Классно, что сказал "gear up" без коллаута "positive rate", и мониторил тягу в наборе. Супер! Второй на вводе чуток выпал, но не каждый день приходится уходить на реальном самолёте. Помню мой первый уход был немного косячным, но потом втянулся. Молодец, Денис, всё классно сделал. +Nice CRM!
Hats off to you sir. Please disregard all those unconstructive, negative comments. You are a great instructor. I’m a captain on 737-800/900ER too and as a pilot, I believe one should not think of himself/herself as a perfect pilot in the world. If a pilot got carried away with this attitude , trust me it could jeopardize the safety of a flight one day, due to their egos. I always treat my job and everything happened as a part of the learning curve. Everyday is not the same. Everyday we learn new things. When a pilot thinks he knows everything about flying, then I guess it is their best time to retire. Thanks captain.
"When a pilot thinks he knows everything about flying, then I guess it is their best time to retire" The Rule number 1 in aviation. Thank you! Safe flights!
Спасибо Денис. Рассказ об этом заходе прочитал полностью (в трех частях) очень много интересного изложенно. Контент очень позновательный, с правильной философией. Желаю Вам успехов.
Captain Ive read your document and your explanation about go around, A/T usage, CRM is amazing. After my type training for 737 I realized how little I was ready for a go around especially if there are bank angle or speed limitaions and missed app altitude is fairly low. Since as a company procedure we disconnect A/P and A/T before 500 feet, In case of a go around it can easily make less experienced pilots disoriented where to set thrust, when to re engage AP and AT, when to retract flaps or what to do if u have climbed or passed the miss app altitude sooner then you expected. Then of course following proper lateral path. Almost engine failure procedure is much easier :) Nice flights and please keep up the good content. Cheers
Could feel the tension in the cockpit that time but u both were professionals and made it well. Keep up good work with ur caption that explain things we want to know 👍🏻👍🏻👍🏻
Simply Bravo!!! In IFR conditions just instruments need to be monitored but VFR is so complicated that you need concentrate on instruments and visual outside... That's why you guys are paid well and you all deserve that. A simple error may cost huge loss Great video sir
Самая главная фраза Let’s go around Этим все сказано Профессионализм это не лезть туда куда не надо ... Есть время есть запас топлива... Зачем рисковать ... Денис восхищаюсь Вами и Вашей компетенцией 😉👍👍👍 Как всегда на высшем уровне🛫
Только сказано было "это go around". В этой ситуации любой грамотный командир выполнил бы уход, так как не были соблюдены критерии стабилизированного захода на посадку.
@@ЭльвирХасаншин-ъ3н если не умеешь внимательно смотреть не учи уму других!!!! Сказано было именно let's go around Если не слышишь посмотри субтитры сделаные Денисом
@@DenisOkan полностью с Вами согласен👍 Денис когда следующий стрим?))) Вопросик Вы знакомы с Андреем Борисовичем я смотрю так же как и Вас Если знакомы то не задумывались сделать совместный стрим было бы очень интересно... Спасибо 🙏
@@drakaris09 либо у тебя проблемы со слухом, либо у меня. Хотя влэк каждый год прохожу, у лора вопросов не было)) ты в курсе, что перевод с одного языка на другой происходит не дословно?
Christopher Pericolosi I can imagine it must have been a pretty fun job! Def has it's rewards...although having to put up with total a$$holes along the way is always part of the job. . I KNOW, because I dealt cards in Vegas for 30 years. Although it was the most exciting and fun job to me... sadly it also had it's share of a$$holes we had to deal with. But I look back and SMILE, as the memories are mostly all very good. I miss my job and Vegas like crazy. :( Happy New Year. Part 2 Go round and landing..... th-cam.com/video/RNlmdpWiDvY/w-d-xo.html Part 3 Departing Tivat.... th-cam.com/video/X9LpmFOrkg0/w-d-xo.html And the story behind this fight. drive.google.com/file/d/1ryxlzBes9JXv6bdcrhVWz644XHKD82Nt/view
andrew hahaha no I get it! If this was part of his upgrade I don’t think he made the cut. They may send him back down for some more time in the right seat before he’s ready to be captain. I bet the pax are glad the training captain was there 😬
great job, i love when pilot do Go Around because it is not about fail to land the plane but it is about the "Feel" / instinct to do the safe step, i really love when pilot do this, even some passgr think that maybe the pilot is a newbie so he can't land this plane, but i call this procesdure as a WISE STEP to do for the safety reason bcause the instinct it self and the SAFEST WAY for everybody on that cndtion, GBU always..
Every experienced Captain will tell you that Tivat is one of the hardest airports to land, especially when you have hard north-west winds. Good decision with GA. :) Greetings from Montenegro :)
Forget the bad comments concerning the call outs from people who thinks they are the best pilots because they know how to read a manual. Some people here forgot that flying an airplsne is not only "follow checks and callouts" but also ensure a proficient management of the situation, and good comunication with the crew. "Let's do a go around" Its more than enough. Good video as always. Will keep watching you!
Hi, Ruben! I've got your message which you posted under Stefan williams' thread. But this thread was deleted by him, I think. At least I can not find it. So, you're asking "Denis Okan can you be my flight instructor?" Thanks for this, I was really warmed! I would like to be your instructor, of'course :) Fly Safe! ОТВЕТИТЬ
Denis Okan haha thanks, I deleted it myself because I though it could sound a little fanboy in the middle of the argument. Ignore the comments saying bad things! I'm a student with just 9h and I wish to be a veteran just like you one day!! Keep doing this fantastic videos! :))
As I can see, Denis, you are very experienced captain, you are able to fly only according to the displays, cold head, and clear mind :) ... I like your videos ;)
Спасибо за видео, надеюсь в закромах еще много роликов из S7, которые ждут публикации, в новой авиакомании не узнавали про возможность записи, или там это явно запрещено правилами? и еще интересно узнать, какая часть полета у вас самая любимая, осмотр самолета/подготовка/взлет/сам полет/посадка или когда полет завершен и пора объявлять погоду и разрешать отстегивать ремни?
During the upgrade process, basic flying skills and technical knowledge are a given - hopefully. Training is much more about judgement and management, getting comfortable in the role of commander. There are different cultures obviously. In my opinion, I would have like to see the trainee have a chance to decide the go around by himself. As long as safety is not compromised, of course. Because it's not so much about completing the approach than making the right call. Everyone can fuck up an approach every now and then - it shouldn't be a habit, though, especially for a captain in training. Of course, if you are low on fuel, it's a different situation and as PIC landing comes first but here it doesn't seem to be the case. Once again, different countries, different cultures. In Western Europe, it would have been rather damaging to the trainee's self confidence to see his trainer guide him a lot and eventually take over controls during the first approach and it would certainly have been caused for concern regarding the trainee's ability to be a commander. In Eastern Europe, this might be quite different?
I forgot what a handful the 73 is in a go around in those conditions, you can see why some crews run into problems in IMC at night. Good call to take over and do the missed approach
С ПРАЗДНИКОМ ДЕНИС!!!! Мягких посадок,здоровья,и новых впечатлений!!! Жаль что многие авиакомпании запрещают снимать и выкладывать видео, смотря видео из кабины пилота ,это будет странно звучать,но хочется летать, хоть и боюсь летать, (не из-за аэрофобии)!!!
Да, ветер дал пинка! Ну вот нормальный, спокойный уход на второй круг (по крайней мере внешне так показалось). Без нервов и паники всё чётко, а главное своевременно сделано. У всех бы так. Я из Казани.
To be honest, I don't see anything wrong with the CRM. The training captain is still responsible for the flight even if seated on the right seat. I get about the call outs, however, go arounds are busy procedures and I believe the go around here was done on the proper way. The only thing I would say is that hopefully the captain got authorized by his coworker to upload the video on TH-cam, otherwise it could be disrespectful to do it.
С праздником Гражданской Авиации Денис !Здоровья .легкого неба " безопасных полетов и" ничто Вас не может вышибить из седла ......" Счастья Вам !!!Бабушка 80 лет
Помню год 2007 или 8 , домой летел с Новосибирска, через Мирный, на Ленск и дальше. С Ленска до дома на Ан-2 оставалось часа 1,5 лета. Весна в тех местах поздно наступает и ветра сильные дуют. Вообще вылет задерживали часа на 3 , а потом и вообще отменили. Денег нет на гостишку(студентом был), аэропорт на ночь закрывают, ну думаю попал.. Тут вдруг объявление, такой то рейс до Витима(куда мне и надо было) отменен из-за сильного ветра. НО!!! будет вертолет который всех заберет. Еще тогда подумал если самолету нельзя взлетать, то как вертолет то полетит. Вообщем пошли на посадку пешком, ветер был такой , что по взлетке люди шли с трудом. Багаж привезли и рядом с вертолетом выгрузили, я постоял посмотрел по сторонам , понял что тут самообслуживание и на пару с мужиком сумки закидали. Все зашли , расселись, летчики начали запускать двигателя.. И вот тут я пожалел что полетел на Ми-8, взлетный режим... Такое чувство что все, сейчас на части он развалиться и все приехали. Но все обошлось, долетели отлично! Спасибо экипажу! Вот тут просто навеяло после просмотра...
you brang the thrust levers to idle in the turn (4:00) ,then added power(4:02), but you didn't get the performance you wanted because of idle thrust(4:01 -4:04) So you added more and by then you are already below Vapp, on your Vref. Thats the reason you got unstable, but you made the right decision to go around. Dont go to idle in a jet on the approach.
@@DenisOkan I dont get it. They specifically teach you not to be too keen on idle thrust in a jet especially during approach, the spool up time will catch even the best pilots out. if you need less thrust bring it to a little bit above idle. Then aim at the markers. Temporary exceedances -5 +10 to Vapp or whatever your company policy is not a big deal. Don't be afraid to accept criticism
@appleglory firstly, you are wrong about the reason of the go around. It was not the speed. The reason was awareness of having a chance of a low-level wind shear. When you feel a need, a tendecy to fly with a reduced thrust constantly because of the atmosphere conditions which are affecting the IAS, and at the same time you find yourself a bit high on approach, it would be a bad move to dive down trying to catch the profile. Thats why I decided to go around as I felt it could be dangerous to continue in case winds suddenly change. I repeated the approach trying to be more precise with the path and managed to do it. What experience do you have in aviation?
This is a messy cockpit. Training captain created too much noise, thrust to idle on final while speed is low is dangerous, then trainer asked for auto throttle on not knowing it will result in TOGA and having to switch it off again, seemingly surprised the nose pitched up. Nothing is wrong with not being a good trainer. Just fly the line.
Who was flying? You or him? Keep your hands to yourself. Nothing shows a lack of confidence as an instructor as these types that are constantly hover handing the controls. How long does it take you to move your hands from an at rest but ready position to the controls? A quarter of a second?
I find the pdf very interesting. Was the approach pretty by any means? No, but you seem to know that. Was it safe and within limits? Yes, and I would agree with that without any doubt. "stick&rudder" is a big problem these days. I challenge myself to turn all automation off as often as I can. Unfortunately, there are colleagues (even TRI/TRE) who really don't feel comfortable when the AP isn't ON. Most of them are really lacking ability to judge vertical profiles by distance from rwy or simply by looking out. pitch&thrust is sth that is unheard of to too many of us. So pls, fellow aviators: turn the flight directors off - my dog could follow the damn cross - and practise basic raw data and visual flying whenever conditions permit. It could save your ass one day! Love your videos by the way, Denis!
Денис, вот вы к TAZ подходите по FMC? и на 2600 футов, а потом на руках сами снижаетесь? По расчетной скорости снижения. То есть если не угадали-второй круг. Геморойный этот аэропорт, все с ним парятся. Или даже до тазика руками рулите?
Nice work with the landing, though I thought the training captain was a tad too much over bearing, thus the captain in training was not able to make decisions himself and as a result not able to fly confidently. He was given no room to breathe. The training captain micro managed everything which led to the poor performance of the captain in training.
Mudassir Khan fully agreed.. the instructor has a real bad form of CRM. Putting your hand on the flap lever as a sign for him to extend the flaps is the worst form of airmanship. The instructor might be an frequent flyer .. he definitely is not a good instructor pilot . Sorry to say. I don’t know the guy, but from what I see here , i wouldn’t be happy to fly with him .
Классное видео Денису Сергеевичу респект!! Посмотрел первую часть с интересом. Сейчас буду продолжение смотреть. Кстати, история этой посадки описана в 5 книге Дениса Сергеевича "Небесные истории" Стажёр.
Hey! I live in tivat, love your videos! P. S. Don't listen to those armchair pilots, you did a great job, especially considering the circumstances, tivat gives some hairy landings :)
a very nice G/A here captains. Both drivers remained calm and did everything by the book which is not a common thing during quite a stressful event such as go around.
@Kaizaro123 it's not panic, I wouldn't call it call that way. The go around procedure is not your day-to-day routine procedure and provides some adrenaline rush even to most experienced pilots. It's perfectly safe though if not affected by other factors.
I'm not a Boeing pilot but just interested: is it normal that you have to do so many inputs during a go-around (set LVAV, select HDG, select A/THR on, recycling the FD's to go into other modes,..)? On my type, we just hit TOGA and that's it.
It is normal. Except when doing a dual autopilot approach during an autoland. In that case you just need to hit the TOGA buttons and the aircraft flies the go around completely automatically with the autopilot and autothrottle engaged. LNAV then becomes active automatically in the roll channel above 400 feet RA.
Tivat is really not the place where you want to play around. Good decision process, and good crm in my opinion. On my ac, we can make a fms ndb overlay approach, cant fly it vnav, but it much more easy than the basic ndb.
Could you have done this approach in heading select and V/S? OWuld have helped with the work load I think. Set something sensible like 1000ft a minute and use the heading bug to keep track 335.
@@DenisOkan Now that you say it. I recall an approach into Lanzarote onto runway 21 and having to use V/S as the VNAV profile often set off a GPWS hard warning. It was gusty and the speed and A/T were like you said living its own life trying to keep the descent rate. Ended up having to go around and do a circle to land from the 03. Totally forgot about that experience! Thanks for the reply
There is a description under the video which says: The story of the flight: drive.google.com/file/d/1ryxl... It was one of my most difficult flights. I flew together with a trainee-captain. The weather in Tivat was supposed to be windy, and the only approach available was NDB RWY 32. This meant that we had to continue visually after the final descent point (TAZ NDB). As the NDB approach had been selected in the FMC, no vertical and lateral guidance (VNAV/LNAV) could be provided after TAZ. It was going to be a challenging approach. First, Runway 32 in Tivat is not alligned with the final path - at appx 500 feet you have to bank left as RWY course differs by 20 degrees from the approach track. It is not difficult when the air is calm, but it is not easy during hard gusts - the biggest problem is to control the speed and path simulataneously. The airport is located between the mountains, so, in windy weather pilots expect wind shears. So, we were ready for this and in means of safety, we discussed a possibility of changes the roles - if things go bad I will take controlls. And the things went bad...
Amazing video! This is another illustration why NDB approaches are so hated :) When I was studying aviation in Switzerland, there was an NDB approach on Bern and instructors loved to take students there. This airport can do with a PAPI approach lights. They can be handy to get some vertical guidance. It can't imagine the same approach done by night with similar weather. Thank you again for sharing with us captain. Your videos are always a great display of professionalism and airmanship.
I don't understand why everybody is so impressed, Look how at various moments the airplane is controlled by both pilots! Then listen to various non standard call outs....like; "Lets do a Go-Around" just to name a few, Unless this is what your FOM/SOP's calls for...
If you want to add some more stress to your buddy, you may heroically call 'Go around!'. If you want to control the stress, you may do it differently. Like 'let's go around'. Thats it.
MA 3N -yeah sure dude, thats why major Airlines (Where I am on a heavy jet) have CRM/MCC courses, A major part of these courses focus on propper call outs and phraseology. Do some research on accidents/incidents that were caused by none standard call out.
What was written to you in the previous answer was an example of a good CRM behavior. Do not mix really unstandard phrases (which were and are factors of different bad occasions) with the one used in that circumstances. If you have questions and do not believe a TRE (me) opinion - ask guys from that 'major airlines' to clarify. Also, you may study different lucky CRM cases, like Hudson landing. Did they use standard phrases only? And please, remember - nobody can be always perfect. Your behavior in the simulator and your behaviour under a reall stress will be different.
Thanks for a great video and the several lessons we are able to learn from it. I’m curious about the cut at 5:40 since it was just a few seconds lost and I can’t see what would be but understand it was probably edited out that way for a reason. Safe flying!
so many armchair pilots in the comments. If theres any doubt, go around. Theres been so many accidents in the past because the pilots continued to land with doubts.
2501kano if you read the story in the description under the video you might find something new for you. If you will still have any questions - do not hesitate to open a discussion. Setting a go around thrust technique is a really good topic.
Denis Okan - regardless of what you wrote in the document and the description, it would be wiser to admit that what you did was incorrect. I'm a TRI on the 737 so my input to this video is based on 1000s of hours in the simulator and training. Playing with the G/A thrust like that is an incredible hazard. What we always teach is, set desired go around thrust (full or reduced) and put both hands on the yoke - only go back to the thrust levers for level off. There have been way to many low speed events associated with pilots who set an initial low GA thrust (due to high ROC etc), and then got distracted and forgot it in that position. Especially in your case when you started the G/A with low energy. As you can see, eventually, you ended up putting G/A thrust anyway. Playing around with the thrust like that shows poor understanding of the G/A logic of the A/T which is apparent in a lot of Boeing pilots. The threats of somatogravic illusion, level bust, loss of control in flight etc that you mentioned are real - however it does not warrant that sort of use of the A/T. During a G/A the top priority is gaining height and accelerating. Once again, be open to this sort of feedback because it will make you a better pilot. I come to view these videos for that exact reason, to watch and learn.
Also, at 5:10 the A/T was working perfectly, yet you decided to disengage it once again. The reason why you had too much thrust and high ROC was because you left the flap in the same position. Remember that F/D in TO/GA logic will automatically bug up to the next flap speed as long as the flap lever keeps moving until you get ALT ACQ. Clearly you were distracted enough to keep the flaps in the same position, and therefore the only thing the AFDS can command is more climb at the current speed. Eventually as you move the flap lever, the bug goes to the next flap manoeuvring speed and therefore potential energy is converted to kinetic energy, resulting in lower rate of climb and more acceleration. Unfortunately go arounds in the 737NG are very poorly understood by pilots, and it always results in a very messy go around like this.
Out of curiosity, in such difficult conditions on an NDB approach why didn't you use the autothrust for approach ? Why don't you use the autopilot as well ? In HDG/VS, easier to manage and decreases workload. It seems like you wanted that approach to be hard, but maybe things work differently on your airplane ? Why don't you go toga thrust in the go around ?
1. First, it was an NDB Circling. It is not on the video, but I had to disconnect the autopilot and autothrust (last is not used together with the autopilot during approaches) after the plane (remaining in LNAV) started to perform left turn at TAZ - as this was in the FMC for that NDB approach. Then I transferred controls again to him. 2. Second, the 737 A/T performance isn't perfect. It easilly allows the speed to go higher than +10, which in normal conditions is an unstabilized approach. Again, the 737 autopilot is counteracting rapid deviations too slow if it is in the V/S and/or HDG SEL mode - it has a limited control. It works much more precise during an ILS, for instance. Heh. I can say - too much precise as it starts to counteract any small deviation, and can abruptly set really crazy pitches with unusual throttles movements - an experienced pilot can do it more smoother, for the passengers and, to be honest, own comfort. 3. The goal of the 1st approach was to give a training to the trainee, but it was unsuccessful, as you can see. 4. On the consequent attempt we selected LOC/DME approach in the FMC wich gave us vertical and lateral guidance after. But, again, I had to disconnect the automation - first, in Tivat this guidance will stop at 3.0 DME (according to the charted procedure) - before the final allignment with the runway. Second - according to the recommendations, if a pilot intends to do a manual landing, the automation has to be OFF early enough to get a feeling of the airplane.
And, we did use TOGA for go around. If you are asking why we didn't set max thrust - it is not needed for 2 engine go around. It is too high and in some bad circumstances can lead to loss of control, like Fly Dubai in Rostov.
Denis Okan I noticed you have replied to other comments about Flydubai that crashed in Rostov. My question here... isn't that still under investigation and that yes it crashed in IMC or inclement wx and that the pilots where very fatigued??
There are already known contributing factors, which the airlines (at least, Russian) analyze and provide recommendations and special pilot training. If you are interested, you can read this article: drive.google.com/file/d/1ryxlzBes9JXv6bdcrhVWz644XHKD82Nt/view
Currently flying airbus but Boeing all the way for me. I love Boeing. What country are you in. If you in South Africa or dubai I can arrange a intro flight for you with a flight school
Суслики помешали самолету сесть в Самаре. Кто только не выбегает на дорогу в неположенном месте… В самарском аэропорту через взлетную полосу проходит миграция сусликов. Уже во второй раз! В понедельник 20 июня 2022 года в аэропорту Самары произошла нештатная ситуация. Пилоты рейса Санкт-Петербург-Самара авиакомпании «Россия» при заходе на посадку в аэропорту Курумоч услышали по радиосвязи от диспетчера: «Выход сусликов! Выход сусликов!». Животные оказались на посадочной полосе, но аэропортовые службы успели вовремя среагировать. Самолет в последний момент ушел на второй круг. Пилоты вновь набрал высоту, чтобы покружить над аэропортом, пока суслики не покинут полосу. Через 15 минут борт благополучно сел в аэропорту Самары Курумоч. Утверждается, что за один уход на второй круг самолет тратит 600 кг топлива, что обходится примерно в 40 тысяч рублей. «Но сусликам счет не выставишь», - резонно замечают в Сети. Любопытно, что это уже второй подобный случай в самарском аэропорту за последние несколько месяцев. Аналогичная ситуация произошла в конце апреля 2022 года, сообщает издание 63 ru. Тогда в Курумоче по этой же причине не смог приземлиться самолет из Санкт-Петербурга.
Какое спокойствие в голосе и поведение, достойное настоящего летчика! Спасибо за картинку и любимый Тиват!
А не скучно бывает порой в кабине, Денис Сергеевич! Спасибо за видео! Благодаря таким кадрам истинно начинаешь понимать, что это за Работа и Труд.
Show this video to those who ask why are pilots paid so much.
Not all the pilots are paid much.. My salary is 1800 per month
@@josephciobanu8768 yeah well of course you need experience. Captains make $227/hr or $230,000 per year average (Canada)
Where in the world bro??? Im making nothing close than U$ 30k yr...7 yrs in A320 right side 4000 hours +
Cool Kiasha, in Canadian dollars, yeah?😁
Wow both of you did amazing. You worked together very well.
Looking forward to watch part 2. Captain Okan you are an excellent pilot.👏
Which pilot are you talking about. If it's the one we can see and who was flying hes not a captain.
Денис Сергеевич с праздником Вас! С 23 февраля!! Супер видео !!! СПАСИБО ОГРОМЕННОЕ!! Обожаю летать!!!!!
Спасибо!
Классно, что сказал "gear up" без коллаута "positive rate", и мониторил тягу в наборе. Супер! Второй на вводе чуток выпал, но не каждый день приходится уходить на реальном самолёте. Помню мой первый уход был немного косячным, но потом втянулся. Молодец, Денис, всё классно сделал. +Nice CRM!
вау пилот блог
Hats off to you sir. Please disregard all those unconstructive, negative comments. You are a great instructor. I’m a captain on 737-800/900ER too and as a pilot, I believe one should not think of himself/herself as a perfect pilot in the world. If a pilot got carried away with this attitude , trust me it could jeopardize the safety of a flight one day, due to their egos. I always treat my job and everything happened as a part of the learning curve. Everyday is not the same. Everyday we learn new things. When a pilot thinks he knows everything about flying, then I guess it is their best time to retire.
Thanks captain.
"When a pilot thinks he knows everything about flying, then I guess it is their best time to retire"
The Rule number 1 in aviation. Thank you! Safe flights!
Well said!!
Tivat is amaizing place!❤
Tivat je za mene najljepse mjesto na svijetu!🇲🇪
Спасибо Денис. Рассказ об этом заходе прочитал полностью (в трех частях) очень много интересного изложенно. Контент очень позновательный, с правильной философией. Желаю Вам успехов.
Captain Ive read your document and your explanation about go around, A/T usage, CRM is amazing. After my type training for 737 I realized how little I was ready for a go around especially if there are bank angle or speed limitaions and missed app altitude is fairly low. Since as a company procedure we disconnect A/P and A/T before 500 feet, In case of a go around it can easily make less experienced pilots disoriented where to set thrust, when to re engage AP and AT, when to retract flaps or what to do if u have climbed or passed the miss app altitude sooner then you expected. Then of course following proper lateral path. Almost engine failure procedure is much easier :) Nice flights and please keep up the good content. Cheers
Thank you! Safe flights!
Could feel the tension in the cockpit that time but u both were professionals and made it well. Keep up good work with ur caption that explain things we want to know 👍🏻👍🏻👍🏻
Simply Bravo!!! In IFR conditions just instruments need to be monitored but VFR is so complicated that you need concentrate on instruments and visual outside... That's why you guys are paid well and you all deserve that. A simple error may cost huge loss
Great video sir
Amazing multitasking. You guys are great: so calm, so professional.
Such a tense few minutes, you both handled the situation with the utmost professionalism, I really hope most pilots are like you!
Denis, you are an excellent pilot!
Самая главная фраза Let’s go around
Этим все сказано
Профессионализм это не лезть туда куда не надо ...
Есть время есть запас топлива...
Зачем рисковать ...
Денис восхищаюсь Вами и Вашей компетенцией 😉👍👍👍
Как всегда на высшем уровне🛫
Только сказано было "это go around". В этой ситуации любой грамотный командир выполнил бы уход, так как не были соблюдены критерии стабилизированного захода на посадку.
В данной конкретной ситуации заход был ещё стабилизированным. Но был риск.
@@ЭльвирХасаншин-ъ3н если не умеешь внимательно смотреть не учи уму других!!!!
Сказано было именно let's go around
Если не слышишь посмотри субтитры сделаные Денисом
@@DenisOkan полностью с Вами согласен👍
Денис когда следующий стрим?)))
Вопросик Вы знакомы с Андреем Борисовичем я смотрю так же как и Вас
Если знакомы то не задумывались сделать совместный стрим было бы очень интересно...
Спасибо 🙏
@@drakaris09 либо у тебя проблемы со слухом, либо у меня. Хотя влэк каждый год прохожу, у лора вопросов не было)) ты в курсе, что перевод с одного языка на другой происходит не дословно?
Awesome video and good skills! Few goaround cockpit videos out there! Wish we could watch the second landing...
Would love to see the 2and go around!! I loved go arounds as a flight attendant... but the power of the engines never fails to amaze me!
Christopher Pericolosi
I can imagine it must have been a pretty fun job! Def has it's rewards...although having to put up with total a$$holes along the way is always part of the job. . I KNOW, because I dealt cards in Vegas for 30 years. Although it was the most exciting and fun job to me... sadly it also had it's share of a$$holes we had to deal with. But I look back and SMILE, as the memories are mostly all very good. I miss my job and Vegas like crazy. :(
Happy New Year.
Part 2 Go round and landing..... th-cam.com/video/RNlmdpWiDvY/w-d-xo.html
Part 3 Departing Tivat.... th-cam.com/video/X9LpmFOrkg0/w-d-xo.html
And the story behind this fight. drive.google.com/file/d/1ryxlzBes9JXv6bdcrhVWz644XHKD82Nt/view
Good job. Just read your full flight story. Well done!
Nice video and explenation Captain!
Thanks, Captain!
Great job of the Captain coaching the trainee captain. Stayed calm throughout the entire situation. Phenomenal leadership and teamwork 10/10
What exactly was going on here? The trainee is in the captains seat, but seems like he is a new hire. Sorry if this is stupid im just a bit confused
andrew hahaha no I get it! If this was part of his upgrade I don’t think he made the cut. They may send him back down for some more time in the right seat before he’s ready to be captain. I bet the pax are glad the training captain was there 😬
great job, i love when pilot do Go Around because it is not about fail to land the plane but it is about the "Feel" / instinct to do the safe step, i really love when pilot do this, even some passgr think that maybe the pilot is a newbie so he can't land this plane, but i call this procesdure as a WISE STEP to do for the safety reason bcause the instinct it self and the SAFEST WAY for everybody on that cndtion, GBU always..
Денис круто! Ни одна, так сказать, мышца не дрогнула.. 👍💪
Hooray, finally a new video! Thank you for the extra practice of English)
Every experienced Captain will tell you that Tivat is one of the hardest airports to land, especially when you have hard north-west winds. Good decision with GA. :)
Greetings from Montenegro :)
Thanks)) I was there dozens of time, it was one of my most loving destinations in s7)
Greeting from Muscat!
Legend has it, they are still going around....
"Задержка, лучше чем катастрофа"
I see my house from your cabin. It has been very windy these days. All flights were diverted to Podgorica Airport. Greetings from Tivat 🙌
Good job Capt. For save flight
Wow sir it was amazing to watch all this from cockpit.
Thank you
Денис!! Отличное видео!! Обязательно буду ждать продолжения, ибо Тиват сам по себе очень сложный порт. Поскорей выкладывай!!!
Блин я прям горжусь пилотами вы реально крутые пацаны!!💯👐.. такая сложная работа жуть ..
Forget the bad comments concerning the call outs from people who thinks they are the best pilots because they know how to read a manual. Some people here forgot that flying an airplsne is not only "follow checks and callouts" but also ensure a proficient management of the situation, and good comunication with the crew. "Let's do a go around" Its more than enough.
Good video as always. Will keep watching you!
Hi, Ruben! I've got your message which you posted under Stefan williams' thread. But this thread was deleted by him, I think. At least I can not find it. So, you're asking "Denis Okan can you be my flight instructor?" Thanks for this, I was really warmed! I would like to be your instructor, of'course :) Fly Safe!
ОТВЕТИТЬ
Denis Okan haha thanks, I deleted it myself because I though it could sound a little fanboy in the middle of the argument. Ignore the comments saying bad things! I'm a student with just 9h and I wish to be a veteran just like you one day!! Keep doing this fantastic videos! :))
Have a nice and exciting course! Fly Safe!
As I can see, Denis, you are very experienced captain, you are able to fly only according to the displays, cold head, and clear mind :) ... I like your videos ;)
Спасибо за видео, надеюсь в закромах еще много роликов из S7, которые ждут публикации, в новой авиакомании не узнавали про возможность записи, или там это явно запрещено правилами? и еще интересно узнать, какая часть полета у вас самая любимая, осмотр самолета/подготовка/взлет/сам полет/посадка или когда полет завершен и пора объявлять погоду и разрешать отстегивать ремни?
Я не могу выделить самую любимую часть, иначе остальные обидятся.
During the upgrade process, basic flying skills and technical knowledge are a given - hopefully. Training is much more about judgement and management, getting comfortable in the role of commander. There are different cultures obviously. In my opinion, I would have like to see the trainee have a chance to decide the go around by himself. As long as safety is not compromised, of course. Because it's not so much about completing the approach than making the right call. Everyone can fuck up an approach every now and then - it shouldn't be a habit, though, especially for a captain in training. Of course, if you are low on fuel, it's a different situation and as PIC landing comes first but here it doesn't seem to be the case. Once again, different countries, different cultures. In Western Europe, it would have been rather damaging to the trainee's self confidence to see his trainer guide him a lot and eventually take over controls during the first approach and it would certainly have been caused for concern regarding the trainee's ability to be a commander. In Eastern Europe, this might be quite different?
I forgot what a handful the 73 is in a go around in those conditions, you can see why some crews run into problems in IMC at night. Good call to take over and do the missed approach
Excellent, can't wait for the second part!
Holy moly, that looked busy!
С ПРАЗДНИКОМ ДЕНИС!!!! Мягких посадок,здоровья,и новых впечатлений!!!
Жаль что многие авиакомпании запрещают снимать и выкладывать видео, смотря видео из кабины пилота ,это будет странно звучать,но хочется летать, хоть и боюсь летать, (не из-за аэрофобии)!!!
Very professional 👍
Да, ветер дал пинка!
Ну вот нормальный, спокойный уход на второй круг (по крайней мере внешне так показалось). Без нервов и паники всё чётко, а главное своевременно сделано.
У всех бы так. Я из Казани.
ДА УЖ В КАЗАНИ У БОИНГА К СОЖАЛЕНИЮ ТАК НЕ ПОЛУЧИЛОСЬ
Давненько уже ждал GoAround)
Командир молодец!!!!!!! Много был в Тивате, но на 2й круг не уходил...!
To be honest, I don't see anything wrong with the CRM. The training captain is still responsible for the flight even if seated on the right seat. I get about the call outs, however, go arounds are busy procedures and I believe the go around here was done on the proper way. The only thing I would say is that hopefully the captain got authorized by his coworker to upload the video on TH-cam, otherwise it could be disrespectful to do it.
Удачного полета и конечно приземления. Красиво .😍👍🙇♀️
С праздником Гражданской Авиации Денис !Здоровья .легкого неба " безопасных полетов и" ничто Вас не может вышибить из седла ......" Счастья Вам !!!Бабушка 80 лет
Does it hurt your trainee captains’ upgrade chances when you feel you have to assume control of the aircraft from him?
Safety first, feelings second
I think the question was more : if you take control, does the trainee test fails automatically or he still has a chance ?
It wasn't a check ride. It was a training flight. So, we didn't think about "chances".
Помню год 2007 или 8 , домой летел с Новосибирска, через Мирный, на Ленск и дальше. С Ленска до дома на Ан-2 оставалось часа 1,5 лета. Весна в тех местах поздно наступает и ветра сильные дуют. Вообще вылет задерживали часа на 3 , а потом и вообще отменили. Денег нет на гостишку(студентом был), аэропорт на ночь закрывают, ну думаю попал.. Тут вдруг объявление, такой то рейс до Витима(куда мне и надо было) отменен из-за сильного ветра. НО!!! будет вертолет который всех заберет. Еще тогда подумал если самолету нельзя взлетать, то как вертолет то полетит. Вообщем пошли на посадку пешком, ветер был такой , что по взлетке люди шли с трудом. Багаж привезли и рядом с вертолетом выгрузили, я постоял посмотрел по сторонам , понял что тут самообслуживание и на пару с мужиком сумки закидали. Все зашли , расселись, летчики начали запускать двигателя.. И вот тут я пожалел что полетел на Ми-8, взлетный режим... Такое чувство что все, сейчас на части он развалиться и все приехали. Но все обошлось, долетели отлично! Спасибо экипажу! Вот тут просто навеяло после просмотра...
you brang the thrust levers to idle in the turn (4:00) ,then added power(4:02), but you didn't get the performance you wanted because of idle thrust(4:01 -4:04) So you added more and by then you are already below Vapp, on your Vref. Thats the reason you got unstable, but you made the right decision to go around. Dont go to idle in a jet on the approach.
Oh! I thought that was because of the gusty winds playing with the speed while I was keeping it within the limits. Thanks for the explanation, dude!
@@DenisOkan I dont get it. They specifically teach you not to be too keen on idle thrust in a jet especially during approach, the spool up time will catch even the best pilots out. if you need less thrust bring it to a little bit above idle. Then aim at the markers. Temporary exceedances -5 +10 to Vapp or whatever your company policy is not a big deal. Don't be afraid to accept criticism
@appleglory firstly, you are wrong about the reason of the go around. It was not the speed. The reason was awareness of having a chance of a low-level wind shear. When you feel a need, a tendecy to fly with a reduced thrust constantly because of the atmosphere conditions which are affecting the IAS, and at the same time you find yourself a bit high on approach, it would be a bad move to dive down trying to catch the profile. Thats why I decided to go around as I felt it could be dangerous to continue in case winds suddenly change. I repeated the approach trying to be more precise with the path and managed to do it.
What experience do you have in aviation?
modern engines are absolutely fine to go idle on approach.
@@tinglydingle look again. It takes 3+seconds for a jet to spool up from idle
communication is key and they nailed it!
You can always, go around
If it don't look right coming down,
Don't wait until your sideways maybe sliding upsidedown,
You can always, go around.
Говоря они до сих пор вокруг острова летают
Хаха
А топливо
Пока вы там заходили на посадку.. Слава Богу я не пассажир в том самолете. А так - красиво, молодцы, ребята!
да уж ВПП конечно там отличное, чуть не расчитал, и ты уже купаешься в море не выходя из самолёта, вот это я понимаю сервис :))
This is a messy cockpit. Training captain created too much noise, thrust to idle on final while speed is low is dangerous, then trainer asked for auto throttle on not knowing it will result in TOGA and having to switch it off again, seemingly surprised the nose pitched up. Nothing is wrong with not being a good trainer. Just fly the line.
Just read the description of the video. Safe flights!
Legend has it they are still trying to land out there somewhere... *looks out in the stars*
Браво!!! Когда услышал I have comtrol, мне прям поспокойней стало))
Who was flying? You or him? Keep your hands to yourself. Nothing shows a lack of confidence as an instructor as these types that are constantly hover handing the controls. How long does it take you to move your hands from an at rest but ready position to the controls? A quarter of a second?
drive.google.com/file/d/1ryxlzBes9JXv6bdcrhVWz644XHKD82Nt/view
I find the pdf very interesting. Was the approach pretty by any means? No, but you seem to know that. Was it safe and within limits? Yes, and I would agree with that without any doubt. "stick&rudder" is a big problem these days. I challenge myself to turn all automation off as often as I can. Unfortunately, there are colleagues (even TRI/TRE) who really don't feel comfortable when the AP isn't ON. Most of them are really lacking ability to judge vertical profiles by distance from rwy or simply by looking out. pitch&thrust is sth that is unheard of to too many of us.
So pls, fellow aviators: turn the flight directors off - my dog could follow the damn cross - and practise basic raw data and visual flying whenever conditions permit. It could save your ass one day!
Love your videos by the way, Denis!
Thank you very much! Appreciate!
I love the Tivat videos!
Yeah buddy! Great video. Great PIC skills.
Денис, вот вы к TAZ подходите по FMC? и на 2600 футов, а потом на руках сами снижаетесь? По расчетной скорости снижения. То есть если не угадали-второй круг. Геморойный этот аэропорт, все с ним парятся. Или даже до тазика руками рулите?
на самом интересном месте... )
Great videos! Keep them coming!
Dont understand technicalities but good to see someone come ahead & take responsibility.thats called leadership.way to go,in trying times.
Здоровья , удачи и Божией помощи
Nice work with the landing, though I thought the training captain was a tad too much over bearing, thus the captain in training was not able to make decisions himself and as a result not able to fly confidently. He was given no room to breathe. The training captain micro managed everything which led to the poor performance of the captain in training.
My previous airline had a very strict policy of stabilized approaches. We were about to be unstabilized when I had to take over.
Mudassir Khan fully agreed.. the instructor has a real bad form of CRM. Putting your hand on the flap lever as a sign for him to extend the flaps is the worst form of airmanship. The instructor might be an frequent flyer .. he definitely is not a good instructor pilot . Sorry to say. I don’t know the guy, but from what I see here , i wouldn’t be happy to fly with him .
I'm happy I will never fly with you, bro. Your comment is very unprofessional.
@@morry271 he said that to the training pilot? how disgusting..
That was a stupid joke.
Классное видео Денису Сергеевичу респект!! Посмотрел первую часть с интересом. Сейчас буду продолжение смотреть. Кстати, история этой посадки описана в 5 книге Дениса Сергеевича "Небесные истории" Стажёр.
Hey! I live in tivat, love your videos!
P. S. Don't listen to those armchair pilots, you did a great job, especially considering the circumstances, tivat gives some hairy landings :)
Awesome video! very hard not to watch the whole thing! great flying.
a very nice G/A here captains. Both drivers remained calm and did everything by the book which is not a common thing during quite a stressful event such as go around.
@Kaizaro123 it's not panic, I wouldn't call it call that way. The go around procedure is not your day-to-day routine procedure and provides some adrenaline rush even to most experienced pilots. It's perfectly safe though if not affected by other factors.
"Это был один из самых трудных моих полетов" - в видео "это Го эраунд", как будто так и должно быть, ничего необычного
I'm not a Boeing pilot but just interested: is it normal that you have to do so many inputs during a go-around (set LVAV, select HDG, select A/THR on, recycling the FD's to go into other modes,..)?
On my type, we just hit TOGA and that's it.
It is normal. Except when doing a dual autopilot approach during an autoland. In that case you just need to hit the TOGA buttons and the aircraft flies the go around completely automatically with the autopilot and autothrottle engaged. LNAV then becomes active automatically in the roll channel above 400 feet RA.
@@SamathPerera Thanks for the explanation!
Being a layman about planes I believe he was teaching his subordinate all the details.
Please always translate your videos in english for us english speaking aviators. This was an awesome clip
Hi! Have you watched this?
th-cam.com/video/hBNN5I0mtTc/w-d-xo.html
Хорошо сработано Денис.
Спокойно
Tivat is really not the place where you want to play around.
Good decision process, and good crm in my opinion.
On my ac, we can make a fms ndb overlay approach, cant fly it vnav, but it much more easy than the basic ndb.
Congratulations for your bravery and your steel mind
Nice that you answer comments! But one question, why did the autothrottle make so much thrust. I thought you didnt want as much
Sorry, I didn't get you. What moment of the video you are asking about?
Could you have done this approach in heading select and V/S? OWuld have helped with the work load I think. Set something sensible like 1000ft a minute and use the heading bug to keep track 335.
It is easier to control manually during such kind of approach in such kind of winds.
The autopilot doesn't control V/S well, a ms the A/T behaivior can make it even worse.
@@DenisOkan Now that you say it. I recall an approach into Lanzarote onto runway 21 and having to use V/S as the VNAV profile often set off a GPWS hard warning. It was gusty and the speed and A/T were like you said living its own life trying to keep the descent rate. Ended up having to go around and do a circle to land from the 03.
Totally forgot about that experience!
Thanks for the reply
Fly safe!
как всегда шикарное видео
Is the pilot in the left seat a qualified pilot or training, he kept making small error??
There is a description under the video which says:
The story of the flight: drive.google.com/file/d/1ryxl...
It was one of my most difficult flights.
I flew together with a trainee-captain. The weather in Tivat was supposed to be windy, and the only approach available was NDB RWY 32. This meant that we had to continue visually after the final descent point (TAZ NDB). As the NDB approach had been selected in the FMC, no vertical and lateral guidance (VNAV/LNAV) could be provided after TAZ.
It was going to be a challenging approach. First, Runway 32 in Tivat is not alligned with the final path - at appx 500 feet you have to bank left as RWY course differs by 20 degrees from the approach track. It is not difficult when the air is calm, but it is not easy during hard gusts - the biggest problem is to control the speed and path simulataneously.
The airport is located between the mountains, so, in windy weather pilots expect wind shears. So, we were ready for this and in means of safety, we discussed a possibility of changes the roles - if things go bad I will take controlls.
And the things went bad...
Молодцы, кто не рискует тот пьёт шампанское, а кто рискует за того пьют молча. Риск должен быть оправдан.
славно сказано! )
Это не риск это Навык Опыт Слетанность Оценка в принятии решении- все это дает результат
Go around is a good decision
Amazing video! This is another illustration why NDB approaches are so hated :) When I was studying aviation in Switzerland, there was an NDB approach on Bern and instructors loved to take students there. This airport can do with a PAPI approach lights. They can be handy to get some vertical guidance. It can't imagine the same approach done by night with similar weather. Thank you again for sharing with us captain. Your videos are always a great display of professionalism and airmanship.
I don't understand why everybody is so impressed,
Look how at various moments the airplane is controlled by both pilots! Then listen to various non standard call outs....like; "Lets do a Go-Around" just to name a few, Unless this is what your FOM/SOP's calls for...
They are humans not robots, “Lets do a goaround” literally means GOAROUND unless your illiterate.
If you want to add some more stress to your buddy, you may heroically call 'Go around!'. If you want to control the stress, you may do it differently. Like 'let's go around'. Thats it.
MA 3N -yeah sure dude, thats why major Airlines (Where I am on a heavy jet) have CRM/MCC courses, A major part of these courses focus on propper call outs and phraseology. Do some research on accidents/incidents that were caused by none standard call out.
What was written to you in the previous answer was an example of a good CRM behavior. Do not mix really unstandard phrases (which were and are factors of different bad occasions) with the one used in that circumstances. If you have questions and do not believe a TRE (me) opinion - ask guys from that 'major airlines' to clarify. Also, you may study different lucky CRM cases, like Hudson landing. Did they use standard phrases only? And please, remember - nobody can be always perfect. Your behavior in the simulator and your behaviour under a reall stress will be different.
Djuri Spijker Hear hear
Hi bro super video thank you 😍👍
А я смотрел, смотрел это кино до самого конца и так и не дождался, как Денис покажет успешную и мягкую посадку после ухода на второй круг.
так смотрите продолжение
th-cam.com/video/RNlmdpWiDvY/w-d-xo.html
Некоторые, интересно, пытались бы сажать...побольше бы таких как Денис
Thanks for a great video and the several lessons we are able to learn from it. I’m curious about the cut at 5:40 since it was just a few seconds lost and I can’t see what would be but understand it was probably edited out that way for a reason. Safe flying!
I noticed you have 2 near full wing tanks. Is this due to high fuel costs in tivat?
Yes
so many armchair pilots in the comments. If theres any doubt, go around. Theres been so many accidents in the past because the pilots continued to land with doubts.
Aviation videos are usually filled with people who think they're experienced pilots because they play Flight Simulator!
Great vid! I love that calming music at the outro. Does anybody know where it's from?
It is "The Wedding Invitation"
@@DenisOkan 👍
737 Have auto land in such situations?
No
Ok. Amazing landing effort. Would love to see you fly Airbus like in similar wind sheer conditions.
Why is there so much pilot input to the throttles on the G/A, especially the initial part ?
There is an answer in the description
No there is not. You simply did not follow the Boeing written go-around procedure. This is terrible flying.
2501kano if you read the story in the description under the video you might find something new for you. If you will still have any questions - do not hesitate to open a discussion. Setting a go around thrust technique is a really good topic.
Denis Okan - regardless of what you wrote in the document and the description, it would be wiser to admit that what you did was incorrect. I'm a TRI on the 737 so my input to this video is based on 1000s of hours in the simulator and training. Playing with the G/A thrust like that is an incredible hazard. What we always teach is, set desired go around thrust (full or reduced) and put both hands on the yoke - only go back to the thrust levers for level off. There have been way to many low speed events associated with pilots who set an initial low GA thrust (due to high ROC etc), and then got distracted and forgot it in that position. Especially in your case when you started the G/A with low energy. As you can see, eventually, you ended up putting G/A thrust anyway. Playing around with the thrust like that shows poor understanding of the G/A logic of the A/T which is apparent in a lot of Boeing pilots. The threats of somatogravic illusion, level bust, loss of control in flight etc that you mentioned are real - however it does not warrant that sort of use of the A/T. During a G/A the top priority is gaining height and accelerating. Once again, be open to this sort of feedback because it will make you a better pilot. I come to view these videos for that exact reason, to watch and learn.
Also, at 5:10 the A/T was working perfectly, yet you decided to disengage it once again. The reason why you had too much thrust and high ROC was because you left the flap in the same position. Remember that F/D in TO/GA logic will automatically bug up to the next flap speed as long as the flap lever keeps moving until you get ALT ACQ. Clearly you were distracted enough to keep the flaps in the same position, and therefore the only thing the AFDS can command is more climb at the current speed. Eventually as you move the flap lever, the bug goes to the next flap manoeuvring speed and therefore potential energy is converted to kinetic energy, resulting in lower rate of climb and more acceleration. Unfortunately go arounds in the 737NG are very poorly understood by pilots, and it always results in a very messy go around like this.
Subscribed. Thanks for the video.
Out of curiosity, in such difficult conditions on an NDB approach why didn't you use the autothrust for approach ?
Why don't you use the autopilot as well ? In HDG/VS, easier to manage and decreases workload. It seems like you wanted that approach to be hard, but maybe things work differently on your airplane ?
Why don't you go toga thrust in the go around ?
1. First, it was an NDB Circling. It is not on the video, but I had to disconnect the autopilot and autothrust (last is not used together with the autopilot during approaches) after the plane (remaining in LNAV) started to perform left turn at TAZ - as this was in the FMC for that NDB approach. Then I transferred controls again to him.
2. Second, the 737 A/T performance isn't perfect. It easilly allows the speed to go higher than +10, which in normal conditions is an unstabilized approach. Again, the 737 autopilot is counteracting rapid deviations too slow if it is in the V/S and/or HDG SEL mode - it has a limited control. It works much more precise during an ILS, for instance. Heh. I can say - too much precise as it starts to counteract any small deviation, and can abruptly set really crazy pitches with unusual throttles movements - an experienced pilot can do it more smoother, for the passengers and, to be honest, own comfort.
3. The goal of the 1st approach was to give a training to the trainee, but it was unsuccessful, as you can see.
4. On the consequent attempt we selected LOC/DME approach in the FMC wich gave us vertical and lateral guidance after. But, again, I had to disconnect the automation - first, in Tivat this guidance will stop at 3.0 DME (according to the charted procedure) - before the final allignment with the runway. Second - according to the recommendations, if a pilot intends to do a manual landing, the automation has to be OFF early enough to get a feeling of the airplane.
And, we did use TOGA for go around. If you are asking why we didn't set max thrust - it is not needed for 2 engine go around. It is too high and in some bad circumstances can lead to loss of control, like Fly Dubai in Rostov.
Denis Okan wow! What a detailed response! Thank you!
Denis Okan I noticed you have replied to other comments about Flydubai that crashed in Rostov. My question here... isn't that still under investigation and that yes it crashed in IMC or inclement wx and that the pilots where very fatigued??
There are already known contributing factors, which the airlines (at least, Russian) analyze and provide recommendations and special pilot training. If you are interested, you can read this article:
drive.google.com/file/d/1ryxlzBes9JXv6bdcrhVWz644XHKD82Nt/view
Nothing as good as a difficult landing. Always gets the pulse going
luda mai lol yes I am a captain been a pilot for 10 years now
Currently flying airbus but Boeing all the way for me. I love Boeing. What country are you in. If you in South Africa or dubai I can arrange a intro flight for you with a flight school
Benwin Greeff 😂😂😂
Суслики помешали самолету сесть в Самаре. Кто только не выбегает на дорогу в неположенном месте… В самарском аэропорту через взлетную полосу проходит миграция сусликов. Уже во второй раз! В понедельник 20 июня 2022 года в аэропорту Самары произошла нештатная ситуация. Пилоты рейса Санкт-Петербург-Самара авиакомпании «Россия» при заходе на посадку в аэропорту Курумоч услышали по радиосвязи от диспетчера: «Выход сусликов! Выход сусликов!».
Животные оказались на посадочной полосе, но аэропортовые службы успели вовремя среагировать. Самолет в последний момент ушел на второй круг. Пилоты вновь набрал высоту, чтобы покружить над аэропортом, пока суслики не покинут полосу. Через 15 минут борт благополучно сел в аэропорту Самары Курумоч. Утверждается, что за один уход на второй круг самолет тратит 600 кг топлива, что обходится примерно в 40 тысяч рублей. «Но сусликам счет не выставишь», - резонно замечают в Сети. Любопытно, что это уже второй подобный случай в самарском аэропорту за последние несколько месяцев. Аналогичная ситуация произошла в конце апреля 2022 года, сообщает издание 63 ru. Тогда в Курумоче по этой же причине не смог приземлиться самолет из Санкт-Петербурга.
Денис респект !!!