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I've been wanting to design a game where you get an actual college education in your field of choice. VR University, you attend a virtual university with a fully explorable campus. You can meet new people and you must go to your classes like normal. You could also party on the weekend. It would be a huge deal for not only game design but also in public education. For $60-$120 you will get a college education and a virtual social life as well. I can't wait until we get to the point where this is possible. I mean it's technically possible now, but a lot has to happen and a lot has to change for this idea to fully work as designed.
20:10 Part of me is just glad to hear a story where the pilot responded to a stall by putting the nose down. It’s insane how many people have lost their lives to pilots pulling up or doing nothing.
Well it's rare for there to be an incident report when there was no loss of life and the plane landed safely, so the number of times a pilot got confused and mishandled a stall is probably overrepresented in documentaries. Remember Petter usually shies away from anything without an official report (in fact he only once did so without a report) so we're not going to hear much about the times a stall was handled correctly. In fact given there was no one dead, I'm surprised there _is_ a report this time since, again, it's usually reserved for incidents with loss of hull or life.
@@alex_zetsuyeah, exactly. As much as I want to learn about airplane accidents, I also fully recognize the hundreds of times safer flying is than other forms of transportation and the fact that accidents are reporting on the times things didn’t go well (usually), not the more common times when something goes wrong but the pilots handle it well. I think this often confuses less educated people in this area into thinking that plane accidents are common and pilots don’t handle emergencies well, when the opposite is the case.
My wife was in management at the Hospital in Anchorage when this happened. It was called a 'CODE External" over the hospital wide speakers. That meant that there were a large number of casualties coming into the hospital from outside the hospital (as opposed to a code internal, casualties from an 'In Hospital' emergency'). The emergency plan was designed for emergencies like a plane crash at the airport in town. The expectation was that employees would rush to the hospital to give help within 20 minutes or so. However, even though Providence Alaska Medical Center was the closest Hospital and because of the distance from the incident over the Aleutian Islands, it was still another 6 hours before the first casualties were expected to arrive at the hospital. There were 150, non-English speaking Chinese nationals who needed medical help. Great praise should go to not only the hospital personnel who rushed into work and then waited for the emergency to arrive, but to the passengers and crew who dealt with the victims for A LONG F-ING TIME before they could get real medical help. Also, great appreciation should go to all the employees of every Chinese restaurant in town (especially 'Charlies Bakery') who supplied VOLUNTEER translators to the hospital at a moments notice.
Makes me wonder whether ETOPS should come with better medical support on board. Without it, passengers on an ETOPS flight should be made aware that in case they suffer a medical emergency there may be a delay of up to xx hours or more before medical attention can be provided. Something as routine as appendicitis can become deadly in 6 hours if left untreated.
I was thinking as the video came to a end, and before I read your comment, that there wouldn't be many Chinese speakers for translation in Anchorage, but how great that there was, and they were able to help at short notice.
I've met younger ethnic chinese staff at chinese restaurants who don't even speak any chinese dialects. It's great that the community in Anchorage were able to help in this case, it would have been even more challenging for the hospital staff without translators.
@@petep.2092 I had an experience like this with a flight crew leader -- basically, I was in the middle of a 28-hour journey across the world and was feeling a bit nauseated. I had just boarded my flight, and I asked to use the restroom. The flight crew leader started freaking out and warned me that if I had a medical emergency, I wouldn't be able to get help for likely 8-12 hours. He actually almost kicked me off the plane before I reassured him that I was fine and just a bit tired from the long travel... It turns out, he had just had a flight the previous day in which some experienced appendicitis over the middle of the Pacific Ocean and it was HOURS before the person was able to get proper medical treatment, he was clearly still very shaken up by the whole ordeal.
You have explained the flight specifics without condesention, no extra drama, very educational. I wish more flight docu would talk like this, its usually the same information repeated over and over. I actually learned something! Will be watching more! 😊
@Julia-nl3gq I didn't say it wasn't okay, just that I wish more were formatted like this. I have watched hour.long flight documentaries, where the same phrases are repeated over and over again with more intense music. They also don't provide the same alternative theories or possibilities in the technical way that he does. Yes, I prefer it this way.
Mentour sprinkles just the right amount of drama in, with music and animations. But all those media documentaries just have no idea about the actual technicalities behind this. That's the refreshing part here - we really learn in-depth what it's about, instead of the mostly shallow descriptions and 95% dramatizing of media documentaries.
Back in the 90s when the seatbelt light went off, you heard the clack-clack of hundreds of belts being thrown open and off like it was a shackle. Different times today, as most now know the risk of unexpected turbulence.
I don’t understand why passengers unbuckle their seatbelts when the seatbelt sign is turned off. It’s not uncomfortable to wear your seatbelt at all phases of flight unless you are a plus size person. You can’t even feel it most of the time.😊
A recent study found that air turbulence over the Atlantic had increased by 55% from 1979 to 2000. And even a few weeks ago, a woman died on a business jet from turbulence. Wearing your seat belt is a must unless you have to be moving around - and you are correct, we HAVE become smarter. Every time I fly into Houston, it's a complete roller coaster due to the constant rain and marine layers mixing in odd ways. It wasn't this bad back in the 80s for sure.
We have very little "bad air" over Africa (where I live and fly over mainly) and I still don't remove my seatbelt unnecessarily and when I must I belt up immediately after.
This isn’t related directly to this story, but your channel has gotten me really into aviation. I started off by binge listening to every story and then trying out Microsoft flight sim. After countless hours with my plug-in yoke, I decided to actually go for it. I found a CFI and I’m loving it so far! Thank you!
Hah, same here. If you want to learn something about flight physics, just watch a bunch of Mentour Pilot videos. Eventually you’ll find one where he’ll teach you exactly what you want to know.
The aircraft involved in this incident continued flying with China Eastern, was eventually sold to China Cargo Airlines, and finally SkyLease Cargo in the US after that. It was scrapped in November 2016.
Fact: China Cargo Airlines is actually a subsidiary to China Eastern. EVA Air Cargo and Singapore Airlines Cargo also hold some minority shares in the company. Not to be confused with China Airlines Cargo (owned by China Airlines).
I have an unopened deck of playing cards from this aircraft given to me by the rep after I walked through it with him on it's way to Long Beach, stopped to get the food off.
I would add that the reason the rear stabilizer pushes down instead of helping to lift the plane , is so that the default is always for the plane to want to nose down, which is the more stable position. Nose up = stall = crash. When you build a home made aircraft this is one of the main checks in the air worthiness certification.
@@hamiltonian4698how can you be proud of someone you don't know? Admiration maybe. Proud 'feeling deep pleasure or satisfaction as a result of one's own achievements, qualities, or possessions or those of someone with whom one is closely associated. "a proud grandma of three boys"
Ability to master certain academic skills are essential, but I still think the public is best served by a certain personality profile. Being very calm in crisis helps a whole lot. And not too touchy when you run into air traffic controllers who are abrasive. That means a bit more patience than average.
MD-11F Capt/Instructor- great coverage! Slats went from mechanical control to electronic control and are iinhibited for extension above 280 knots or Mach .55 to avoid a repeat. Even in a stick shaker event, where nornally the outboard panels extend automatically with a "ASE" shown on the PFD lower left.
And there were no more or less events as a result of the change. The change was an appeasement to China and nothing else. I was involved in the change.
Was it this plane that had to step climb? I am trying to remember what plane it was in the 80's that freaked me out climbing out of YYZ over Lake Ontario.
@@AmazonAllie73 All large transport airplanes ("heavies") use step climbs on long routes. They initially cruise at one altitude and then increase the cruising altitude in "steps" over time as fuel is burned off and the aircraft becomes lighter and can climb higher. The weight difference between takeoff and landing can be hundreds of thousands of pounds in large aircraft flying long distances, and as a result, the optimal cruising altitude significantly increases as the flight progresses and that fuel weight is reduced. A fully fueled 747 might start with an initial cruising altitude of 32,000 feet and ultimately step climb up to 39,000 feet (or higher) over the course of a 10+ hour flight.
I just want to thank you for your channel. I flew for the first time this week and it went great thanks to all your educational content. I was fully prepared and knew all the noises and what they were and what turbulence was. I owe a successful flight to you @Mentour
Another great video Peter. I always wear a loose seatbelt when flying and this demonstrates why. You just never know if / when it’ll be needed, and can quite literally save one’s life. RIP this two.
Watching this on a transatlantic flight right now. Can’t think of a better way to pass 8 hours than to buy the Wi-Fi and just lose myself in air accident videos. Bliss.
Michael Crichton wrote a book about a similar occurrence called “Airframe”. But in his version an inadvertent slat extension was nearly impossible in the way it’s presented here. (There was a guard on the handle)
I really believe the head and neck injuries from the turbulence. As A teenager I was flying with my parents to the East coast. We hit turbulence over the midwest, and I was in the restroomwhen a particularly bad pocket dropped the plan. In reality, it was most likely only a dozen feet. My head hit the roof of the restroom. The light for seat belts had just gone on as I had been finishing up, and then suddenly, I had a headache (and was on the now wet floor). I don´t think I really pieced together what happened until I got to my seat and found my mother silently panicking in her seat.
Your content is so accessible (especially to someone like me who is not a pilot, not an engineer or in no other way connected to aviation at all), your narration is on point and I can only imagine the work that goes into every video you make because its such a high quality production. Extra kudos for never sensationalizing any of these stories!
I learned as a kid to keep my seat belt fastened -- that if I need to unfasten it for some reason, to fasten it again as soon as practical. In the vast majority of commercial flights, I never adjusted the seat belt at all between takeoff and landing.
I always keep my seatbelt on from beginning to end (meaning full stop @ gate!) of every flight I take. Also, I absolutely love roller coasters but I would not have enjoyed this ride! Thanks for thoroughly explaining exactly what happened on this flight. It is sad that there were two deaths and so many injured, mainly due to not wearing seatbelts!
Well, with a 10 hours flight, you usually have to take the chance and go to the toilet at least once. But I also try to minimize the time without having a seat belt on. Pilots as well on these flights, by the way - the relief crews have to get to their rest quarters at some time, or also to the toilet.
Ah yes, I have a flight tomorrow. Nothing beats watching this type of content before a flight. You get to learn so much about how planes work and how the crew operates.
In the 80's I was flying in a DC-10 from LAX to Sydney at night. 3 hours into the flight when most people including myself were sleeping at high altitude the plane suddenly ran into some kind of wind shear. I was in the center part of the plane, inner seats about where the wings were, and we suddenly got severe G forces, first positive and then negative. The plane was flexing like crazy and the engines started screaming like they were advanced to full power. At some point we started descending at a steep rate which is when I thought we were going to crash, but a short time later, though it seemed very long, we leveled out. Captain came on intercom about ten minutes after leveling off to tell us we had hit high altitude wind shear and we had to return back to LAX at a lower speed and altitude because the plane may have been damaged. When we got back to LAX 4 hours later we were greeted by many fire trucks and ambulances on the runway as quite a few people had been injured hitting the ceiling during the event and taken out on stretchers. I think it was a Continental DC-10 and I would love to get any information on this incident. Is there a resource Mentour Pilot that I can access to find out what really happened?
Sounds like a reasonable safety procedure to descend as quickly as possible to a breathable altitude if there's any suspicion of a depressurization. Absolutely no time to make PA's in that case, no matter how scary it can be for the passengers. And of course divert to nearest reasonable airport. Sounds like the pilots did exactly what they should have done. Not sure about engine power. But I would assume that if you're not at max mach or indicated airspeed limit, and anything sudden happens to the airspeed, toga power is always the correct choice while you figure out what's happening.
@@justcommenting4981 not strange at all, as there aren’t many airports (... or land at all) between Los Angeles and Sydney. Perhaps Papeete, but it might have been further than LAX at that point (and possibly without the company’s mechanics).
As far as i know, this accident was one of the two, from which Michael Crichton took his inspiration, while he was writing a novel "Airframe". And the other one was Aeroflot flight 593.
Looking at the synopsis it seems like the plot is almost exactly what happened with this case. It's surprising he was able to get a novel about such a niche topic published, honestly. It's very interesting for a 30 minute video but I don't know how interesting it would be for the average person to read a whole novel about it!
You talk a lot about how our heads must be spinning! I absolutely LOVE the level of detail you go into explaining principles like pitch and center of gravity! Almost want more of that level of detail in some of your videos. Love the work you do, keep it up!
I guess over the last year or so he’s done a good job of pounding flight physics into my head and making it stick because not only was I familiar with most of it, but at the “your head might be spinning” segment I vaguely thought. “No, I’m following what you’re saying just fine.” I have used other sources but most of the basics started here with Mentour Pilot.
As a chemical engineer who studied process control, the way you described the LSAS to me sounds like the engineers used a PI control feedback closed loop system to move the plane to a set point stabilization every time it pitched or de-stabilized. That’s how it corrects overtime until the error difference between the output and setpoint is minuscule.
You are right, it looked like PI control, but odds are there was some derivative action as well. It looks like an interesting (read complicated) control system to design. I know software is relatively cheaper than metal (or fuel or blood), but the multiple design constraints mentioned are familiar - problems, requiring ever better modeling and solutions with smaller allowable difference between setpoint and measured process variable. (a long retired chemical process control engineer). I have noticed that operators tend to err on the side of over-response, like the pilot - we are not very good at estimating overshoot.
Very well done. My dad who was an aero engineer always talked about trim drag. So I new about that, but the discussion on pitch stability by changing the CG to reduce trim drag was was very well done. You do a great job on these videos.
I just happened to experience my first ever flight in my life 2 weeks ago I still even remember what flight i got: AirAsia Flight 8440, Bali-Jogjakarta. From the fast taxi, the very powerful Take-Off roll (A320 btw), the climb to 10k ft, ALL OF IT, its a very exciting moment. One thing to note tho, is that while its a VERY BRIGHT and CLEAR SKY all the way, there is STILL Turbulence. Even tho its a small Turbulence, the feeling it exert still managed to make my body remember the sensation. Its like rolling over soft bumps, over and over again for couple of seconds, sometimes minutes. Me being an enthusiast actually walked down the aisle for rear toilet when it happened. Its a surreal feeling. Anyway, crew is super nice, i even got to talk with them at the back of the cabin for a while. Apparently that flight i got on actually still flies to Singapore after Jogjakarta. Thankfully there is no problem pops up on the flight, and we landed on YIA (Yogyakarta Internasional Airport) apparently *10 minutes* faster than expected. Oh, and the landing is *butter* as well. Sadly i didnt remember who the pilot and FO operating that flight that day. But i made sure to tell the Flight Attendant to send my regards for the butter landing. Its just a short one hour 10 minutes flight, but its a very memorable one. Maybe one day i will pick another flight again, possibly longer and flies somewhere internasional. One day...
How lovely it must be to live in a destination so enjoyed by people from all over the world! I'd love to fly into Bali some day. It's a bit of a "bucket list" destination of mine, although my original purpose of surfing the famous beaches is no longer a possibility for me anymore because of physical limitations. I'd still enjoy watching others surfing and and would like to chat with expats and digital nomads in the area to see if it may be possible for us (I've since re-married) to have an extended visit if I were able to engage in a contract for services locally, or find distance work. Glad to hear your first flight was so enjoyable. Tschuss!
Wow…..yet another great video! Your channel is seriously the best. You don’t only focus on the accident but give us so much mind blowing background information of the plane construction, operating systems etc….that all help in understanding the true nature of what went on. Kudos xx
We had an old orange 1950's 3-wheel tractor on our farm back in the 80's. When a new operator was using the tractor, they always asked why there was a bungee cord holding the gear sifter in hi gear. While going downhill under a load.....they all found out that if that shift lever gets bumped by a hand when you reach down to lower the engine RPM, the bungee held the lever in Hi gear, because if the tractor was going down a hill under a load.......you were now completely out of control (tractor only had one working brake pad on the right rear wheel). That cord was there for 30 years, it cost about $10 to replace it with a newer one over that time, compared to a complete transmission rebuild.
I have over 2000 hours on the MD11... it's a GREAT airplane, ahead of it's time in many ways.. but it's unforgiving if you don't know what you're doing, especially on landing. the smaller elevator with LSAS could create for a handful during gusty landings.
@@wozja yes, I did... the -30 which also had the middle gear.. frankly if it was light, it too was a bit prone to bouncing, but didn't have the stability issues the 11 had... over all easier to land.. but especially at weights closer to 370-390K..
Fascinating video as always. My takeaway from this is how, even though it appears the pilots made a few minor mistakes in their reactions, they did relatively well to recover the aircraft when the pitch oscillation was at its worst. I could easily see this story having turned into a loss-of-aircraft scenario, and while two deaths is tragic, it's certainly not 255 deaths. The story is a good example of why it's always a good idea to wear your seatbelt when seated, even if the seatbelt light is off at the time.
It is good that training now covers this, but a little time in most PC flight sims or video games will tell you exactly how a plane behaves at high speeds not too far from its maximum flight ceiling. So it does seem like a bit of an oversight for sure. But it also points to the problem of the companies and manufacturers in always trying to squeeze the maximum range and speed out of designs rather than focusing on stability and reliability. You want the center of gravity (just play around with Kerbal Space Proigram a bit) very much near the center of the wings because it's super easy to get sideways otherwise.
@@plektosgaming I have the impression that McDD tended to prioritise economics over safety rather more than other manufacturers. Cargo door latches for example.
This is a stunning video. The kind of explanation about CG and the pitch characteristics are second to none! Thank you for this amazing piece of content, and for EVERYTHING ELSE that you create.
Kudos to all the editors & computer graphic designers/creators supporting the Mentour Pilot channel!! 👏 Their work continues getting more excellent all the time. From the recreation simulations that add so much to the story to the easily-comprehended technical diagrams, and of course the well-paced editing, it's been a pleasure to see these aspects continuing to develop over the channel's history, and they add SO much!
As a mechanic that has the pleasure of still working on these; I can tell you that the size of the horizontal stab is massively different from the DC-10, the trim tank as well as the engine on the tail make these A/C incredibly tail heavy. Look at one sitting in a gate, and you will see how low they are.
The MD-11 and a few other designs-like the Airbus 340 use tail fuel management to configure for optimum CG during cruise. This reduces drag by limiting the need for stab trim at cruise. An aft CG tends to limit stabilizer drag. This is true for most fixed wing aircraft.
In our family we call turbulence "potholes". It's really no more scary or mysterious than that. It's just that when you're travelling at several hundred miles an hour, hitting a pothole can be pretty rough. Wear your seatbelt!
I think my scariest flight was a short hop from Helsinki to Tallinn in a teensy plane. The pilots tried to land when a sideways gust of wind swept the plane away from the landing strip. We were pretty close to landing but luckily they managed a go around and managed to land on the 2nd or 3rd attempt.
13:32 don't think I didn't notice that in-flight movie Love this channel, I'm no pilot but the explanations are always enough to elucidate without belabouring the points. Thank you.
The roughest flight I’ve ever had was from Pearson to PET in Montreal in 2004. I was in the very back seat of the plane and had been in airports and planes since 5am PST starting here in BC with a stop in Calgary, Winnipeg, and Toronto. Delays from weather were ongoing, but I am just fine if they don’t want to fly when it’s scary weather. They finally got me on the VERY last seat at about 9pm EST, and when we were landing in Montreal, the plane pitched up and down, rolled left to right, and twisted (yaw?) side to side all at once! I was sure we were never going to land straight and then be able to stop in the wind and on the wet runway, but we did. Thank you for the safe trip, WestJet! (And also for the voucher for 3,500 kms of air miles…that I never even asked for…because of the delays!).
Lord have mercy,I have never experienced anything like what you just described and pray I never do. Because there's not 1 thing we as passengers and cabin crew can do but pray and hold own for dear life that we make it out alive and all in tact. Flying is fun,til it's not* 6.16.24 Atlanta
I was going from NY to Texas on a hot August day years ago. Over the Tennessee Valley ,we hit I think was wind sheer. The plane dropped about 10,000 feet , went back up, banked to the left, dropped again ,went back up and banked to the right. The flight attendants had just started to serve lunch and the food and drink went flying. All the attendants hit the deck and one young attendant was at my feet hanging onto the seat floor anchor. I could see the white of the white of the knuckles on her hand. You could hear a pin drop but out of the back of the plane a passenger yelled "ride them cowboy". Everyone started to laugh.
@@justinhamilton8647 no we are all too busy wiping the food and drink from our faces. The cabin was a mess . I did get a dry cleaning voucher for my suit and shirt from Delta.
Earthquake behavior is like this. The tension is high, and laughter results when someone makes a crack like that. There's usually a Karen who gets huffy about it.🙄
The horizontal stabilizer reminded me of how cyclists increase their stability on the unicycle. While they apply a force on both pedals with the forward-faced pedal getting a bit more than the rear one, stability increases as the force on the rear pedal increases.
Man I absolutely love this channel, however better help has recently been exposed for misleading people. The “therapists” many times are unlicensed and charging excessive amounts for their fraudulent work. Truly sad to see their grift being done on one of my favorite RU-vidrs
So much more interesting in the context of the turbulence-caused Singapore Air incident a couple days ago. Similar effect on the cabin, passengers, and flight crew.
I had the privilege of being bumped up to first class in an MD-11 back in 1998. I was in awe at how fast the ground speed reading was, so close to mach 1 by my recollection. I've never had such a smooth flight as that one.
That ground speed reading reflected the effect of wind on your craft, and it sounds like you were flying with the jet stream. Rest assured that is different than mach, since mach is the measure of your speed in a medium v. the speed of sound in that medium...and you weren't traveling thru the dirt. Luckily.
You are the most incredible pilot teacher I've ever come across on the internet - there are plenty others out there to choose from, but you bring so much knowledge out to those like me, who are a PPL but retired so long ago that I've long forgotten the basics. So listening to this 'lesson' is just brilliant - you make it beyond understandable in an easy manner - so easy to listen to. Oh & those vids & graphics - beyond AWESOME!!! THANK YOU!!!
This path between East Asia and LAX or SFO is a brutal one. Most airliners use the Boeing 777-ER to do this route and I'm guessing because you can beat the CRAP out of that plane. When you get up near the Arctic Circle turbulence is common. I've flown this route a few times now and it's never been the case that we DIDN'T has some turbulence and really it's a matter of degree. One trip we were bouncing around for about 5 hours with a couple of pretty big jolts. Most times it's about 2 - 3 hours of being bounced around but it's not too bad.
At the time there was no 777ER. And this route is used by pretty much all trans pacific fly between East Asia and North America. I think they used A340 on this route as well.
5:16 Great explanation. I'm sure I'm not the only one who didn't realise this. I always thought they worked in the opposite way to this. Very interesting info. Sounds like this flight was one h3ll of a ride!
I have a friend who pilots a Boeing 747 for Air Canada and uses your videos for his students and for his own uses. This is an indication as to just how amazing your videos and explanations truly are. You are such an amazing asset to anyone interested in flying. Please keep it up!
I really like your channel. You provide enough technical information to explain the problem that was encountered on the flight but not so much that your "fans" would need a degree in aviation. You also explain what the pilots either are doing or should be doing when the problem(s) happen. You're also fair in discussing what went wrong and if anyone or anything was at fault. Please keep these videos coming. Thank you.
I would like to compliment the team at this channel on the great production quality of these videos. I love the use of the flight simulator software and graphics overlays to really give us a feeling of the plane and how things work. I also like the little touches, like the Mentour Pilot animation on the passenger cabin in-flight movie screen :) It doesn't go un-noticed.
Sir, once again stellar content. I am not in aviation, but have always been fascinated by flight. It is to me yet to be matched in terms of technological advancements, a nearly miraculous achievement. Your docs also teach us physics in a way that is easy to understand. Kudos to your animation designer and to you for your research. And to everyone else on the team. You deserve your success. 👏
@Khemanisworld - you might want to look into Quantus 72. Cause of the upset was a faulty computer which started generating erroneous data, but it resulted in human body missiles just the same. Also, interestly, the airline first tried to present it to the outside world as "severe turbulence".
Resistance through air squares as speed doubles ... engines give you height. Horizontal stabs gives you speed. Our retired airline pilot friend [in our boat club] had repeatedly flew the MD-11 on an over seas route ... he told us that he enjoyed flying the MD-11 very much. I don't think he ever had any hair raising episodes in the air..
I you see the 66 hour around the globe spacial from Luthansa, pilots LOVE the MD-11, one one of the guy goes sentimanetal about the jet. It has proven to be solid workhorse through the years and pilots seem to love it.
I'm a nervous flyer. Last week, I experienced the worse turbulence ever after take off from Nicaragua going towards Houston. It had only been 10 minutes since we took off. It was a 737 800. Lots of women screaming including my wife. It doesn't help that we were on the ground for like 1 hour with some sort of problem before take off 😭
I keep my seatbelt on, mainly because I spend most flights asleep and I don't want the cabin crew to have to wake me up to get buckled in before landing. Now I've got another good reason to keep my seatbelt fastened.
@@siLence-84it’s predatory, they don’t always use licensed physicians. You essentially pay them so you can tell them what MH condition you have. You pay for whatever diagnosis you want.
@@siLence-84 they underpay the therapists and set them word limits for replies. It’s just another gig economy company that treats its workers like trash.
9:40 This is true, but some take it even further. The Eurofighter Typhoon (and probably others) is actually aerodynamocally unstable - the CoM is slightly behind the CoL. The avionics are able to make control inputs at 50 times per second to counter this (as no human would be able to) and this is a huge advantage in a dogfight as it makes the aircraft far more responsive, since instead of making continuous inputs, the aircraft can simply allow the aircraft to start to "flip".
I have been watching you from close to the start of your career on RU-vid and the improvement to your diagrams, animations etc is amazing and from the beginning I have enjoyed the level of detail in your reporting. Keep up the excellent work!
It was inspiring to see that in the time it took for them to land, a number of different organizations were able to marshal the resources to get the injured passengers on their way to Anchorage with medical support en route. That's a 1000 mile trip, not a local hop by helicopter or ambulance.
Omg the graphics and details you show and the hard work behind it is unprecedented in RU-vid world. Excellent work. I watch your videos to improve my company and dealer training video . Thank you to show me how amateur my videos were but everyday I copy you and improve and people are mentioning to me how my videos are getting better, if only they knew that my work is still just 1% of your videos
Watching this during my flight in Europe. Your videos reassure us that aviation has many smart and safety conscious professionals and systems. But please drop betterhelp
Nothing like watching these videos when you have a flight planned in about a week. (In all seriousness, hearing these reports actually makes me feel *better* about flying)
This is the reason why I don't like having loose items on my tray table during flight. I didn't know there was such a severe accident relating to it though, so good to know!
"Turbulence" actually does not scare me at all. What scares the crap outta me are "Pilot fatigue" "getthereitis" "lax maintenance" and "profit-focused/impatient upper management" Oh, and "no CRM" too Then again, I'm not a nervous flyer but a Mentour Pilot viewer 🥰
I absolutely love how the aviation industry handles accidents and learning from them. It is admirable, even inspirational how professionally things like this are treated. As a lot of Mentour Pilot's videos show, often times the focus of these recommendations is on additional training for pilots or modifications to aircraft or maintenance routines, and in only one case (that I've seen so far) was personal blame given to an "unprofessional" pilot who was basically just plain flying recklessly. I love seeing how incidents are taken seriously by aviators, even minor ones, but always with the intention to improve safety for the aircraft and its passengers, never with the intention of putting other people down or finding excess fault/blame past what's necessary to describe the incident. I'm very pleased to see a rather large industry acting under these very solid standards.
Hi peter, im just a regular mom who knows nothing about flying, but i love watching these videos and learning about planes and flying thanks for the videos
❤Your technical and theoretical knowledge is near perfect, plus your research and presentation is amazing! You're a genius! God Bless you. Warmest regards from Singapore..❤
in the 1930s NASA's predecessor NACA began a program to investigate what it meant for an airplane to have good handling qualities. They investigated things like how much stability a plane should have and how much maneuverability a plane should have and how sensitive the controls should be. It was a massive project that involved instrumenting dozens of planes and flying them through different maneuvers. They also evaluated how well airplanes went through turbulence and how quickly they recovered. They found that planes with too much stability were as hard to fly as planes with too little stability. The Martin M-130 flying boat was very stable and it wore the pilots out because they had to fight it all the time. Some planes had just the right amount and were a joy to fly while some others were marginal and a terror. The young engineer who led the program was Robert Gilruth, 30 years later as his last job he was the director of manned space flight for NASA for the moon flights.
Thank you for another excellent video. I do not understand a lot of the technical things you describe, but you paint a clear picture of how the process works. The math and rigorous training involved is staggering.
When I was a kid I went to an amusement park where I could drive a car that was restricted to a path via some sort of remote turning if you deviated too far it would remotely turn you back to the center. The problem is while I was driving the turn ahead required a lot more turning of the wheel than I expected. So I was trying hard to turn left but I deviated out of the path so it jerked me left, but I was still at the time trying to turn left so then I tried hard to turn right to center myself but I had gone too far left and was jerked right. This horrible cycle continued for like 8-10 jerks back and forth which reminds me of what happened to this pilot.
During normal CG configuration (not too far forward) and when flying below transonic speeds at 1G and the instantaneous pitching moment is zero, the horizontal stab also has positive lift but only at a relatively lower angle of attack than that of the wing! That's what defines the pitch stability characteristic in the shortest manner. Again..., the one which rules them all in aerodynamics is: the angle of attack, usually the most neglected factor! When the aft or conventional horizontal pitch control has a greater angle of attack than the wing has, it's called "statically unstable in pitch" and the AoA becomes difficult to keep at a constant value. As a comparison, it's just like trying to hold the angle between a pencil and your finger at 0 degrees as you try to hold it upright on your finger and the only way to do it is to dynamically hold it there through cyclic over-corrections! When horizontal stab's AoA is lower than the wing's AoA, it's "statically stable in pitch". NO known civil airliner is allowed to be statically unstable by regulations and being statically unstable is also useless as it creates unnecessary trim drag and lowers the overall lift to drag ratio, besides the difficult controls without augmented stability. Remember, the lift ALWAYS creates drag! The lower the lift, the lower the drag, so If I'd design an airliner to be as economical as possible, I'd have the center of lift on the entire airframe and center of mass positions match, while the horizontal and vertical tail be as close to zero lift as possible. If I could just make the horizontal and vertical tail disappear at cruise but somehow keep the center of lift and mass perfectly overlap and only make small corrections in pitch otherwise, it would greatly reduce the fuel consumption, but of course..., you can't make the tail appear and disappear by desire=). Normally, the only case when the horizontal stab would start to generate some amount of negative lift (thus creating unneeded drag) is when flying within the transonic regime (anywhere from 0.75 to 1.2 Mach) where the Mach Tuck natural pitch down tendency occurs and there's where your horizontal stab would generate negative lift. Until reaching transonic, at takeoff, landing, whatever flight up to 0.6 Mach, you won't have negative lift on your horizontal stab at 1G unless you have a too forward CG config. Regards!
