letter different.
It's crazy to me that every single aircraft just about these days has direct satellite connection for internet access...but the CVR/FDR don't get automatically uploaded to airline servers...Like the full amount of data for the entire flight, not just the last 30 minutes could be stored for every single flight easily. But they just don't?
This is more likely because of possible “hacker attacks”. If these systems would be somehow connected there would have been a possibility that someone manages to fly or interrupt normal operation of the aircraft remotely. That is why everything is stored only inside the airplane itself.
Also sattelite internet has neither amazing bandwith nor latency. According to a number from 2017 there are around 9700 planes airborne at any given time. That is at least 19400 recordings for a typical 2 crew/cockpit flight. Even with a modern codec like opus at decent quality that means around 5.8 GB/minute. Added to that comes the input data.
At that point, might as well just put more storage into the flight recorder. It's not like data density isn't increasing. I still have a fulll size 256 MB SD card, and yet the microSD in my phone is 500 times that size for about a tenth of the size.
I have no idea what kind of media is used inside the flight recorders, but for sure they could increase data density. But then, it's probably important to be rewritable for the next flight, and shock resistant, flash storage fails at the first and mechanical hard drives at the later.
ITS THE PILOTS UNIONS! They fought very hard to not even have the CVR when it was introduced. and the compromise was only records 2 hrs
@@bend1119 Privacy first, no room for safety left.
@@bend1119 that’s not true at all
I’ve flown a few times and hate it each time. I’m scared to death. So I’ve been doing my homework and learning more about flying thanks to your videos. My next flight is in two weeks and I’m slowly getting more and more ready for this trip. Thank you for everything and I’m always open for anymore advice
There is no industry that pays as much attention to safety as aviation does. Every freak mistake that happens is reviewed a hundred times by twenty different organisations and then shared with every flight related organisation on the planet so they can train others. Every flight is monitored by at least one if not two experienced pilots and by experienced I mean thousands of hours in flight. I understand your fear and it’s a common one and may not entirely be resolved by mere talk. But for what it’s worth you’re in the hands of some of the greatest minds of our planet.
I assume you've sincen flown...how was it?
i haven't flown for years (covid!) and am a vey nervous flyer, so like you I am trying to desensitise myself before my next flight in 3 weeks!
can you be specific? exactly which part of flying is "scary". The drive to the airport? Checking in your luggage? Waiting to board? Sitting on a chair while the airplane picks up speeds and leaves the airport? Landing at your destination using the safest and fastest form of transportation to ever exist in human history?
@@mortgageapprovals8933 that sounds... oddly dismissive
One little note, in airbus 320 you start engine 2 first due to the hydraulic systems , the brakes are supplied by the hydraulic system powered by engine 2
iirc BA start the number 1 engine first
I may be wrong but I think engine 1 is usually used for a single engine taxi and an electric hydraulic pump powers the yellow hydraulic system, in place of engine 2
Ummm and if engine 2 fails then plane has no hydraulic breaks??
@@Winda25 there is an electric hydraulic system
Only the parking brake is powered by the yellow hydraulic system (Eng. No. 2), the normal brakes sit on the green system (Eng. No. 1). The aircraft has an accumulator tank for hydraulic pressure, wich will be filled by the cargo door operations. So it is perfectly fine, and also benefitial actually, to start Eng. No. 1 first. That way, during single engine taxi, you can run the yellow electric hyd. pump in conjunction with Eng. No. 1, so you dont have to listen to the PTU during taxi.
Happens with me few times a year when I follow the route to office, even though it’s a Holliday and I’m with family. It’s like brain has an autopilot which takes over when you are over worked. Shows how it is extremely important to follow procedures !
yeah same, i take wrong route , despite of knowing where i am suppose to go, my brain goes like: "well you always drive that way, let me help you out lol"
Can we talk about how neat and detailed the animations of the aircraft are? Great work Captain. And your team of course. Beautiful.
I'm pretty sure it's Microsoft flight simulator 😊
Briefing ahead of time is good for a lot of skills, especially in the training period. It helps to keep from making the same mistakes over and over again because you map out in your mind what it basically will look like this time as opposed to other times. Thank you MP.
This is a great example of how just one weak link in the chain stresses all the other ones. One small error, when combined with other factors can lead to disaster. It's not abut blame but about making sure every link in the chain is as strong as possible, and learning, learning, learning. That's why commercial aviation is so safe.
And getting rid of that link. Which I hope for their passengers safety they did.
@@bradsanders407 bad pilots never make mistakes
I think you need to look at a few more of the videos on this channel. It is not a link, it is a "swiss cheese sieve".
It is not about _one_ thing going wrong creating a disaster, it is about _anything_ going right and disaster is averted.
16:31 I thought you said "she throws up", lol.
Nop, she did not, just to blur clear
I feel so sorry for that poor first officer. It's a horrible feeling to screw up at work, and when the screwup is that big and under that much scrutiny, all I can imagine is wanting to crawl into a hole and pull it in after you.
22 years in the RAF as a ground support engineer , in my time we went from a blame culture to a just culture flight safety improved across the board. In 2017 I went on a three year tour with the USMC it was like stepping back in time. Same technology same training totally different approach to flight safety we would sit there and shake our heads, no wonder they lose so many jets!
ouch
they sure do, though
remember, they fly the dinosaur versions/Navy cast offs. barely airworthy.
AV-8B Lawn Dart. + F18 C/D
I don't know. I'm not a pilot, but the idea of taking just a moment to make sure you have all your ducks in a row before you hit it seems like a reasonable idea to me.
Well, I'm no pilot either, Gloria,.... but I'd have thought there would be a mega alert as power was applied, to warn that the take-off heading and the actual heading were 180° out of compliance....even to the point of auto power shut off ????
All those computers that cannot spot a basic human error?
@@patagualianmostly7437 To have the plane act out when the pilots do something it think is wrong is also bad. And as said in the video. There are system the plane can be equipped with to warn the pilots. And there are 2! 2 pilots to make sure BIG mistakes are not allowed to happen.
Yet the captain did not notice that the plane was going the wrong way AND that the runway was looking to short? Doing something with computers or whatever that was distracting from making sure that the the aircraft was not going the wrong way??? It is kinda odd that there are not 3 pilots mandatory for flying anything but small propeller aircraft's.The 3th role being to do tasks and observe the hole situation. Tune radio channels or whatever tasks to unburden the ones flying the airplane. They might even not be trained to fly the aircraft as a pilot but be knowledgeable enough to give the alarms and do checklists.
Did aircraft's in the passed not have a 3th one monitoring and managing the engines or whatever there task where? Why where they removed? That seems safe. Why make flying more affordable? Safety and the environment impact should make flying reserved to be done expensively but well and no risk of planes going down over where people live ect. Dump fuel into nature and pollute in general for no real good reason. What can a airplane do that trains and such can't? Really nothing but speed up travel/transport. And that is a BAD reason to burn the worst stuff possible just to save time. The energy needed to lift many tons into the air makes little sense unless we talk about helicopters that act like cranes or fire fighting etc.
Yeah maybe a brand new FO shouldn't have been given a rolling takeoff to do. Maybe giving a newbie a few seconds to pause and check they are where they should be before proceeding is a better idea.
Great video Captain. Balanced and well explained. How true, everyone can make mistakes. That's why in every industry SOP and further upgrades are implemented. Constant training and building experience are growing our safety.
Correct, that’s what we are trying to do.
Whats crazy is technology-based advancements seem to be counter balance by declining general intelligence 🤔
@@reallife7375 wow!
@@reallife7375 Really?
@Mentour Pilot
Please check out my request to look into that video
I love your content. I’m not a pilot 🧑✈️ , just an aviation enthusiast. You explain things so almost everyone can understand. This one was very interesting and a bit scary. Thank you Sir
Really like your content and how you present your information but the adverts that keep popping up drive me crazy it's so off putting l can't enjoy what you are saying. It's a shame.
same here
Since the weight, speed and stopping power of a plane are all known values, and the distance of runway ahead can also be transmitted (not in this case obviously) There should honestly just be a single light in the cockpit that indicates whether or not you are still able to reject a takeoff, it sounds like a very simple system to set up.
The weight is not necessarily known, since passengers, fuel, and cargo make up a significant part of airplane weight, and the stopping power can be complicated to calculate, so i don't think this would be better than the low-speed/high-speed/post v1 system.
Now all you have to do is talk the wind and weather into cooperating with that idea
I always thought it impossible to mistake runways, especially the opposite way, which has different numbers and all. But during my PPL training I (nearly) just did that. I realized my mistake in time to correct it without an issue, but an airport I was fairly familiar with changed the direction of runway because of the wind and I read back the new runway when approaching and still aimed for the wrong circuit... for the opposing runway. Somehow my brain had certain expectations and distorted what I was hearing and seeing to make it fit. Now I am surprised there is not more of these incidents.
confirmation bias.
@@KuostA That too, but more of complacency and expectation bias.
Yeah when you're doing a lot at once while directions and management aren't always clear cut, it's really easy to make mistakes. Especially for someone new who isn't fully familiar with the flow of operations yet.
@PJ Train Oh I remember, it was quite impressive that they have managed to land on that short runway, but it must have been really bad for the pilot when he realised he is at the wrong airport and he was talking to the wrong tower. It is a really useful reminder of always doublechecking everything.
To be honest these kind of mistakes seem so easy to make that idk how you would even successfully train against it.
Just imagined how hard it is to make a split-second decision to abort or continue the takeoff if your V1 is calculated for completely different runway.
if you looked at instruments 1 sec ago
They were nowhere near V1 before one of the pilots woke up. Then to make such a poor decision when there was more than enough room to abort is quite inexcusable IMHO.
@@radioace318la With you completely!
Less so if you've used that unplanned runway for the last three days in a row.
@@radioace318la It only took 25 seconds for the Aircraf from the moment it entered the runway, to liftoff(wheels not touching the ground).
Rejecting a take off considers the fact that you have the rest of the runway to break the aircraft, now, simulations AFTER the incident showed that it was possible for the plane to break within the reduced space, but one often tends to forget that the people involved may not know what an outsider knows.
A nice video as ever, thank you Peter!
Just a small precision @12:45:
In fact, RWY mode is not displayed on the FMA when the runway in use has no ILS/LOC active. So this can be an indirect indication, but not really the plane telling us that we are taking off in the wrong direction as you mentioned. If the ILS/LOC signal is not activated by ATC for the active runway, RWY would not appear on the FMA even when taking off in the correct direction.
FCOM extract:
-----
The RWY mode uses the LOC signal to guide the aircraft on the runway centerline while the aircraft is on the ground. The PFD displays the FD yaw bar and the FMA displays "RWY".
RWY mode disengages if: ‐ The LOC signal is lost below 30 ft RA or the aircraft heading and the runway heading differ by more than 20 °. ‐ Another lateral mode is engaged. Note: If the takeoff runway has no ILS, RWY mode is not available and the PFD does not display the yaw bar nor "RWY" on FMA.
In the UAE ATC, we don't talk/discuss the incident/mistake on the radio (it add unnecessary work load). We just inform a ROSI is filled "Report of safety incident". Airport management, ATC safety and GCAA will do the rest. Making ATC and pilot life easier ☺️ great contents mentor, thank u.
A note about the ATC reaction: Sharjah Airport has only Aerodrome (TWR) control on site. Departure control is part of Dubai Approach, located about 50km away at Al Maktoum International (DWC/OMDW). The Departure controller had a lot of internal coordination to conduct in a hurry as an expected departure had suddenly appeared in the Arrivals sector, heading into the teeth of traffic bound for Dubai International. Resolving those conflictions was the immediate ATC concern. The time available to get information from Sharjah TWR was extremely limited, and there was simply no reason for ATC to suspect anything was wrong with the aircraft. I doubt Dubai Departures (in this case, the Deps North sector) was aware that ABY111 had used so little of the runway; even if Sharjah TWR had said on the phone "they took off 12 from B14" this would not have meant anything to a Deps controller who had no reason to know the Sharjah taxiway and holding point layout.
Without information to suggest an aircraft fault, once ABY111 was separated from traffic the Deps controller did what was expected and routed the aircraft to the appropriate CTA exit point.
This is my concern, if the captain knew they are flying in wrong direction, even if runway length was enough, you could be flying in direction where aircraft may be arriving towards you.
Very scary as a PAX like me who fly G9 regularly from Sharjah
@@sandeepmehta5311 TCAS would provide a second safety net, but the first safety net should have been a prompt call to ATC.
A lot of these incidents seem to happen when some ground infrastructure is offline due to maintenance: the control tower, runway lights, a radio antenna...
Because if it wasn't offline, it's one more check that can catch the error before it happens and then it's not even an event.
I must finally say I love the way you narrate your videos. It make it really easy to visualize the video if you can't watch while playing your videos. Especially after watching the previous videos.
I love the way you explain all the different situations. I imagine you are a wonderful instructor.
I really love that you do not point any fingers or criticize anyone when it comes to these accidents. It would be very easy to in some cases but you still make sure it does not result in a blame game at the end but instead like you said in the beginning; Why this happened and what can be learned from this incident. This is one of the many reason why I really like this channel Petter!
Investigating in an impartial and scientific way and not looking for blame - that’s a good life lesson. I imagine more learning and trust develop in that kind of atmosphere.
Why this happened? Severe incompetence by the first officer and gross incompetence by the captain. I mean you don't need to point any fingers.
@@bradsanders407 I agree facts are facts she absolutely made a mistake which was mentioned at the end that we all make them and can be incompetent at times unfortunately no one is perfect even pilots. I would argue the captain was way more incompetent for not aborting and correcting the first officer
@@bradsanders407 Agree completely!
@@nickpapagiorgio5056 Nobody is looking for perfection .. only competence .. and that wasn't had by either of these pilots here!
They could have landed again straight away, but with the 2nd pilot so stressed, it would be better for both to calm down during the flight rather than land again when they were distracted and unsure of what had gone wrong, since the plane appeared to be flying fine. Maybe. 🙂
Indeed, I thought the same.
aviate navigate communicate
@Alfred Weber Neither the Tower or the Flight Crew where aware they'd hit anything until the broken light was noticed later on. 14:43
@Alfred Weber 😆 oh my God.
@Alfred Weber so what do you suggest? The flight crew should open the door mid-flight and inspect it themselves?
My grandpa and dad both own GA planes. Which of course got me into aviation.
Which lead me to your channel and other aviation channels. What I absolutely love about aviation is the community and the way it seeks to learn from mistakes instead of damning someone. (Given they aren’t serious mistakes, I mean).
I was not familiar with this incident at all. Thank you so much for such interesting and thoughtful information. It’s always presented in a way that is very easy to understand and can be watched be anyone who has an interest in aviation.
This reminded me of '00s in Russian civil aviation. Some ingenious managers introduced new bonus awarding rules for pilots, where fuel ecomony became KPI #1. Not safety compliance, not skills, not training/exam performance, but fuel. This essentially penalized flying pilots for any TO/GA, rejected takeoff, weather diversion, aircraft de-icing etc.
Due to amount of pressure and 'tunnel vision', 'racing to win points', several similar incidents followed.
Possibly there should be some checklist for airline management to prevent similar practices.
Which is ironic since Russia has enough natural resources to fuel a plane all the way to Alpha Centauri and back.
de-icing can take longer than it should
@@toriless Yes, but Air Florida flight 90 shows why de-icing matters.
@@krashd Russia might have the resources, but the oil companies are going to sell the fuel to whoever pays most, which means Russian aviation companies still largely had to pay the same as any other aviation company for their fuel. And even if they did get preferential deals, the business execs of 00s Russia had risen to prominence during the wild west capitalism that swept through Russia in the 90s and were still heavily influenced by how things worked in those days. Which means all they saw was "less fuel spent = less expenses = more profits".
@@krashd The only natural resources Russia lacks badly is HR. Smart professionals leave the country in hundreds of thousands every year. And yes, Russian managers are idiots because of negative selection based on favouritism based on ties of blood.
For another "runway confusion" incident, there's Comair 5191. They took off at night from an unlit runway that ended up being the wrong one and was far too short. They crashed into a berm and some trees beyond the end of the runway and the only person to survive was the FO, who was pilot flying.
There is a master's thesis on that accident that uses a different investigation procedure to the usual NTSB reports. Lots of fancy recommendations from that.
How about Wayne County 1990?
i rather be dead than living knowing of how many lifes are gone for a mistake of mine
Yes, a very well known crash.
@@ivanquaglio2242 quit you're lying
I must say, the way you approach these stories and present clear, detailed explanation, makes these very intriguing and enjoyable to watch. Thank you.
I really feel for that poor first officer! I hope they weren't too hard on her and that she didn't lose her heart for flying afterwards
I hope so to!
@@MentourPilot one thought that occurred to me is that... well... what was the captain thinking when he forced the takeoff? That's seemingly what rattled the co-pilot. she had no idea what was going on when the captain decided to expedite takeoff. Which to me suggests that the captain wasn't talking to her and was until that time just passively letting her fly.
@@marhawkman303 Agreed - the Captain seems to have failed to model the correct behaviours for CRM. They should have called STOP and watched the FO to check that they were stopping expeditiously. I suspect the Captain's actions were also prompted by being startled.
It's hard watching a fail on such a basic level from each of them in the cockpit.
It just goes to show that even basic mistakes can happen. We are all human.
@@MentourPilot Indeed. The FO made the basic mistake but the Captain the much more crucial one.
I was worried when he said "pilot didn't see the damage to the tire" because I was expecting an incident on touchdown but it must have gone smoothly.
The Trust lever is an essential checklist item when it comes to a functional working relationship between Captain and Copilot.
Correct, she was a licensed pilot, the Captain trusted her license and the authority that gave her the license.
It´s obvious that the Captain was not "on the stage" during the taxiing and take-off-roll, otherwise he would have stepped in much earlier and with clear communication.
I think that City is pronounced shahr- dshah. Those graphics are getting more and more insane, Petter. Well done.
Yeah, my pronunciation is and will remain slightly Swedish I’m afraid.
Thanks for your feedback
@@MentourPilot Never mind, most people is in this same situation. Except the non-Swedish. ;) It is the content what is important and we will find out our favourite pronounciation when it comes to difficult ones. (Perhaps this is the case why you don't cover Hungarian incidents and accidents? :D :D :D )
It's actually spelled (in Arabic) Sharq-ah but (as you say) pronounced Sharj-ah in the Gulf dialect. It's a friendly little airport though. Why fly into DXB and queue in immigration for hours when you can be in a taxicab to Dubai 10 mins after touchdown in SHJ. There is also a super aviation museum on the site of the old airport (and RAF station) at Al Mahatta.
@@MentourPilot But the new simulation of Pilot and FO bodies are incredible, imagine they could speak and the story is even better ;-) Nice job!
@@MentourPilot This particular one came over unfortunately as to me it sounded pretty much how British newsreaders say Sharia, as in "Sharia Law".
I really Love watching ur Plane stories watch them all the time Great Job
Absolutely fantastic videos.
A quick validation is making sure your heading roughly lines up with the runway as well
Hindsight is easy and there were so many little things that could have shown both pilots what was about to happen
I am surprised that is not part of the before takeoff checklist
Love the video, as usual. I was initially confused about the location - the 'j' in Sharjah is pronounced like the first letter in "Germany."
It's actually pronounced g like Goat
@@atechnews3221 no it isn't. It's pronounced like the j in jam.
Sharjah is pronounced;
'shaar- jah'
الشارقة; Arabic
With the ' j ' pronounced the same way as in 'jam'.
The fact that the qaf (ق) in Al-Shar(i)qah (الشارقة) is pronounced like a jeem (ج) - hence the usual transliteration into English as Sharjah - is just a reflection of the fact that, in some parts of the United Arab Emirates, qaf pronounced as jeem is a normal pronunciation for certain words.
Come on, it's pronounced "throatwobbler mangrove"!
I’m pretty sure it’s like the ‘z’ in egg
Thank you for the detail you give in each and every video.
Thank you for all the videos. It encourages me to work hard in my profession.
There are so so many different ways this could have gone catstrophically wrong, I can think of a few ways:
* If another aircraft is coming into land and doesn't have enough time to reject before realising the aircraft on the runway is taking off
* If the aircraft had a higher payload and fuel weight, they may not have been able to accelerate enough to get airbourne
* If there was another aircraft already on the runway
ect.
The pilots are incredibly lucky this didn't go any worse and even though the damages were minor, this is the reason why authorities investigate these kinds of things. To make sure that the situations above dont happen because of a single mistake.
I have been a passenger during a rolling takeoff. I loved it! There was a wonderful smooth feeling about the turn and acceleration. It did, though, strike me as slightly more risky than the usual stop and then go. If they had stopped they might have reaized the error much sooner.
I hate flying, I hate the takeoff and landing the most, I’d love a rolling takeoff, the bit when the plane is getting ready to go is the worst.
I think Petter is of the same opinion - he mentioned that he thought the FO was pre-occupied with juggling the throttles to execute the rolling take off correctly, so would have been focused on the near-distance view, not the view to the end of runway and beyond.
Thank you for your interesting and in depth explanation.
I've been binging your videos last few days - I'm surprised in multiple incidents the 2 hr recorder limit caused the recording to get erased. Why has the aviation industry not implemented writing to something like a solid state drive, which can be made extremely small and are naturally extremely resilient as well as having capacities well over 2 hours for voice recording... and honestly, why isn't there a camera recording all cockpit activity ... I feel the aviation industry is not leveraging all the tech that has advanced in last 10-20 years. I made this same comment about lack of cameras overlooking engines and wing configuration so pilots can better troubleshoot. I work in technology and it is so puzzling to me that these relatively simple tech options are not standard.
There *are* solid state recorders available these days and standard for some models of very new commercial aircraft. I'm fairly certain the long lag in getting these to market - why they aren't on most aircraft already - is a matter of regulation and qualification. Compared to consumer electronics, it takes a really long time to design, test, achieve approvals and manufacture a critical avionics device.
Even now that some approved solid-state recorders are available, aircraft owners will not be rushing to dump significant money on replacing the old recorders without a mandate to do so.
Pilots don't want cameras in the cockpit. Their reasoning is invasion of privacy. But I really think some kind of cameras or scanners should be implemented on parts of the plane that could come out and retract back into the plane for troubleshooting and midflight quick insection purposes.
Excellent, fair, entertaining commentary.
Glad you liked it!!
I love your videos, Petter! So well produced and extremely informative!!
Thank you Johann! So glad you like them and thank you for your support.
I have been an avid reader of air crash investigation reports for years with great interest. As a frequent flyer I am also somewhat of a back seat flyer watching what happens during the flight to satisfy my comfort level. I have many stories of how I sensed a problem had developed on a particular flight I was travelling prior to the cabin crew. These are for another time. It has always been my understanding that not one single factor or decision was the cause of an aircraft accident or incident. Over the years I have sadly lost 2 close associates in seperate commercial air accidents and I have studied those accidents thoroughly. TH-cam content produced such as yours demonstrates with clarity and educates how accidents happen making it a safer industry. Knowing what I do, I am not a nervous flyer but rather quite confident with the professionals we trust to get us to our destination safely. Thanks again for your efforts creating this content.
Really love your videos. This is the first one that I have a suggestion on. I think that you should discuss balanced field length when saying that the intersection take-off was okay.
Hey Captain check out 1996 charkhi dadri mid-air collision over Delhi airport. The crash killed all 349 people on board both planes, making it the world's deadliest mid-air collision and the deadliest aviation accident to occur in India
It’s added to the list
@@MentourPilot Captain one more that is how b787 start it's engine without it's apu bleed instead it use electricity. Very curious about it
@@mayurkadam4434 B787 using electric starter(VFSG) instead of pneumatic starter.
Just a small little clarification, it's not pronounced "Shariah" it's simply pronounced "Sharjah" with the j sound. Great video Captain!
Thank you for also pointing that out, I mentioned it that it was my reason of disliking this video. Disrespecting the standard pronunciation of the name of the city with a totally different pronunciation is not respectful. Thank you for also pointing this out to this TH-camr
@@abaileyau oh no, someone mispronounced something, it's the worst thing ever. Is that really a reason to dislike a video? Let's just not talk about the in depth explanation of this flight incident.
@@UrPilotNatt oh no somebody commented about that oh my God
@@abaileyau ironically I have always pronounced the name Raf as "pedant"
@@TheComputec I like it 👌
20:50 You would think that a giant aircraft could have a USB stick saving the cockpit audio by more than two hours. It seems completely ridiculous.
Many thanks for your detailed infos including technical..👍
appreciated sir..
Yeeew, dedicated Patreon crew. I was working at my computer when I got the preview notification. Only posted for 2mins and already had 8 views
Fly the Learjet 60 right now but in March I start my A320 type rating with frontier! I am excited and nervous for my first airline job. Thank you for these videos they are so helpful for better judgement and prevention.
WOW!... First time seeing your channel and I'm impressed with the explanation and the graphics, AMAZING!... subscribed.
Finding your channel just 3 days before my flight is giving me major anxiety, oh man, and it's on Air Arabia. It's interesting and quite enjoyable to watch, but man is it terrifying to hear about these human errors and the split second decision making that pilots sometimes have to make that could end very very badly.
It's funny that growing up I never had any fears. As a child I was never afraid of needles, never afraid of flights, I actually enjoyed every second of them (and we flew quite often back then, at least twice a year), never afraid of rollercoasters. I realize now that what was keeping these fears at bay was ignorance and naivete. I had implicit trust in adults and always felt certain that they 'knew better' and they would never do anything that could cause me harm if even by mistake. I'm 27 now and I'm afraid of doctors, drivers (especially bus drivers on really long trips who look too drowsy to drive), never ride rollercoasters anymore, and now I'm afraid of flying apparently even after taking dozens of flights in my lifetime.
I hate being an adult lol. I'd rather have died in ignorant bliss rather than worry everyday about when I might die by a human mistake LOL.
Damn I can feel you
I hear you. People are idiots.
I flown more than 500 times, at times it's scary, at times bad turbulence but overall aviation industry is more safer than being in a car by hundred times and has become more safer than in past 25 years.
Just due to internet now, we hear such incident more often.
Don't get scared anymore to fly again
@@sandeepmehta5311 I know that, and I won't stop flying because of it, the fear is not that bad, but you have to admit at least being in a car you feel that you have some control at least. If even you can just open the door and jump out of it and end up injured but alive. In a plane it's all under the pilots mercy, that's the terrifying part for me lol.
@@KabooM1067 brother with this logic of jumping of a running car on highway is better than being in aeroplane, I will never be convinced.
42 passengers on an airplane this size is so awesome. I had an opportunity to do this on my way to Mexico City. So much leg room.
Former student pilot here. That's a much easier mistake to make than most people realize. Highway interchange signs are actually much more intuitive than airport markings are. Imagine if every wrong turn in your car had potentially fatal consequences.
You are meant to use the airport diagram and act with _captaincy,_ people’s lives are in your hands.
@Alfred Weber Oh I agree with you 100% about the consequences. I'll also agree with everyone here who points out that pilots are a lot more careful than drivers are. However, if you turn your car the wrong way down a freeway in the US (I've never been on the autobahn.) you will get a lot more warnings and visual cues than a pilot who turns the wrong way on a runway.
I hope she continued flying and made a success of her chosen career.
You explain so well. Much respect. 👍✈️
I am so happy that you take the "human factor" into these incidences. I have transgressed a couple times on my private SEL rating. This happens, and there is much to learn from these mistakes.
Incorrect!
You were training for Private Pilot SEL training with a lot less experience (probably a victim of incompetent CFI), this guy was a captain on a Transport Category Airplane with thousands of hours of experience.
You're comparing apples to oranges.
I am all about 'Human Factors', but there's a clear difference between a 'Mistake' and 'Incompetence'!
However, what I see is how so many on the internet are so impressed by airline pilots that they are simply using 'Human Factors' excuse to give incompetent pilots more credibility by rationalizing incompetent pilots' bizarre and irrational decision-making and actions even when it is clear as daylight that those irrational/unsafe/incompetent pilots could have (and have in the past) killed so many humans!
@@fahadfaisal7855 fully agree
Thank you for another learning moment Petter, and can I add this time that the comment section in your videos is one of the most civilised and well-informed in all of TH-cam? I always learn something more reading comments, and the discussion is always respectful. You built that following with your professionalism, and it speaks volumes about the high quality of your work.
I am sure your contents has helped or will help prevent future accidents that without your inputs, an accident was inevitable. Preparation must be taking a lot of your precious free time but keep going, you are saving lives.
12:00 Big props to the folks who designed RAAS
Mentour, I hope YOURE doing absolutely FANTASTIC
I am! Thank you and I wish you the same!
yeah he shares FANTASTIC bitcoin deals
Back in the day, our 767-400 aircraft were our Hawaii aircraft. We went into Maui where the long runway was 7,000 ft. At the end of training on the 400, in the sim, they had us accelerate to V1 speed then abort, just to show us what it would look like on this short runway. Looking at the remaining distance at V1 from the cockpit, you'd swear you'd never be able to stop. But you did. Great training. ....... I can understand why the Capt thought he didn't have enough runway to stop.
First video I have viewed of yours. Great content , and education! Thank you!
Happened to me once flying a C150 . I had a brain flip and took off with a tail wind of 20 knots . Now normally the takeoff is around 60 knots IAS so I'm roaring down the runway wondering why the undercarriage was making such a racket and yet there was no bite in the controls . Then I realized I was 'wrong way Dan ' . The fence was coming up and a drainage ditch . It was too late to pull up so I nursed the bird just off the ground and held it there . It worked ( thank God for a bit of Ground effect even in a high wing ) and I crawled into the sky relieved that I had made it . I suppose the ground speed must have been hitting 75 -80 knots at takeoff . These days I look at the windsock as an arrow . The narrow end points to the takeoff end like an arrow .. GOT IT DAN ? duh I think so .
Muscle memory is no joke. The airport I learned to fly was right pattern and on at least two occasions (thankfully with no traffic at the airports) I entered the pattern on the wrong side of the runway. You get used to 1000 right turns and you need a left turn it does not come automatically.
Great information. I learned a lot. Thank you.
Thanks for your fantastic videos. As pilot I am shocked what is happening in some cockpits!
I can completely understand the first officer making the wrong turn, repetition and workload can cause this type of error.
Every decision after that is terrifying.
Another fantastic video 👍
I don’t understand the first officer making such a mistake. It was her job to do a safe take off. Imagine if a doctor gave a patient a lethal wrong medication, wouldn’t you all be loud about having his license revoked?
She overestimated herself, she wasn’t concentrated, and on top of that she was very professional being incapacitated and startled in suche a situation
@@sopyleecrypt6899 what’s the difference between picking the wrong runway and the wrong syringe?
@@samernattifi3883 You do realize about 80 percent of airplane accidents are due to human error? Everybody makes mistakes. If you only got on flights where the pilots are infallible, you'd be taking the bus.
@@samernattifi3883 medical errors happen all the time.
Apparently there are up to 250.000 deaths in the US alone because of medical errors.
Have you ever heard of 250.000 doctors losing their job each year? Me neither.
So maybe instead of demanding people to lose their job when they make a mistake we should try to prevent mistakes from happening.
And you can be certain that the pilot from this video won't ever make this mistake again.
@@samernattifi3883 There is always someone jumping on the blame wagon, who do not understand what safety culture means.
You need to learn about that, but the good news is that you only have to watch this video again and listen carefully to what is said about 30 seconds into the video.
This is somewhat akin to that Delta out of Kentucky taking off on the wrong runway, that one didn't go as well I'm afraid.
Reminds me of the Air Canada flight where the pilots almost landed on a crowded taxiway.
@@RyanBlackhawke Or Western Airlines Flight 2605 where a plane landed on an unfinished runway and collided with a backhoe with spectacularly catastrophic results. Seemingly there have been no less than five air crashes that were the result of landing on a closed or unfinished runway - which is a scary thought.
Technically, that was a regional airline, with a Delta paint scheme.
Mentor just to say your vids are excellent as a pilot they so informative and inspiring keep up the great work as u save lives 🙏🏻👀
Very good explanation & commentary. 👍👏
Patreon notification squad! :)
Love the details and animations in these videos, and good to see that you're out there having a great time flying again. Keep up the good work!
I can only assume this first officer learned from this mistake, and will never make this mistake again. It's not the most fun way of learning and improving, but it is the most effective way to learn, to make mistakes and improve from them.
I'll bet she checks the NAV and runway direction meticulously and perfectly for the rest of her career.
Well. Excellent detailing.Good luck Captain.
Great video. Insightful and useful.
After 20 years I finally know why our plane did not stop when entering te departure lane but took off without hesitation. Thank you !
I'm always struck by the "Swiss Cheese" effect in all of these incidents when you make these videos. It takes more than just one or two things to go wrong, but a succession of issues that compound each other.
I suppose that's testament to how much there is in place to ensure safety. Several things need to go wrong for an incident to happen.
Yes. That's typical in many incidents outside of aviation as well.
That's because Mr. Murphy is a busy character always making sure that things go wrong🤪.