@@jens-joachimvonbandemer1981 Retracting the gear actually *increases* drag for a few moments and, therefore, is avoided until some altitude is gained in a single-engine takeoff.
He took YEARS to retract the landing gear which is almost the 1st thing to do in single engine take-off. That costs A LOT of airspeed and reduce A LOT acceleration and then, climb gradient. That said ... I won't blame him. I wasn't there. But it is a fact.
Lufthansa struggled to climb because they apparently got distracted and did not retract the landing gear, a first step after insuring you continue to fly the plane. I can understand the startle factor as I had an engine failure on a A319 just after rotation. I would call the Air New Zealand approach continuous "moderate" turbulence , because "severe" would require a go-around, and "extreme" by definition is your aircraft is violently tossed about and practically impossible to control. Extreme turbulence can cause structural damage or structural failure...thus the person holding the camera would loose the device and not be able to present the recording for your video. It is important to be accurate for credibility.
@@bja2024 We are taught to rotate about half the normal rate to approximately 12 deg of pitch, rather than 16....they are designed to fly on one eng, but you have to lower your attitude as inertia is adversely affected.
@@kazimierzwedrowny5474 Not long ago, planes flying over large areas of water, e g Atlantic, had to have four engines. The Yankees demanded it be reduced to two (profit).
Got to say, some fantastic camera work in all of these clips! Couple of notes: that airforce pilot was just showing off to the cameras (legend), the sunset at Frankfurt was beautiful and there was no screaming during the turbulence! Excellent stuff! 👌
I've had a go around in an Air New Zealand, but it was landing in Sydney. The guy next to me was flying for the first time and was extremely nervous. I had to explain that a go around was a sign of a careful pilot and nothing to worry about.
I dunno being unsettled like that that close to the ground in a decent crosswind go round may have been a more cautious approach, many pilots are reluctant to do so though.
Hi all, I love this channel and watch it all the time (like everyone else). I'm not sure if you know who shot the Lufthansa clip at the beginning, but he/she is epic! The camera work is spectacular! Better than most newscasts I've ever seen. Seriously! That airplane is perfectly in frame for the entire shot... Kudos! And, kudos to 3 minutes of aviation. Great channel!
@@jasuus1977sullivan Would that damage the engine? If a flock of birds were swallowed by an engine I can imagine serious damage and flame-out; but one or two birds? Perhaps Canada geese? Although I don't know it there are any in Germany.
The Lufthansa didn't struggle to climb really, you can see the pilot deliberately waited to gain airspeed before climbing. I bet the pilots felt that one, worst possible moment for an engine failure 🤪
Like with the "explode" headline, "struggle to climb" is one of those typical over the top proclamations that irritate 3 Minutes of Aviation fan about the chanel.
I keep seeing this happen over and over again and for an aviation channel it really shouldn’t happen. This was a compressor stall, not an engine exploding. Happens every day.
It has gotten to the point the read the comments to find the better explanation for some of this fluff. By my viewing the 747 at the end did not almost have a wing strike. The videos are a mix and some are excellent but some are filler.
@@lauxmyth "It has gotten to the point the read the comments to find the better explanation for some of this " Exactly. Frankly, I'm getting ready to unsubscribe, these descriptions in the title and captions are so often hyperbole. This channel didn't used to to this, but I guess someone promised them more clicks. I'm just 1 more BS title from unsubscribing.
@@drawwithdan5821No, you’re absolutely right. I had to watch it again and I see where the text was on the screen. I must’ve looked away because I didn’t see it. Cheers!
Because if you're in a situation where there's a good chance you might be hitting the ground again, you leave the wheels down until you're sure that's not going to happen.
During the retraction of the landing gear, most airplanes will experience more drag. So they'll usually retract the gear only after they've gathered enough speed and altitude. Climb performance should still be fine with gear down, even on only one engine.
The SOP for 320 during engine failure is to get the gear up as soon as positive rate of climb is achieved. My guess the startle effect caused pilots to forget to call Positive Climb or Gear Up momentarily
One of the first flights I took as a child in the 1970s, DC-8, flight was delayed for about 2 hours while maintenance crew worked on the #4 engine. I was seated on that side just in front of the wing with a perfect view. Flight was uneventful, but during the landing that engine caught fire. I don't mean fire coming out the back like in this clip, but out the edges of the cowling and engulfing the pylon. Must've been butt-clenching for the pilots, but they extinguished it and shut it down before we taxied off the runway.
A320 struggled to climb because they left the gear down! One engine climb performance relies of a clean airframe, not all those Dunlops left dangling in the breeze!
Yes and no. To set the gear up, you need a good speed and a positive climb. They had none of them. Also, the movement of the gear going up is actually gonna disrupt the airflow even more. Putting the gear up would be safe only with a bigger speed.
That A320 incident looks pretty serious if you dive into the details of what you can see. Here are some things I think need to be pointed out: 1. Just eyeballing it, it looks like the engine shut down immediately after the initial compressor stalls. This in itself is not too serious because the plane is designed to fly on one engine after V1 speed is reached and this is beyond V1 speed. 2. What is serious is the decision to rotate when they did. They nearly did a tail strike. That is bad. The reason it is so bad is they probably did not have V2 speed. Not sure why they rotated when they did as they are risking a very nasty stall where they might not immediately stall, but their angle of attack is so great and with flaps and slats out creating extra drag as well as landing gears creating extra drag and fuel for whole flight still in the tanks that they risk losing airspeed and stalling with no way to stop an inevitable stall in that configuration. When you are taking off on a single engine on a 2-engine airplane, that is 1/2 your power is gone, so you really have to manage that. And the engines produce more power the faster you go and the more directly they face into the wind as opposed to facing up at the sky as the plane moves forward. The first thing you need is a starting airspeed that is high enough. It looks precariously low and the angle of attack precariously high. 3. Getting to that precariously high angle of attack, a stall is you exceed that angle of attack and lose laminar airflow. It goes from going straight over the wings to swirling like ball bearings. They look to be very close to stall speed and the plane is more than likely activating its automated anti-stall defenses, nosing the plane down enough to prevent it from stalling, which at the same time is preventing the plane from climbing. 4. Rule #1 of taking off with a failed engine is to raise your landing gear. A number of these sized planes have crashed over the years, both Boeing 737's and A320's after an engine failure where they failed to raise the landing gear. In these crashes, it has been determined that failing to raise the landing gear created the extra drag that ultimately led to the plane crashing. So rattled crew, yes? Were they trained for this scenario? Yes. Did they follow the critical life saving procedure they were supposed to follow from memory items? No. They survived by luck, the plane must have been reasonably far from its design load limit, not by following their training.
Not saying it's easy at all, but that engine failure just after V1 was about as academic as it comes. That's exactly the scenario we practice every six months. You can see it's actually gone, as opposed to a surge, because the rudder deflects and it climbs shallow. Also, I'd imagine it took a while to catch up with themselves because that gear stayed down rather a long time too. Goes to show, these things still can happen. Hope it all worked out well.
@@rohan-ghosh When there's one engine at max thrust, the plane is loaded with fuel, passengers and crew, retracting the landing gear may be the difference between climbing and losing lift.
@@stonew1927 Retracting the landing gear would temporarily increase drag as the landing bay doors would open into the airstream. The pilots would be dealing with a myriad of warnings and would likely prioritise those rather than reconfiguring the airplane during this critical phase of flight. These planes are designed to take off and climb with just one operational engine so no reason to panic.
that's not extreme turbulence for the Air New Zealand 320. That's mild/severe. Extreme would be dangerous as that altitude. That plane was still fully in control.
The Engine Failure/Shutdown drill usually goes something like: 1. Positive climb - GEAR UP, 2. Flaps retract on schedule, 3. At 'safe altitude (i.e. 400 feet)' "Engine Failure Drill..." 4. Then at something liek 1,000 to 1,500' Checklist...
The aircraft is designed for a single engine failure at the worst possible moment and the crew are trained for it, but it still must be a very scary experience for all involved. Well done to the crew and the designers of the aircraft.
According to The Aviation Herald, the Frankfurt-bound Airbus A321-200 was climbing out of the runway when the left engine emitted a few bangs and streaks of flames. The engine was shut down and levelled off at 2,500 feet. The plane, carrying 162 passengers and six crew members, returned to Helsinki Airport about 15 minutes after it departed and the flight was cancelled
I don't understand what you're talking about. The first clip shows a Lufthansa plane in Frankfurt having right engine problems. Unlikely they went to Helsinki and switched the failing engine to the left side mid flight
@@rtbrtb_dutchy4183 Bet the workloads pretty high for crew with failure on take off , but always thought they pull the gear up to get better single engine climb
I've been in turbulence so bad that you could hear a "whoosh' from seat cushions, and winds so bad that the "scenery" was going backwards off the wingtips, and winds so bad that the aircraft blew over the grass and made a nice bang as it went full takeoff thrust for a go-round at YCC
about that lufthansa 747-8, i actually experienced that exact windy approach and landing in chicago to the point my dad got motion sickness for a week.
I did not read all comments, so it might already be mentioned: Staying professional means immediately retract the landing gear as soon as you are in the air! Less drag means more climb.
The NZ one is just like every time I flew into St. John's Intl. Airport, Newfoundland. Whitecaps, crosswinds, cliff, rocks, see the runway just before landing.
Do you know what would have helped with the struggle to climb? Retracting the gear, of course. Actually the second segment climb performance after an engine failure is guaranteed only with the gear retracted.
I'm lucky enough to occasionally see older F-15's no longer really in active service make occasional ferry flights in and around Ellington Field either in prep for air events or servicing after one. Would LOVE to know about the mysterious company working on them, if anyone familiar with Ellington knows but unfortunately only employees of that Co are allowed anywhere close to that segment of the airfield
The V1 engine failure is probably one of the most practised drills in pilot training and assessments. They know what they're doing and the sequence to work the checklists. Raising the landing gear at that point won't make a great difference when there are more important things to do first.
That is incorrect. The most important part is to get a positive rate of climb and raise the gear. The gear creates too much drag. There are no “more important things to do”.
non pilot here........could someone advise why the A320 with an engine failure didn't retract the gear to reduce drag? No criticism at all.....genuine question
Pilots trying to figure out what just happened since they can't see the engines so all they knew at that moment was sudden power loss. Lots of stuff suddenly happening and dealing with the landing gear just moved down the priority list.
@@GeekBoyMN yep.....makes sense......thanks for your reply. I'm a Paramedic and we borrow heavily from CRM & checklist culture......aviation fascinates me!
Startle effect. They should have retracted as soon as a positive climb is achieved. Initial pitch was also too high. You can see as they reduce it just after initial pitch up. You aim for 12,5 deg in case of eng out.
We know they designed that A320 to take off with just one engine so really there's absolutely nothing to worry about. Just enjoy the short flight and we'll try again with another plane.
As a former airbus captain, what the hell were they thinking by leaving the gear down, they had a positive rate of climb……get that gear up and out of the airstream
That Air New Zealand landing is an approach to Runway 34 in Wellington. That whole area is notorious for strong winds. Wellington is in fact known as the "Windy city" (or "Wundy Suty" if you pronounce with an NZ accent LOL).
I was flying from Seattle to Chicago when we got into extreme turbulence over Sioux Falls, SD. The planes wing tips were moving up and down 6 feet! I kept wondering when do they break off?!? REAL BAD turbulance! Bruce
Wow this sunset in Frankfurt looks awesome 😮
F15 pilot was like "meh just a regular take off.. OH WAIT, A CAMERA, time for a show off!!!"
LOL, exactly what i thought.. that pilot's like "oh there those spotters, let me show 'em my move..." 🤣
Eagle driver's mind thinks, "Thrust vectoring is for new school wimps!"
Wow that engine failure was just a second or two before rotation. Rather dramatic, amazing to capture that.
Yes, but how about retracting the gear?
@@jens-joachimvonbandemer1981 Retracting the gear actually *increases* drag for a few moments and, therefore, is avoided until some altitude is gained in a single-engine takeoff.
@@srccde not true. You retract gear in this situation.
@@tomekwrsyes! You’re right, most probably startle effect causing the pilots to forget about gear retraction.
Pos rate gear up
Pilots do an outstanding job of bringing those huge airliners in safely. Much respect.
He took YEARS to retract the landing gear which is almost the 1st thing to do in single engine take-off. That costs A LOT of airspeed and reduce A LOT acceleration and then, climb gradient. That said ... I won't blame him. I wasn't there. But it is a fact.
Lufthansa struggled to climb because they apparently got distracted and did not retract the landing gear, a first step after insuring you continue to fly the plane. I can understand the startle factor as I had an engine failure on a A319 just after rotation. I would call the Air New Zealand approach continuous "moderate" turbulence , because "severe" would require a go-around, and "extreme" by definition is your aircraft is violently tossed about and practically impossible to control. Extreme turbulence can cause structural damage or structural failure...thus the person holding the camera would loose the device and not be able to present the recording for your video. It is important to be accurate for credibility.
At least they got the nose down. Wonder how much rudder they were using slow with the nose up like that?
I was going to say, that's just another normal day in Welly.
Every flight I have had into Wellington has been like that. Par for the course.
I think that was their second try. From other videos on TH-cam the first landing attempt was abandoned.
@@bja2024 We are taught to rotate about half the normal rate to approximately 12 deg of pitch, rather than 16....they are designed to fly on one eng, but you have to lower your attitude as inertia is adversely affected.
Engine failure on take off is one of my biggest nightmares in planes. Still love them despite the occasional fears.
You love planes or engine detonations?
Explosion? I didn’t see the wing fall off
@@OpinionFactChecker Planes😂
That's why passenger planes have at least 2 engines and the failure of one does not pose a major problem.
@@kazimierzwedrowny5474 Not long ago, planes flying over large areas of water, e g Atlantic, had to have four engines. The Yankees demanded it be reduced to two (profit).
Got to say, some fantastic camera work in all of these clips! Couple of notes: that airforce pilot was just showing off to the cameras (legend), the sunset at Frankfurt was beautiful and there was no screaming during the turbulence! Excellent stuff! 👌
Rough week for Lufthansa!
There was no engine strike
Oof 😩
What else happened?
First and last clip is both Lufthansa
The engine never struck the ground.
1:52 Wellington never disappointments
Lived here all my life, over 100 flights in - never had a go around.
@@MichaelthekiwiI’ve had two, one was weather related the other was the plane ahead not clearing the runway quick enough.
I've had a go around in an Air New Zealand, but it was landing in Sydney.
The guy next to me was flying for the first time and was extremely nervous. I had to explain that a go around was a sign of a careful pilot and nothing to worry about.
I had a go around with Etihad flying to Abu dhabi from Male plane A321
Queenstown can be good spring and autumn too 😉
Love to see the traditions continued and the respect for the retiring pilot.
That engine failure looked like a freaking bomb blast
turbine flameout. it is a bomb blast. fuel + compressed air = boom
And that Lufthansa 747 was crazy good job on the pilots and adjusting that for a smooth landing my dream is to be a Lufthansa pilot and fly the 747
May your dream come true!! 🎉❤
@@moxievintage1390 I certainly hope so thank you
I dunno being unsettled like that that close to the ground in a decent crosswind go round may have been a more cautious approach, many pilots are reluctant to do so though.
@ yeah
Even with the engine blowing up the sunset or sunrise was beautiful and made the departure look amazing
Hi all, I love this channel and watch it all the time (like everyone else). I'm not sure if you know who shot the Lufthansa clip at the beginning, but he/she is epic! The camera work is spectacular! Better than most newscasts I've ever seen. Seriously! That airplane is perfectly in frame for the entire shot... Kudos!
And, kudos to 3 minutes of aviation. Great channel!
The engine didn’t blow up. What happened was called a compressor stall. Super scary and it can cause damage. A return to the airport is always needed.
It actually was a bird strike.
@@jasuus1977sullivan Would that damage the engine? If a flock of birds were swallowed by an engine I can imagine serious damage and flame-out; but one or two birds? Perhaps Canada geese? Although I don't know it there are any in Germany.
@@BasementEngineer "Although I don't know it there are any in Germany." There might be... if they have passports. 😁
It was not a bird strike ;)@@jasuus1977sullivan
@tremplador Hmmm, in Germany at least ostriches are in the zoo.
Love the 747, the grand dame of the skies ! 😎👍
Queen of the Skies
A380 😎 is the king
The 747 . A real Boeing
Boeing …. The sound when parts fall off
747 the only real Monarch of the skies 😮💨
The Lufthansa had a perfect smooth landing ❤❤❤
thanks for not saying "butter"
@@justing42smooth landing sounds better
@@plendor smooth landing sounds butter ;)
That was a margarine landing.
😂😂😂😂@@u2bear377
The Lufthansa didn't struggle to climb really, you can see the pilot deliberately waited to gain airspeed before climbing. I bet the pilots felt that one, worst possible moment for an engine failure 🤪
But the most practiced time for engine failures! Every single sim we do at minimum 1 V1 cut
@@MrGordonbrett That's good to hear!
Was a good one alright... Second Officer didn't get back in the room.. to say... Engine Failure... Positive Climb.. Gear Up?
The worst moment for an engine failure in a twinjet is after you already had an engine failure.
Like with the "explode" headline, "struggle to climb" is one of those typical over the top proclamations that irritate 3 Minutes of Aviation fan about the chanel.
I keep seeing this happen over and over again and for an aviation channel it really shouldn’t happen. This was a compressor stall, not an engine exploding. Happens every day.
It has gotten to the point the read the comments to find the better explanation for some of this fluff. By my viewing the 747 at the end did not almost have a wing strike. The videos are a mix and some are excellent but some are filler.
@@lauxmyth "It has gotten to the point the read the comments to find the better explanation for some of this " Exactly. Frankly, I'm getting ready to unsubscribe, these descriptions in the title and captions are so often hyperbole. This channel didn't used to to this, but I guess someone promised them more clicks. I'm just 1 more BS title from unsubscribing.
They got y'all to watch the video and even leave a comment. I'd say they are doing pretty good.
@@df0813 Maybe so, but I'm getting ready to unsubscribe.
2:46 The Lufthansa 747 did NOT suffer an engine strike on landing!
It does say 'nearly'. Unless it's been changed since?
@@drawwithdan5821No, you’re absolutely right. I had to watch it again and I see where the text was on the screen. I must’ve looked away because I didn’t see it. Cheers!
@@sirtango1 No problem and have a safe flight today.
I believe i will eat popcorn another day
He said NEAR engine strike.
That's not an engine explosion. He just switched to afterburner.
Whenever I think I just want to get on a plane and go somewhere, one of these videos drops and I don't do it. You've saved me thousands of dollars.
Great video!😸
Yesssss we got 5 more seconds of aviation
0:42 I'm not a pilot, but why were they didn't doing landing gear up? That may reduce the drag. Just curious.
Because if you're in a situation where there's a good chance you might be hitting the ground again, you leave the wheels down until you're sure that's not going to happen.
Cause you don't change the configuration and resources when you working on major problems.
No, you do get the gear up when you have a positive rate of climb.
During the retraction of the landing gear, most airplanes will experience more drag. So they'll usually retract the gear only after they've gathered enough speed and altitude. Climb performance should still be fine with gear down, even on only one engine.
The SOP for 320 during engine failure is to get the gear up as soon as positive rate of climb is achieved. My guess the startle effect caused pilots to forget to call Positive Climb or Gear Up momentarily
One of the first flights I took as a child in the 1970s, DC-8, flight was delayed for about 2 hours while maintenance crew worked on the #4 engine. I was seated on that side just in front of the wing with a perfect view. Flight was uneventful, but during the landing that engine caught fire. I don't mean fire coming out the back like in this clip, but out the edges of the cowling and engulfing the pylon. Must've been butt-clenching for the pilots, but they extinguished it and shut it down before we taxied off the runway.
I love the salute, what a fantastic touch 👍
That F15 takeoff was incredible. London Airshow never disappoints
A320 struggled to climb because they left the gear down! One engine climb performance relies of a clean airframe, not all those Dunlops left dangling in the breeze!
Yes and no. To set the gear up, you need a good speed and a positive climb. They had none of them. Also, the movement of the gear going up is actually gonna disrupt the airflow even more. Putting the gear up would be safe only with a bigger speed.
Excellent pilot!
Always entertaining.
And my short attention span loves these videos!
Gear up for better climb on 1 engine?
Humm, no. It's better to keep the gear down there
That A320 incident looks pretty serious if you dive into the details of what you can see. Here are some things I think need to be pointed out:
1. Just eyeballing it, it looks like the engine shut down immediately after the initial compressor stalls. This in itself is not too serious because the plane is designed to fly on one engine after V1 speed is reached and this is beyond V1 speed.
2. What is serious is the decision to rotate when they did. They nearly did a tail strike. That is bad. The reason it is so bad is they probably did not have V2 speed. Not sure why they rotated when they did as they are risking a very nasty stall where they might not immediately stall, but their angle of attack is so great and with flaps and slats out creating extra drag as well as landing gears creating extra drag and fuel for whole flight still in the tanks that they risk losing airspeed and stalling with no way to stop an inevitable stall in that configuration. When you are taking off on a single engine on a 2-engine airplane, that is 1/2 your power is gone, so you really have to manage that. And the engines produce more power the faster you go and the more directly they face into the wind as opposed to facing up at the sky as the plane moves forward. The first thing you need is a starting airspeed that is high enough. It looks precariously low and the angle of attack precariously high.
3. Getting to that precariously high angle of attack, a stall is you exceed that angle of attack and lose laminar airflow. It goes from going straight over the wings to swirling like ball bearings. They look to be very close to stall speed and the plane is more than likely activating its automated anti-stall defenses, nosing the plane down enough to prevent it from stalling, which at the same time is preventing the plane from climbing.
4. Rule #1 of taking off with a failed engine is to raise your landing gear. A number of these sized planes have crashed over the years, both Boeing 737's and A320's after an engine failure where they failed to raise the landing gear. In these crashes, it has been determined that failing to raise the landing gear created the extra drag that ultimately led to the plane crashing. So rattled crew, yes? Were they trained for this scenario? Yes. Did they follow the critical life saving procedure they were supposed to follow from memory items? No. They survived by luck, the plane must have been reasonably far from its design load limit, not by following their training.
Not saying it's easy at all, but that engine failure just after V1 was about as academic as it comes. That's exactly the scenario we practice every six months.
You can see it's actually gone, as opposed to a surge, because the rudder deflects and it climbs shallow. Also, I'd imagine it took a while to catch up with themselves because that gear stayed down rather a long time too.
Goes to show, these things still can happen. Hope it all worked out well.
The wintgtip vortices are particularly beautiful as is the simplicity of the aircraft on a summer morning.
That new zealand bumpy ride reminds me of a few trips to kodiak.
Love those water salutes! 😊
Get those gear retracted
Thats what I was thinking
All the experts are here tonight? Microsoft's FlightSim server must be down.
@@rohan-ghosh One would think you'd want to REDUCE DRAG in such situations!!
@@rohan-ghosh When there's one engine at max thrust, the plane is loaded with fuel, passengers and crew, retracting the landing gear may be the difference between climbing and losing lift.
@@stonew1927 Retracting the landing gear would temporarily increase drag as the landing bay doors would open into the airstream. The pilots would be dealing with a myriad of warnings and would likely prioritise those rather than reconfiguring the airplane during this critical phase of flight. These planes are designed to take off and climb with just one operational engine so no reason to panic.
Great compilation
Thanks one more time for sharing my video 😊
Flying into wellington most days, first hand experience here, air new zealand pilots are the best, and il never do it again!!
Wow, what a wonderdul salute 👏
gear. gear. GEAR!
that's not extreme turbulence for the Air New Zealand 320. That's mild/severe. Extreme would be dangerous as that altitude. That plane was still fully in control.
Standard Wellington day. Not dramatic at all.
oof, but congrats on 500K man!
That Wellington landing, come on.. I had more turbolence when landing in Nice!
But that engine blow out at the beginning was frightening 😮
747 was pretty smooth at that crosswind
The Engine Failure/Shutdown drill usually goes something like: 1. Positive climb - GEAR UP, 2. Flaps retract on schedule, 3. At 'safe altitude (i.e. 400 feet)' "Engine Failure Drill..." 4. Then at something liek 1,000 to 1,500' Checklist...
It’s almost like there is a legal requirement for aircraft performance following an engine failure.
Would have struggled a lot less if he'd remembered to retract the gears. That looked like a disaster in the making.
You think a professional pilot "forgot" to retract the gear?
@@conorfrankland7699 Yes. In a situation like that. Absolutely.
The aircraft is designed for a single engine failure at the worst possible moment and the crew are trained for it, but it still must be a very scary experience for all involved. Well done to the crew and the designers of the aircraft.
The Lufthansa - you can hear the fire trucks rolling...
According to The Aviation Herald, the Frankfurt-bound Airbus A321-200 was climbing out of the runway when the left engine emitted a few bangs and streaks of flames. The engine was shut down and levelled off at 2,500 feet.
The plane, carrying 162 passengers and six crew members, returned to Helsinki Airport about 15 minutes after it departed and the flight was cancelled
Compressor stall, not explosion.
I don't understand what you're talking about. The first clip shows a Lufthansa plane in Frankfurt having right engine problems. Unlikely they went to Helsinki and switched the failing engine to the left side mid flight
Why was was landing gear left down on A320 ? shouldn't gear be up soon as possible to reduce drag
Yes. Seems they froze.
Maybe they thought a possible tire explosion and didn’t want crap up in the wheel well
@@rtbrtb_dutchy4183 Bet the workloads pretty high for crew with failure on take off , but always thought they pull the gear up to get better single engine climb
I've been in turbulence so bad that you could hear a "whoosh' from seat cushions, and winds so bad that the "scenery" was going backwards off the wingtips, and winds so bad that the aircraft blew over the grass and made a nice bang as it went full takeoff thrust for a go-round at YCC
about that lufthansa 747-8, i actually experienced that exact windy approach and landing in chicago to the point my dad got motion sickness for a week.
awsome footage
I did not read all comments, so it might already be mentioned: Staying professional means immediately retract the landing gear as soon as you are in the air! Less drag means more climb.
thank you.
I met LA flights crew, they were chill
Would gear up have helped some in the a320?
Not really
Some of the people giving landing commentary are such drama queens..
A320 - Somebody say “Gear Up !”
But these Pilots didn't for a reason :)
@
Still have to fly the airplane. Getting the gear up helps the single engine performance.
@@WT-Sherman I'm not so sure about that mate..
@
Standard procedure during an engine failure on takeoff - As soon as a positive rate of climb is determined - it’s Gear Up !
@WT-Sherman Do you see any positive rate here? The plane was barely climbing so positive rate is not achieve. Gear cannot be retracted
00:15 its a aircraft engine compressor stall.
Wellington New Zealand is no joke. Pilot have special training for the airport.
0:52 me when I just started riding 🏍️ 😂🔥🛩️👹
Anyway Lufthansa pilots: 🗿🗿🗿🗿🗿🗿🔝
2:48, where is this alleged "engine strike"
"Nearly"
You know what "alleged" means but not what "nearly" means? That's strange.
Y'all I think retracting the gear would give it a sufficient climb but the explosion or compressor stall would keep on getting worse
love that the videos drop right before work for me
The NZ one is just like every time I flew into St. John's Intl. Airport, Newfoundland. Whitecaps, crosswinds, cliff, rocks, see the runway just before landing.
When got positive climb, just retract the landing gear...it's big deal to get climb rate
Hope that captain knew about the water salute and didn't think his plane was on fire.
B-747 very good pilot!👍💪👏
Do you know what would have helped with the struggle to climb? Retracting the gear, of course. Actually the second segment climb performance after an engine failure is guaranteed only with the gear retracted.
The proof once again that a single engine is enough even in the worst possible situation
OOOOOOOOOOOOH THAT F-15!
I'm lucky enough to occasionally see older F-15's no longer really in active service make occasional ferry flights in and around Ellington Field either in prep for air events or servicing after one. Would LOVE to know about the mysterious company working on them, if anyone familiar with Ellington knows but unfortunately only employees of that Co are allowed anywhere close to that segment of the airfield
Let us not trivialise this just after V1 . The crew should be applauded .
The V1 engine failure is probably one of the most practised drills in pilot training and assessments. They know what they're doing and the sequence to work the checklists. Raising the landing gear at that point won't make a great difference when there are more important things to do first.
That is incorrect. The most important part is to get a positive rate of climb and raise the gear. The gear creates too much drag.
There are no “more important things to do”.
They probably forgot about the gear and it makes a big difference.
non pilot here........could someone advise why the A320 with an engine failure didn't retract the gear to reduce drag? No criticism at all.....genuine question
Pilots trying to figure out what just happened since they can't see the engines so all they knew at that moment was sudden power loss. Lots of stuff suddenly happening and dealing with the landing gear just moved down the priority list.
@@GeekBoyMN yep.....makes sense......thanks for your reply. I'm a Paramedic and we borrow heavily from CRM & checklist culture......aviation fascinates me!
Startle effect. They should have retracted as soon as a positive climb is achieved. Initial pitch was also too high. You can see as they reduce it just after initial pitch up. You aim for 12,5 deg in case of eng out.
My biggest fear when sitting in a plane... engine failure(s) at takeoff😭
Stopping kids from saying first
Edit: wow 216 likes
First
Zoomers will do it anyway, that's all they have in life, being first in comments😂
@@dr.jiIIaIicecooper2587 i agree
Thank you. 😁
For real it might be the worst trend we've ever had.
Fifty years later, and the F-15 is still making people go "whoa!"
Salute with water and rainbow
We know they designed that A320 to take off with just one engine so really there's absolutely nothing to worry about. Just enjoy the short flight and we'll try again with another plane.
y'know what? i reckon my friend was on that Air New Zealand flight. he said they had to go around twice before diverting to christchurch
what happened to the first Lufthansa plane?
It had a compressor stall
As a former airbus captain, what the hell were they thinking by leaving the gear down, they had a positive rate of climb……get that gear up and out of the airstream
That Air New Zealand landing is an approach to Runway 34 in Wellington. That whole area is notorious for strong winds. Wellington is in fact known as the "Windy city" (or "Wundy Suty" if you pronounce with an NZ accent LOL).
Oh dear, worst time for the pilot. Crew did really well to avoid crashing that 1st example with the Airbus.
That Lufthansa is not struggling to climb... That is Alpha floor protection and design when an engine failure occurs.
Damn the F-15 is one sexy beast.
It scared me at take-off. It would have scared me more if I had been there.
Bad timing on that Lufthansa compressor stall. Pilot(s) did a good job of getting her up safely.
What happens next with the first clip? Where the plane is airborne but can't climb?
Extreme turbulence my jacksi
I was flying from Seattle to Chicago when we got into extreme turbulence over Sioux Falls, SD. The planes wing tips were moving up and down 6 feet! I kept wondering when do they break off?!?
REAL BAD turbulance!
Bruce
Lifting the landing gear after the EFATO tends to help
What happened to “Positive rate, gear up”? No it won’t climb very well with the gear down.
Wow, that would have been an intense time for the flight crew!
GET THAT LANDING GEAR UP!!!
That Air NZ wasn’t in “extreme turbulence”. That is just normal day when landing in Wellington, and the short runway doesn’t help either.
Climbing problem; gear up!!!
Imagine sitting on the right side and watching this