HOW could they let it GO THIS FAR?! 

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As you asked, I was not a passenger on this flight, but I was the on-duty Air Traffic Controller at Cochin that day (Since then I have moved to a different airport). I remember that night very clearly as it was one of the more eventful days early on in my career. Initially, we were of course not aware of the developing emergency, but we did provide all possible assistance to the aircraft. The next morning, after consulting with my colleagues at Trivandrum airport I got to know about the emergency declaration and the final report took more than a year to come out. This did lead to more detailed fueling guidance by DGCA (the regulatory body). We have used this as a case study in our refresher training courses also. About the video, as usual, it's very well done (But I am watching this almost a year after you published it). There are some minor mistakes like the procedure for RWY27 at Cochin involves a base turn and not a procedure turn as shown in the video and the holding and flight paths (I might have the flightradar24 screenshots because I was new and it was an eventful night lol)

I was a flight attendant for 17 years on the 737 800. I had one incident that happened to be going into my home city where we had five go around. There was no communication from the cockpit and by the time we landed I was almost in tears

I am a local in Trivandrum and an avid Flight Simmer. So some additional context - Jet Airways had started its decline as a carrier during that decade. And the management of the company in India was cutting corners everywhere. The crew must have been pressured to fly back partly because of this. Another reason, this route is extremely profitable for all airlines as it brings in Gulf bound and back Malayalee workers/emigrees. Packed fully and booked months ahead in time. The night time flight is the most sought after, given it is cheaper that suites many of the econoimy passengers. There is a lot of competition with other carriers on this a "milk that cow most" route. Quick turn arounds are considered by management as essential. Another aspect is the weather, we are in the tropical humid climate belt and experiences heavy doses of misting and fog in the early morning hours during the monsoon season. The pilots would have been exposed to this before given the flight experience of the captain and the prominence of this route. Trivandrum is a coastal town and the runway is adjacent to the beach. This adds to the problem as the wind conditions bring in low clouds and mist from the sea. Also our weather in Kerala is heavily influence by the Western Ghats montain range creating a different weather pattern through out the State of Kerala where Both Cochin and Trivandrum is located in. Often both Airports face very similar conditions at the same time. Bangalore is a city in central South India away from the Indian ocean and on the other side of the mountain range. It has much higher altitude and a totally different weather system. So picking Bangalore as the alternate was a better decision. Every other alternate they considered including Coimabtore does experience weather orginating in Indian Ocean. Given that Bangalore is in another state( costs airline more to bring the passengers back to destination) and a more costly airport to land in must have weighed in on the Captains mind. Remember the cost cutting that was going on. This is the reason I blame the airline management for making life more difficult for flight crews. Cost cutting is BAD for an Airline, especially in safety department. Another aspect is cultural. In India there is this mentality to not question your seniors especially upper management. So even when they do dumb things, the juniors are supposed to show difference and respect . The captain trusted his own expertise and did not weigh in when the First officer expressed his concern. Also I think there were cutbacks on all operations at Jet. In India there is a tendency to sweep details under the rug when it becomes an issue of blame throwing. Meticulous work is not favoured over quick fix approach. I am sure there would be Indians who would oppose this opinion, but understanding where we are lacking is very important process of learning. And in aviation there is no excuse as it involves people's lives.

As a pilot myself, I know the anxiety these pilots were going through, but to have the lives of many passengers in your hands while this crisis is happening is just unthinkable. They should have taken 48 hours off before getting back in the cockpit, just to compose themselves

You asked what happened to the Crew? Well the airline itself was under investigation for corporate malfeasance around this time. It shut down operations in 2019 and as of today there are some attempts to revive it. Corporate frauds / difficulties have an impact down the line. Airline companies in such difficulties endanger thousands of innocent lives and ought not to be allowed to fly until they straighten up and fly right - literally.

As an Indian I am not surprised that the final report by the authorities was poorly written. There's a saying, "Koi baath nahi. Chaltha hai" which basically means, "no worries, she'll be right"... which is the mindset of many of the authorities/governing bodies in India when it comes to safety.

Thanks! I haven't flown since the early 90s. I'm 70y/o, retired, and essentially home bound but still enjoy learning. I always enjoy your presentations, much / most of which is due to your personal informative approach and enthusiasm. Keep doing what you do.

The passengers must have been so relieved to feel that touchdown....and I am sure the pilots were too!

@Mentour Pilot: Your fuel calculation reminds me of my very first solo traffic pattern in a very small propeller aircraft. To compensate the missing weight of the flight instructor, the instructor told me to fill up all tanks to maximum. Just after takeoff the tower questioned me how long I'm able to stay airborne. My answer was: "2 hours plus 1 hour reserve". After that the tower announced me that the runway was blocked and the airfield was closed because the aircraft with glider in tow which tried to take off direct after me had an accident. So I had to make my first cross country flight just from the spot without any preparation. I neither had a gps navigation nor a paper map, this was about 0,5m in my back, unreachable for me. There was a simple traffic pattern planned and not a cross country flight. So they diverted me not to the nearest but the most easy to find airfield. As I arrived there, I remember the grandfatherly voice of the air traffic controller and the full service after touch-down. Kudos for the instructor who told me to fill up all fuel tanks to its maximum even for a simple traffic pattern.

Oh my, the people in the cabin must have been terrified. I cannot imagine a flight crew making such bad decisions that left them with the only alternative to crashing was performing a Hail Mary blind landing. And then for the same flight crew to be allowed by their company to fly out the same day is unimaginable. There is no way they would have been mentally and emotionally fit to make that flight. Excellent review of a very bizarre situation!!

As a mildly nervous flyer, I can think of no better sight than Mentour Pilot in the Captain's seat.

I’m a new cabin crew and I’ve been watching this videos since my training trying to understand certain abbreviations or aviation words or sentences or SOPs and I love talking to the flight deck about all the things I learn from this channel. They are most impressed with my knowledge to say the least and are always happy to have me on the flight deck when I have my dinner and explain everything to me. Thanks a lot x

As a pilot, I have a rule of thumb for these kind of situations: you can either decide what to do on your own early on, or the situation will end up making the decision for you - and you likely won't be happy with the result. The captain did the latter and they avoided an accident by the absolute narrowest of margins as a result.

Thank you for making this video. The pilot was hailed as a local hero and got mixed reactions from media. After interrogation by airport authorities, both the FO and captain were suspended temporarily. The airlines shut down all its operations a few years back and have only recently revived the brand once again. Meanhile, both the pilot and FO have resumed their duties with separate airlines aand this whole incident has been made into a bollywood thriller movie named 'Runway 34'😀

As a retired widebody Captain for a US major airline. I always discussed prior to a low vis approach at what point would we divert to the alternate airport. aka known as bingo fuel. Sticking to a known plan reduced the stress and everybody was in the loop on what the plan was going to be. I can't imagine doing six missed approaches and feeling the walls closing in. I'm going to bet he'll never make this mistake again after scaring the crap out of himself

As a passenger, I’ve been on a very similar flight to this from Phuket to Don Mueang in BKK. The first approach was aborted after severe wind shear at a few hundred feet, the second was aborted at about 1,000 feet and the third was a touch and go. Diverted to Suvarabhumi which took two attempts before landing. Refuelled there then back to Don Mueang for another aborted landing. On the 7th attempt we landed safely about 2 hours late but very relieved.

I started following air accident investigations when I worked at sea as there's no better documented cases for understanding how the human brain reacts to stress. This case is a perfect example for everyone in all ways of life.

As a former FR cabin crew I can confirm you can hear everything from the forward jumpseat. The crew and probably first 1-2 rows of passengers would have heard the bank angle and ground proximity warnings. I would have been terrified!

Man I’m so glad they landed safely in the end. I truly embraced myself for the worst 😅😅

I was in this flight. Just a 12 year old kid trying to get to my uncle's house desperately. Nobody gave us any information, and we were strapped to our seats for about 90 minutes during all go arounds and landings. There were only 2 announcements by the pilot, that was for bad weather before the failed first landing and the next one for the alt airport. personally we couldnt feel that we were so close to terrain before approach. i cant even imagine being in the cockpit for this one

The structure of your storyline and how it builds up suspense through digestible bytes of information before presenting the conclusion is so engaging. Thanks for doing this great effort to educate us.

Dear Petter, I experienced a go-around due to low visibility a week ago and, thanks to your channel, of which I am a proud Patreon supporter, I could explain to my partner what was going on and why it was good for our safety. We ended up landing on the opposite runway at the second attempt. A bit of surprise, but no panic ☺️ So, thank you!

Being a frequent flyer I once had a terrifying approach in a severe tropic thunderstorm in Abidjan, Côte d’Ivoire. The plane was bumping up and down and flashings were lightening the cabin. There was a steep turn- around and then a long silence from the cockpit. We finally landed safely in Accra, Ghana. When all pax were waiting for immigrations and the pilots where passing by everybody was cheering them.

You know, I haven't flown a plane in years now - but watching this video, as more and more information was revealed, I could feel my stress levels rising in response to what was going on. The way to not die in aviation is to always have a plan B, and then know when its time to give up and use the plan B. When you're on plan B - you want to be thinking about a plan C as well. Yet its so easy to become focused and committed to the point that no alternate plans are available. That's when things get serious. All in all, good presentation of the video and scenario.

I was a cabin crew for 9 years in Russia and many times found myself being stuck in the “waiting for better weather” circles around different airports as well as missed approaches (usually due to heavy snowstorms or insanely dense fog during winter in Siberia and other parts of the country). Now that I retired I found your channel and I realize how many times I downplayed/didn’t understand what was going in the cockpit during those times 😅 thanks for your videos they are very informative but if I was pax I’d be scared to fly after them 😂😂

One of the best things I learned from my Flight Instructor was: The three most useless things you can have while flying are 1.) Runway behind, 2.) altitude above, and 3.) Fuel in the fuel truck...

23:54 I felt a genuine sense of relief here! I was genuinely starting to panic. Superb description and storytelling by by Petter!

This is what I really like about your videos. You are not here to assign blame or talk one bad word about ANYTHING or ANYONE! 100% professional and educational! Yes we would all like to ask these two: "WTH WERE YOU THINKING!?" but that's not for here!!! Thank you!

My dad is an ex navy aviator, and his one piece of advice that i always follow has been - Never change a plan at the last moment. Diverting to VOBL as per briefing , would have saved the pilots a whole lot of trouble

So 10+ years ago I was a flight test engineer on the 787-8. One of the tests we did, had the scenario of a pilot that was determined to land while visibility was below minimums and broke through the clouds offset to the runway. We started the series of tests at the minimum call out and offset by 150ft. On each landing attempt, we did a full yoke turn to align with the runway and a full yoke turn to straighten back out. We would progress down another 25 feet to start the maneuver each landing attempt. Starting with the attempt at 250ft AGL, the pilot was banging the yoke so hard we could hear it over the intercom. The air flow over the wings during the turn roared, and the engine strake vortexes were huge. We were getting bank angle warnings on every attempt. By the 150ft attempt, the pilots were getting very concerned at making the plane level by touch down, as we needed to bank almost 45 degs to make the slide, and this is an airplane with 90ft of wing on each side. We did one more round at 125ft and the pilots called it off after that, it was too low, they couldn't level the plane for touch down, and the wing was getting very close to the ground in the turn. Now to hear that a pilot actually tried to do this with passengers onboard is bonkers. We did this test to make sure there were no control feedback issues during the maneuver, but to do it when you have options to go else where is not good.

"The captain at this point is probably starting to panic a little bit." (20:26) --- I love this wording!

Hey sir - Gotta say your content is so well done. You describe things that both a seasoned pilot such as myself can understand while also breaking it down in such a way that the non-pilot can grasp with simplicity. Very very well done and excellent use of your sim software to provide a picture (worth a thousand words truly) that along with your narrative makes the story come to life. Hats off to you. Fly safe friend.

Man I cannot express how informative these videos are. I either learn something new or expand upon skills every time one of these episodes come out. And the production quality has increased so much from when you were just sitting at your desk using NTSB simulations and it gets better every video. Please never end this series.

The way Mentour tells the story, puts me on the plane. And makes my heart race.

This flight slightly reminded me of the Lamia 2933 flight. Pilot recklessness that led to fuel emergencies, unfortunately with casualties in this case. That accident was heartbreaking.

This channel is giving me extreme anxiety but I can't stop watching.

I have a lot of sympathy for the FO. He did tell the Captain, that diverting to an airport with no ILS was dubious. Instead, the Captain ignored him and backed them into a corner, triggering what was just a desperate fight to survive. Hey Mentour, how about doing a video on Air Europa UX-911 at Katowice. Now, there was a crazy flight. Report is on AvHerald.

When I still was a flight attendant, i was on a flight to Faro. The weather was bad, a lot of seafog. The cpt briefed us about it in Brussels and we had extra fuel for it. Still, we did 3 go arounds. After the 3rd attempt I told my purser I didn't like it, pax became anxious as well. She told me that they would manage but that she was also worried however she didn't feel lile disturbing the pilots but I disagreed with her on the situation. I entered the flight deck and told the pilots that I felt that we were burning a lot of fuel, pax getting worried and that I felt that go around after go around would also make them tired and possibly less concentrated and suggested we would go to Sevilla. The cpt acknowledged this, told me they would try one more attempt and otherwise would go to the alternate. The purser now told me she was glad I spoke up and that she didn't have the courage. After landing the captain called for me. I expected a reprimand but he told me he was glad with my input and that it was a good example of good CRM. They had calculated fuel for multiple attempts in Faro but were unaware of how the cabin crew and pax felt. As crew member, always speak up if you feel something is getting unsafe. I also new that this wasn't to my knowledge according to our company procedures. We normally could try 2 attempts before going to the alternate if I remember correctly. I can't even imagine how the cabin crew and pax on 9W-555 have felt about it.

A Bollywood movie was made based on this incident. The movie name itself is "Runway 34". It seems the pilot was familiar with the surrounding of that runway bcz of his previous private jet flying experience where he was using this runway for his regular takeoff & departure instigated him getting confidence in his blind approach.

If I need to choose any pilot in the world who will be my host on my flight, I will always choose you. Your explanations are very clear, detailed and interesting at the same time. Your voice is so pleasant to listen and u seems like a calm person with amazing energy. So glad to discovered this channel

I'm not in the aviation industry but Mentour's content has me hooked. Even though I've subscribed to the channel I keep checking if a new video has come out

This was a tricky weather situation. With the reported weather, I would have considered the first ILS approach to be a "piece of cake". What followed next is something we all can learn from. Well presented, Petter! A year ago, I made an ILS approach into an airport where the weather was reported to be good visibility and clouds at 1,000 feet. The approach minima was 200 feet. But when we reached minima, we could not see the runway and had to go around. Later on, I learned that ATC at that airport would always report the clouds to be at 1,000 feet because they could not measure it...

I must commend you on how much you have improved the quality of your videos from the beginning of this marvelous adventure 'til now... the new introduction is spectacular, and the sponsoring display on the right lower corner just pitch perfect. You are awesome in what you do, and I am so glad to have the chance of watching your videos! Thank you, really!

Absolutely love to hear and see your work. What I particularly like is that you are trying to make the aviation system better and to learn from these mistakes and disasters. Well done and thank you

It's conflicting. The Captain made significant errors of judgement, while his First Officer probably should have been more forceful in telling him to stick to the pre-written flight plan. The rules breaking (before emergency was declared) was full of bad calls, and then once the mayday had been called it was still not the best-though I can understand the Captain just wanting to get the bird down. That they got the plane landed without any injuries was the shining light in the whole situation. It was a bad situation that got worse, but no one died and nothing was damaged. The absolutely terrible and unconscionable thing, though, was the report being half-assed. Reports are written in an environment where there *_isn't_* that life or death pressure. This flight may have had a happy ending, but that still doesn't mean the report shouldn't be completed with all seriousness and the weight of all those lives that didn't have to be spent that day.

This exact incident happened to me when I was flying from Kolkata (CCU) to Port Blair (IXZ). We made more than 4 approaches into Port Blair only for the pilot to say we don’t have fuel to return back to Kolkata, we will try our best to reach Phuket, Thailand as it’s closer. It was one of the most terrifying and nerve wracking incidents of my life.

Oh god, as a fellow aviator watching the events unfold gives me chills down my spine

I wasn't expecting this to end well. My heart was pounding as they tried the last approach. Nice research!

Must have been a really stressful situation for the pilots, going for visual approaches while barely being able to see outside your window and with fuel running out. Great video as always!

I am totally with you on this. The decision to make a third approach (unless there is a big change in circumstances) is almost always wrong. If you do make a third attempt you are probably heading up an emotional blind canyon, the temptation is very much to take things a little further, go a little bit lower, shave a bit off the minima, plus you are now getting very tired. You need a break. Count the accidents that have happened on third approaches, I can think of a number, it is not a safe place to be. I also completely agree with the folly of committing yourself to a non-precision approach when the fuel is getting that low. Apart from anything else a modern aircraft can do an Autoland off almost any ILS. It will not be approved if the installation is not certificated, but it will almost certainly work. At the very least as someone said to me years ago "the crash will be on a runway close to a fire engine!" Of course, you will have to justify yourself afterwards, but the interview with the manager/CAA official (without coffee or biscuits) is a lot better than being dead.

You are an outstanding example on making air transportation safer for all of us. How you present the situation and give us an insight on what the pilot may have been thinking adds a layer of understanding that is crucial to evaluating the situation. Thank you for all your hard work and effort. Do know it is having a positive effect. Be happy, be safe

I am not a crew member myself (yet), but after reading through the comments here, I feel so anxious and nervous, not about my future flights but the experiences you all have had... Kudos to all!!

i can imagine the panic in the cockpit, i was panicking myself while watching this

I love you put videos of the flights that ended OK, and not only disaster ones. In swiss cheese model this one went through all holes, but one. That one saved the day - and lots of lives.

I have always traveled by plane since I was a young girl, without any fear. Then a series of events resulted in a height phobia. Suddenly I started having terrible panic attacks during the flight, which got worse with each trip. After a few years and a lot of work on me I was able to understand the reason for the phobia and I felt ready to try again, but just then there was the attack on the twin towers. Since then I haven't had the courage first, then the opportunity to fly. This channel helps me a lot to deal with my trauma, which will never be erased but can be managed with rational tools. If I get on a plane again, it will also be thanks to Petter Hornfeldt.

Thank you for your videos. By far my favorite summaries of recent aviation events. I'm a SWA pilot and appreciate your objective accuracy and unbiased subjective view points. The format, animation and chronological descriptions for first rate. Keep'em coming!

The Captain and FO were actually suspended for 3 months for anyone curious.

Yes I remember this flight well, my friends grandmother was on it, and I heard that it shook her up so badly that she was taken to hospital, and never really quite got over it, and sadly she died of a stroke a week later, I don't no much more of what went on other than that, but it was said by the doctors that that was the major contributory factor.

The accent with the commentary and the visuals make this probably the best airline disaster channel on RU-vid

Even I was sweating just before they landed. You did very well with this narrative. Thanks Petter.

Wow! That was just frightening, like you , I never try to judge the guys in the cockpit - but I certainly would have been more conservative. My personal rule is to never do more than two missed approaches into the same airport after than I head to my alternate. So, it was helpful to hear that your company has a similar rule. Thanks from a fellow Scandinavian.

In 1975 I was a passenger on a British Airways VC10 flight from the Seychelles to Colombo Sri Lanka. There were clouds below 1000 ft and two standard approaches failed. On the third approach the pilot flew a much longer diversion and made a straight in approach at well below 1000 ft altitude for the last 50km to stay under the cloud bank. As a passenger in a window seat in first class I can only estimate the altitude but we seemed to be only a bit above the treetops so I am certain we were under 500 feet. Back then I imagine there were no possible alternate airports for an aircraft as heavy as a VC10.

I fly a 767. I like what you said about 2 approaches and divert. I have had situations where I might have been able to get into the primary using different approaches but I’m not that daring and bold. I have just gone to the alternate. The primary airport will still be there later when things improve.

In no relation to the video, but I've been watching your videos for a little bit and I just so happened to recently get a job in the aviation industry. The way that you explain the technology and techniques that are relevant to the incidents, even though you could tell the story without going into so much detail, has been incredibly helpful. Thank you

I can't imagine the stress the crew and passengers must have felt. Closest I can get is from my own flying experience in my small single engine plane in good weather when I was still new with it. I had 3 go arounds at an unfamiliar airport because of bouncing my landings. The feeling of being trapped in the air is like nothing else. My 4th approach was successful because at the suggestion of ATC, I left the airport environment and took a few minutes away to regroup before returning. That's with the luxury of fuel. This video's flight seems so much more terrifying.

Had requested this many times, finally my wish comes true.. ✌🏻 thanks Petter! Great work as always👏🏻

Incredible situation to be in and am so glad they eventually landed safely. I can only imagine the feelings of the passengers. Having been on board as a passenger myself during three go-arounds during a snowstorm, you do begin to fear the worst. Great video and detailed explanation. I would really like to see you do one on the harrowing flight of Jay Prochnow, who had a similar situation with being lost and running out of fuel. He was helped by Captain Gordon Vette of a DC-10 that was flying near his location and used basic navigation skills to help Jay find his way.

This has to be one of the most exciting pilot videos out there. You'd think it just could not happen, but the right (or wrong) sequence of events and circumstances can put it front and center.

I’ve had the “pleasure” of flying on 3 commercial flights that had to declare an emergency (engine fire, flaps failing to deploy and fuel) but I’ve never been on a flight that required more than a single go around (and only 2 of those that I remember). This would be terrifying as a passenger.

Being an Indian, it feels great to see a video emphasizing a flight to and fro India! If I am not wrong we had a very recent film based out of this named "Runway 34". At the end it feels great to have not come across loss of lives pertaining to this incident in the video. Always on the lookout for your new videos...GO MENTOUR!!! 😀

Once again, you have produced another amazing recreation of how things go wrong. The detail explanation and step by step progress you describe, is wonderfully educatoinal to all pilots at all levels of expereince. Thanks again and I will continue to look forward to each video you put out.

Nice message: we got to learn, not to blame. Thanks for the video

As a passenger, this is a situation where knowledge is a bad thing! If I was on an airplane with an engine failure, the other passangers might be panicked, but I'd feel safe knowing the pilots had it under control. In this situation, I think the other passangers would be annoyed at the delays and worried about missing connections. I'd be wondering how much fuel we had left and fearing for my life!

Petter, that was amazing narrative. You are a wonderful story-teller. Looking at the flight report, this was not a spectacular event. The 6 go-arounds plus a safe landing sounds interesting - almost ho-hum. But… the way you put the viewer in the pilot’s seat was riveting. Real drama. There was no way that I was going to bail when you paused for a commercial. Thanks - a better video than anything on Netflix. At the same time, I learned lots about the procedures that are in place to manage situations like this.

I want to thank you! I've always struggled when flying with anxiety , panic, and nausea. Thanks to your videos, I knew what was happening every step of the way from PHL to OHR to Kalispell. No fear, just fun!

In the past few years I have found myself intrigued by this channel and others that discuss aviation and the challenges pilots face on a daily basis!

After watching a new Hindi movie called "runway 34" which was actually based on this very incident, it's more enjoyable hearing the actual story of this flight. Though the movie Runway 34 seemed a bit unrealistic this gave me a better idea of this incident. Thanks Petter

I cannot even begin to imagine... it seems the first officer had a little more caution about the situation that he tried sharing with the captain. Can't believe they were just able to jump back in and keep going that day.

I don't know how it's possible that you compete with Mayday but you do well done thank you.

I bet the crew had nothing to say about flying back to Cochin. As a former cabin crew I've experienced an emergency once, it was extremely stressful for everybody but company expected us to fly few more flights on the same day. Those who refused were fired soon after :)

Fueling in aviation always seems like such a deep rabbit hole, it's something I have great respect for. It's never as simple as just adding more fuel. The fuel itself is a payload, requiring even more thrust and fuel to carry. The solution seems to multiply the problem. Definitely way over my head.

Many years ago a similar event occurred with a 707 flight into an east coast airport. During landing and roll out at the alternate, total fuel exhaustion occurred. Crew called for a tug assisted pull to the gate because of a “steering hydraulic issue”. Thus no emergency had been or was declared. Only the airline was aware of it. This was, of course, an time when everything from CRM, procedures, emergency notification requirements, dispatching and flight requirements were much different.

Truly ourtstanding eexplanation and visuals. Easily the best I have ever seen.

The crew prioritize Thiruvananthapuram over other airports because it is in the same state (province) as Cochin. Both are in Indian state of Kerala.

Looking at these videos, at first I thought it might scare me about flying but accually it has had the opposite result. I am glad to hear that almost every accident is investigated and lead to it almost never happening again. You explain in a truly great way and I enjoy watching these. So thank you for all your hard work. If you ever do a video on the crash that took the lives of a whole hockey team in Russia, with Swedish goalie Stefan Liv included, I will most definitely watch it. I know some of it but that one seems like a lot of things went very wrong. And again, thank you for your videos. Even went the result was horrific I like watching them (it sounds so wrong) because of what we learned.

Oh my Gosh, the part about ignoring the EGPWS warnings is such a non-issue......they were about to CRASH. They were committed to that landing. PERIOD. Great video overall. I don't place a lot of blame on the pilots. But I see how the human factors played out as Mentour said. It was absolutely a learning experience. A learning experience in decision making. They should have headed towards the alternate with the ILS system.....like Mentour said. Me???....I'm lazy. I would have wanted that ILS available to make flying in that weather easier. Plus, the larger city would have better hotel rooms.

This video really reminded me of a flight from Arlanda to Gatwick a few years ago...we were holding around Gatwick as the weather was awful - a bad storm with huge amounts of wind was covering a large part of the UK - and had 2 to 4 (I don't remember exactly how many now, but definitely more than one) really very intense go arounds in a row. There was a lot of turbulence and you could hear and feel the engines roaring as we would go up and down, and a poor passenger in front of me was in absolute hysterics. Their partner was smacking them and shouting at them to stop causing a fuss while I, along with another person in my row, were reaching forward and trying to comfort them. After we had finally landed, the hysterical passenger tried to apologize and explained that they didn't know why they had been so upset because they'd been a British Airways flight attendant for over 20 years. I never really understood why someone so used to flying could get so upset, but watching this video made me think a lot more about their reaction - if a single go around is very uncommon and flight attendants know this then if they realize there's more than one it could be much more dangerous than i had ever realized. Total props to that captain/first officer, though - the landing was really beautifully executed in the end (and I was too busy trying to comfort the person in front of me and mentally cursing their partner to be too anxious myself). It was a pretty wild ride that I'll never forget, honestly. Certainly not as stressful as this flight, but I can empathize to an extent. I've no idea why our crew didn't divert to a different airport, but I imagine it was because the weather was equally rubbish in any of the airports nearby that we could have safely reached with the fuel we had considering how long we were holding - and probably other factors that I don't know.

A wonderful explanation for the almost inexplicable! I enjoy your informative and researched items very much and I hope that you know that you have inspired some of my young pupils into learning more about the physics of flying. One young man spent hours making a short presentation about thrust and forces on the wing which he explained to his classmates - all off his own iniative.

I didn't even think that 3 go arounds were possible let alone 6

I'm glad that the flight managed to touch down safely in the end, even if they were flying blindly. Regarding the companies lack of guidance, it seems to me to have been a reoccurring issue with Jet Airways - or at least I believe they had quite a few incidents, unless I'm confusing them with another company.

That pilot in Jet Airways might be a crazy car driver as well in India. He probably takes 5 different routes to reach his home 😂😂😂. I don't know A B C D of flights and it's technical features but you are the one who motivated me to watch the videos and understand the world of aeroplanes, flight journeys, disasters and successful stories. You are truly amazing bro. Love you from Bangalore India 😊❤❤❤

Great video on the reporting of the findings and the video itself !! Pilots got it done, live to fly another day. Hats off to them!!

It's good to see a video from Mentour featuring an incident, albeit an unfortunate one, from my hometown, Trivandrum! On the plus side, it was a safe landing. One interesting thought as someone who frequently flew that route is that usually these flights would be carrying Indians working in the Middle East (NRI) visiting home on leave for a short duration and being diverted from Cochin to Bangalore (another state) would be a bit more difficult to accept than being diverted to TVM. Not sure if this played any part in the incident. As always, thanks for yet another awesome video :) 🍻

From bad to worse. What a story! Thank you Mentour🥰

I'm from Kerala, India. It's so cool hearing the names of the cities in my state. The situation is unfortunate. Kerala is such a gorgeous state in India. It's not called "God's Country" by other Indians, for nothing.

Everytime you show yourself on the simulator performing a GA, I crack up seeing your FO fighting with the flaps lever. Greetings and thanks for the content.

I was a passenger on an overnight flight from Heraklion, Crete into London Gatwick on a 737. There was fog at Gatwick and we were in a holding pattern for several hours. Then we were told that due to fuel and fog we had to divert to RAF Marsden. The aircraft flew through some steeper turns and then we landed, but it wasn't the RAF base, our pilots had got us into Gatwick. They told us afterwards that they had seen a break in the weather used it to safely land the aircraft. Since we had been diverted to an RAF base does that mean that we had become a fuel emergency?

Wow, this must have been absolutely terrifying for everyone onboard! I was a passenger on a Thomas Cook flight from Manchester to Las Vegas around 11 years ago and had to endure 4 (yes, 4!) go arounds due to the strong crosswinds. I can only presume that we had plenty of fuel onboard to attempt so many landings but the atmosphere onboard was very tense. It's not something I would ever wish to repeat

Excellent video, as always. Just want to give Petter mad props for pronouncing Thiruvananthapuram so well. I lived in India for two years and still struggle with that one!