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Great content...but there are way too many adverts for such a short video. It would be more reasonable to have one at the start and ONE in the middle...no more. Its just fucking annoying otherwise.
What I really like about green dot videos is that he puts light on aviation incidents that are not well known instead of the few who have been talked about in many other documentaries and videos.
Also, ones that are near disasters and not just strictly disasters. It gives the video a bit of mystery instead of knowing that in every video everyone is going to die.
I was on that flight. Right after the engine cut out the Captin got on the intercom and said "This version of the 747 is 25% more fuel efficient than any other 747".
My father retired as a UAL captain flying 747s out of SF to Asia. There are no RU-vid videos about him, but that’s because he never made a dangerous decision in 35 years as a pilot. There are so many like him who studied hard, flew well, and delivered hundreds of thousands of people safely around the world. And that’s a decent legacy. :-)
I could see my kids making this same comment. But there are a couple decisions I'd make differently after 39 years and 30,000 hours. But fortunately, like your dad, nothing bad has ever resulted from my choices. Congrats on his retirement, I'm hoping to join that group soon.
My former father in law was one of the first UAL pilots and the same was true of him. He passed away in the 1990s, after having been retired for over 30 years
8:16 "and the crew declared an emergency to air traffic control" - the rare case where air traffic control will be happy to hear a declaration of emergency - an emergency is still lots better than a crash that has already happened.
Former resident of Avalon Park here. I was 10 at the time. I remember being woken up by the vibrations and my parents screaming. If it got a little higher then it did I probably would of slept through it. You got used to planes going over after a while, it was part of living there. Whenever they were lower then normal we felt uneasy. Me and my little sister slept together that night as we were scared. I live in Dallas now and my sister lives in San Mateo.
@@maggaveli6764 I live in Cincinnati, the greater Cincinnati Airport is right across the ohio River in Northern Kentucky about 2 miles from home the way the crow flies. I grew up hearing aircraft coming and going at all hours of the day and night. 0ne Sunday morning in 66 I outside getting the Sunday morning paper. It was so foggy cars on the road could only creep at walking speed. Just then a 727 flew over lower than any plane I had previously seen.it crossed the river covered by the fog and BOOOOOOM! THE FIRE, THE GROUND SHOOK I Couldn't believe what I had just witnessed. To make matters worse, my neighbors Mr and mrs McAfee were on that plane. She was identified by her ring found on a hand. She was afraid to fly but the family talked her into it. She was killed 2 miles from home, no one could believe it, the guilt everyone had telling her how safe flying is God rest his and her soles..0
I live in San Francisco and pass the airport all the time. The San Bruno mountains are clearly visible from the airport and don't leave much room for error in an incident such as this. Lots of credit to the pilots and very scary.
You've quickly become one of my favorite airtraffic disaster channels. Your narration and quality research paired with excellent visuals make for some amazing educational content!
@@solidfuel0 Are you cracked out? This is quality for RU-vid. If you expect so much maybe you should go watch TV or something. No one asked for your negative opinion.
@@solidfuel0for a youtube video made in under a month with little to no budgets available, these are the best visuals i've ever seen on an air disaster channel.
Airtraffic disaster? Wtf is that supposed to mean. First of all, there was no disaster in this video. It was close to disaster. Also wtf is airtraffic in your context? Do u mean aviation disaster? You’re like 10 years old. Get outta here
I would be interested in your take on Olympic flight 411 over Athens which seems to have similarities to this incident but on that occasion the pilots were hailed as heroes for ignoring the standard operating procedures and saving the day.
if it crashed it would have been the 3rd deadliest plane crash ever. as there was around 400 people on board. It would have only been behind JAL123 and the Tenerife Airport Collision
The main difference between the crew of this flight and the crew of the Olympic flight is *why* the pilots did not follow their SOPs. For this flight, the pilots didn't follow SOPs because their instincts directed them not to. The Olympic flight's crew didn't exactly ignore the SOPs; rather, they applied their deeper knowledge and reasoning to make the critical decision to override the SOPs. That's the difference. One was negligent, the other was intelligent.
@@GreenDotAviation you'll definitely do the OA411/Captain Migadis flight justice. Mentour and a couple others did it and your treatment will be excellent.
There was a flight in Athens Greece that faced a similar incident where they'd lost engine power on their (I believe) No 3 engine on take off, and only just managed to avoid a terrain collision into Pan's Hill before slowly recovering and returning to the airport.
Idk if it was included in the final report or not, but it would have been interesting to know what happened to the engine to fail at TO. I would have appreciated this info in your video, but none the less great content, and visuals, as always 😉
i cannot find anything about this on any report, just how some regulations were changed regarding pilot training as an aftermath. coupled with the design of an engine to detach itself in case of massive structural failure without damaging the plane, as well as planes not being over reliant on just one engine to be able to fly and land safely to the nearest runway, my guess is that it is expected that an engine can potentially fail during flight, even with proper maintenance. conclusion... the engine simply malfunctioned and it was nothing worth reporting. what was important was that pilot training has been upped for such an eventuality to properly respond. but that's my 2 cents. yes, i am also curious what exactly happened to the engine.
The production quality of your channel is absolutely incredible. One thing I think could possibly make your production quality even better, is to take into account what things look like for your viewers who are watching your videos zoomed in on their phones (like on an S21 Ultra with a 20:9 aspect ratio). An example of this would be to make it so the graphic at 0:47 isn't cutoff for these viewers. Just an idea though, you're killing it regardless.
@@GreenDotAviation I'm watching on a 32" screen and everything's fine. Why would somebody watch such a beautiful video on a phone??? It's one step above radio.
Mini Air Crash Investigation covered this one a while ago but your video is perfectly complementary. Your graphics and animations are superb as well as your camera angles!
United Flight No. 863 is still used for this route; in fact, another UAL 863 (this time a 787) was on the taxiway when Air Canada 759 nearly crashed into it along with four other planes on a taxiway. Nearly meaning about 10-20 feet of separation.
Yahahaha... just heard your little segway into the sponsor ad... chuckles.. very smooth indeed. Hehehe... that really did make me chuckle with appreciation for the smarts. Love it
When I took a lifeguard class, we spent 90% of class time, learning the things that would happen 10% of time... i.e. the saving of people, and knowing our responsibilities as lifeguards. I am surprised to hear that many airline pilots don't know how to really fly a plane.
I lived in the bay area and remembered this on the news. Planes taking off runway 28R and 28L heading straight out will be well clear of the San Bruno mountain. They seriously drifted off course and got lucky there was no collision.
This is how GA pilots frequently die to stall/spin crashes. It's shockingly bad that a commercial pilot would fail to use the ruder properly in a situation like this.
Somehow I'd never heard of this incident, despite having taken United 863 over 20 times. Some of my best childhood memories are on a 747 from SFO to Sydney! Slightly unnerving to see a flight number I know from heart in the title of an airplane crash video.
I am a new but avid binge watcher of your videos and it’s been my release for quitting smoking (I know it’s odd but I love them so much). Though this one was a close call I’d love to know how the engine failed but also what shocked me was that the captain openly said and even apologised that he made a mistake not helping the first officer. A lot of the time you hear of captains being arrogant so props to him. Love from the land of Cornwall 😂😂
omg. I made almost that same flight in a United 747-400 out of SFO a year later but to Manilla instead of Sydney. Besides San Bruno mountain, there is a tall-ish north-south 'coastal range' that all north or west bound planes have to cross. Watching a jumbo climb up out of SFO has always been a little breathtaking.
I couldn't find any info on why the engine had problems during that flight, nor this video covers it compared to others on this channel. Does anybody know what was the cause of the problem?
My question about this, is, exactly why did the number 3 engine overheat in the first place, I mean the plane was only getting started on its jorreny, I get some of the training stuff but why did it heat up in the first place?
"dead foot dead engine". Yes propper rudder control was vital here. Crucially important to note is that adverse yaw will no longer occur. You do not want to induce even more drag. Additionally with impropper rudder or no rudder, you will have sidelsip. Unfortunately all went wrong. Thank god they recovered
I am a pilot on small aircraft. I have no autopilot. Erg, I fly my plane 100% of the time, so 1,000 hours flying time means that I've flown my plane 1,000 hours. However, for airline pilots who have, say, 10,000 hours flying time, they have, in my opinion, perhaps, 200 actual hours flying time as they are really passengers once they engage the autopilot. I well remember my time under the hood flying by instruments alone with no visual references. which saved my butt on 2 occasions. I firmly believe that a certain percentage of the time a pilot should fly VFR to maintain flying skills.
That's an interesting point. Larry. From what I've learned from these videos ( Green dot and Mentour especially) even if a plane is on autopilot the pilots are monitoring their controls, even when cruising on autopilot, so a percentage of the pilots' time is performing as a technician, I guess. Intersrestingly, speaking with a friend who works for Airbus, her job is to work on future systems that cncel out more of the potential errors of the pilot, which must be a good thing, though ultimately she says that technically there may be one day systems in place that mean a pilot need not be flying the plane.....scary ! Technician or pilot, l for one feel we need skilled human input at the helm
@@matthewcoldicutt5951 Yes, they are "monitoring" their controls. However, they have buzzers, bells and voices to alert them to any malfunction or abnormality. Altogether, too many pilots become complacent and rely on their gadgets. I agree that we should have a human being at the controls. Even the military fighters have computers that will not allow pilots to do certain things.
Also about SFO: During winter storms, planes fly over my area on a weather diversion for {reasons}. two weeks ago when we had our 'bomb cyclone' I saw a 777 coming in quite near, flying almost sideways to its path of travel... No worries.
Although it would have been asymmetrical thrust the F/O should have went to full throttle to gain air speed and apply left rudder to counter act the thrust imbalance and climb out of a near stall
Amusingly, from watching so many of these videos on RU-vid, I actually knew one should use the rudder rather than the control column for an engine failure course correction.
Excellent production, research and explanation of this incident!! Thank you -- and, as always, it's good to know they returned safely to the ground after such a harrowing experience. 👍✈✈👍
I love your videos. Please could you tell me, at the knife-edge of stalling and proximity to the ground, why didn't the crew temporarily increase the power on the faulty engine just enough to get past the "knife edge"?
Similar flight profile to the astonishing Olympic Airways incident in 1978. Flight OA411 Boeing 747-200 Athens - Ellinikon International to New York - JFK The fuel/pax load heavy aircraft was unable to climb, and remained near stall speed due to issues including errors made by the F/E complicated further by the summer day's high heat radiating off the city, with high terrain profile directly ahead. The aircraft could not turn away, knocked TV antennae off apartment buildings and only cleared the outer city hills by metres. The captain did an unbelievable job. The flight attendants could appreciate their low altitude and expected the worst, while the excited American tourists onboard were snapping photographs thinking it was a special sightseeing departure route!
San Francisco Airport has a designated “Engine failure terrain avoidance escape route”. At 2.5 DME SFO VOR, turn right track 310 degrees. Then intercept SAU VOR 250 radial outbound. Didn’t they know that???
@@hauntedshadowslegacy2826 Maybe you are right. When I first flew to SFO Airport in 2012, the escape route was already there. Don’t know if it existed at the time of this incident in 1998.
The switch of aircraft meaning of course that following correct procedures even more vital since an engine failure at the same moment on one of those would leave you half your normal thrust, not three quarters....
The recency of experience has always been 3 takeoff and landings in 90 days. This can be accomplished in a simulator. This pilot very well could have only done 1 in the actual airplane in the past year but he still must have the recency required. I'm not convinced that UAL doesn't accept sim TO/LDGs. Any UAL folks out there who know?
Hi friend. "The recency of experience has always been 3 takeoff and landings in 90 days" What language is your mother tongue? "recency" is not a word. In English it is said as follows: "In my recent experience I always did 3 takeoff and landings in 90 days"
Terrible link to your sponsor but otherwise up to your usual high standard of video! Why is it that before I am due to take a flight somewhere I am absolutely hooked on these type of things??
Every six months, every pilot gets to perform, an engine failure after take off, EFATO, as part of their licence revalidation, it gets to become instinctive, that in the event of asymmetric power, you control the yaw with rudder, it’s basic, this individual should not be anywhere near a public transport aircraft, the captain,in this incident , as pilot monitoring, should be aware of this deficiency, and should have taken control, the priority below 400 feet is to fly the aircraft, securing the engine is secondary to this, both are culpable as you state in this video.
28R has an Special EFP to steer you away from the terrain in case of an engine failure. We have it published for my company's 747-400 aircraft. Why didnt the FO follow the EFP? Aviate, Navigate, Communicate.
I taught on light twins and 4 engine heavies. It's the same drill. Dead foot, dead engine. If you lose thrust on the left, you'll need right rudder. If you apply and hold the correct amount the control wheel or stick will be centered. If not, the control wheel will be pointing to the direction that you need more rudder.
At the end of the day none of this would have happened if there had been no problem with engine 3. So what caused the increased temperature and vibrations. Was it a maintenance fault, if so were they reprimanded.
