The production value on this video is better than the vast majority of TV documentaries, at this point I'd say that your videos are good enough to be on TV. Perhaps a side gig for a little extra cash? 🤑 😁 Seriously though Petter, these videos just keep getting better and better. You and your production team should be very proud 👍
What I like about your accident investigation series: 1. You present the facts in a way that can be understood without a background in aviation or engineering. 2. You're not overly dramatic. (The facts are sufficiently dramatic on their own.) 3. The sections are timestamped (even the sponsorship).
Thank you! We are working really hard on improving the experience for you guys. You can help ME by sharing your favorite videos on social media. It really helps. 🙏
With all due respect this man the first officer was 24 years old. And even if he could not see the runway he figured the pilots saw the wrong way that's why he proceeded with the landing approach. As a flyer am I supposed to find out who's flying the plane?? They flew this baby right into the water what was I supposed to do? Your videos are not making me any less nervous to fly. The upside is that with every crash there's an improvement after work or at least the recommended improvement. Thanks for posting. Happy reading to all your readers.
@@meirdaniel7515 Honestly, that's where you have to trust your instincts and if you cannot see the runway, even if the captain can, i'm sure his view isn't perfect and landing could still potentially be tricky. Initiate the go around and deal with the captain being a little irritated about it. It's better than being dead or explaining to your boss why you just crashed their new hundred million dollar investment...
Regarding your note at the end of the video, I'm reminded of a flight I was on into Dulles years ago. As we were coming in to land, I looked out of the window and thought to myself, "wow, it looks like we're going too fast as compared to normal." About five seconds later, the pilot gunned the engines and did a go-around. After we landed safely, the pilot went on the PA and said, "sorry about that. I didn't like how we were coming in, so we decided to go around and do it again." Honestly, that made me feel a lot better about flying because the pilot clearly recognized that there was a problem, and was able to fix it without issue.
I flew a LOT when working a corporate job - and I gotta tell ya, 'go-arounds' in commercial passenger aviation are quite rare. I remember only doing one, out of several hundred approaches - and that was done maybe 20 miles out, he did it because the controller told him "this storm going thru is too much, give it 20 minutes...."
I fly a lot and had my first go round about 3 months ago. Coming into Chicago we were almost on the ground when we suddenly shot back up, banked hard to the right and just started climbing. I could here the engines working, didn’t hear a bang, couldn’t smell smoke. Thanks to watching Mentour Pilot I figured ok, we are going around, the pilots have this in hand. After the plane leveled off they come over the intercom stating the plane in front had a bad bird strike and they had to get out of the way. We safely landed a few minutes later. I used to be a nervous flier, but knowledge is power. I am so thankful for these amazing men and women getting us, and them, safely where we are going!
San Francisco's approach is over water if landing from the east side. Daytime, raining heavy, some low cloud. We were really low, I was excited and watching for the runway which I couldn't see, and I was expecting to see it any second. Suddenly there was an increase in power and we started to go up for the go around. I saw the water, I didn't see the runway but I wasn't used to ending there so I've no idea if our approach was normal or not. We landed on the next attempt. The rest of the passengers seemed ok about it. On other flights I've been diverted a few times because of wind, rain and the very low cloud that affect an airport I used to fly to regularly.
@@MentourPilot The only situations I can imagine where it might be a good idea not to follow this rule are where you've somehow ended up in a situation where you don't have enough fuel for another attempt or because climbing back up with the aircraft would be too risky due to damage to the airframe, and those are such extreme situations that so many other things have to have gone wrong to get there (Swiss Cheese model). In situations like this it just seems absurd not to make that decision as soon as you lose the glide slope or lose visual contact with your approach path.
@@codygerard4193 As to education, the Swiss Cheese model animation is one of the best ideas I've ever seen. Short & very easy to understand. I wouldn't hesitate to keep adding this animation to other videos. I've already seen it in a different video in Mentour Pilot's channel.
2 года назад
You are absolutely right, I am an uneasy flyer and people tell me I am crazy to watch stuff like this but I actually gained a lot of trust towards airplanes (I'm now more afraid of pilots haha). People confuse aviophobia with acrophobia. Being scared of flying has much more to do with being completely out of control and laying your life entirely in the hands of another person/machine. So learning how a plane and/or flight crew operates helps enormously. Thanks a lot for your efforts and great work!
Me too, very nervous flyer, quiet panic and death grip on the armrests (my daughter sits in the middle seat and doesn’t mind me hogging her armrest), I love to watch these and see how well trained pilots are and how the aeroplanes perform.
My opinion, that bar has been pretty high for awhile. And while I understand 3-D graphics make the info more accessible for a larger audience, I like the bare facts and what they say about flight plans, unexpected en route conditions, and the air crews' reactions to these variables. Petter has maintained that data density despite making the information understandable to those of various backgrounds.
CRM again, a young pilot not challenging a vastly experienced pilot. Especially in the part of the World he is from there is a culture of not questioning the senior male. Really love the way you explain it, love the graphics, love the layman talk. Brilliant Channel and another first rate presentation. Thank you.
I was doing my 737 captain OE flights at Lion Air when this accident happened. From memory I also believe that the captain of the flight was a Line Check Captain establishing an even higher gradient from the junior pilot and "My Senior" as was frequently heard in conversations around the airport.
One has to figure that at least one of the pilots is going to claim they saw the airport; that is their only excuse for continuing below MDA. Yet the cvr shows otherwise. I wonder how often this happened before where the pilots descend below mda without visual contact, saw the runway last second and made it work.
@@MentourPilot what are some psychological checks airlines can do to check for when experience was taken over by hubris? Seems like that’s the issue here and in many of these accidents. External checks will defeat cultural issues. A lot of senior professionals experience hubris and delusion at their later days, but in industries where it’s deadly I feel like there should be some quick regular checks in implementation
SOCIAL CULTURES AND MORES DO ENTER THE PICTURE. WE HAD AN EMERGENCY DURING A 90 TON MILITARY LIFTING OP. THE MI WEIGHTDS 72 TONS. THE 82 TON FORK LIFT WAS OUT, SO WE USED 2 50 TON CRANES. HAD ANTICIPATED USING TWO 50 TON CRANES TO LIFT A TANK WOULD BE DIFFERENT. AS WE BEGAN, I NOTICED SOMETHING THAT I WANTD TO HALT THE LIFT. I DIRECTED THE DEPUTY; A NATIONAL GUEST NATIVE, TO IMMEDIATELY STOP THE LIFTING OPERATION. HE RAN TO THE GROUND LIFT DIRECTOR, AND APPROPRIATELY DID NOTHING UNTIL THE SENIOR MALE TURNED AND HE BOWED TO HIM FORMALLY. THE YOUNGER KOREANS JUST BRIEFLY BOW HEAD AND GIVE A SLAP OF THIER HANDS. THE OLDER NATIVES DO NOT LIKE THIS. WE LUCKED OUT AND NOTHING HAPPENED, BUT MAYBE 5 OR MORE SECONDS WERE LOST HALTING THE LIFT OP. BLESSED CUZ M1's ARE EXPENSIVE!!
I have no connection with the aviation industry but I always used to enjoy watching Air Crash Investigation on National Geographic. I descovered your channel about a month ago These are so much better. Facts and explanation without all the gumph. Great production values. Clear discussions
Totally agree, Nag Geo tend to sensationalise these incidents. I like the inherent respect Petter has for aviation and for the human cost sometimes paid. Very high standard indeed 👌🏼
Agree, clear explanation from the pilot point of view has huge added value. And I’ve learned pilots can work through really serious issues and still land safely. Good to know! :-)
I'm a retired grandma with no connection to aviation, and still find your views on communication very applicable to daily life. So thank you. I've watched a lot of your videos recently and find them facinating. I've always loved flying and first flew round the world in 1961 as a child. I also had two brothers-in-law who were pilots.
If anybody deserves 1 million subscribers it's you man. After watching a ton of your videos its clear you're consistently perfecting your craft. Thank you for taking the time to create this content.
Very thought provoking video! This reminds me of an incident, completely unrelated to flying, that happened to me as a database administrator, very early in my career. I was given advice by one of my more senior and far more experienced colleagues that I thought was wrong. This resulted in loss of data of about 6 hours from a live sales system. I didn't question it at the time because, in my mind 'he was better than me'. Fortunately, it wasn't anything life-threating but I should have spoken up, but that memory has stuck with me for more than 20 years. I wonder how often does this kind of thing happen in every profession?
My husband and I both worked as FSS in Canadian Aviation. We were a double shift working tag-team parent household. I arrived home one afternoon when our daughter was very young, they were on the floor with paper and crayons. He was drawing shapes of different colours and pointing them out to her. Blue Square, Red Circle, Green Triangle ... except he pointed to the Green Triangle and said "Purple Triangle". ?? wtf ?? I stopped to observe as she disagreed with him and told him the correct colour. Later on, when we were alone I asked him why he was doing that, telling her the wrong colour or shape. "She's never to young to learn to question authority" was his answer. I rolled my eyes at him, being his supervisor at work and knowing he could be a real PITA with "questioning authority" I told him I didn't think his child would ever have a problem doing that. Just now reading your comment it dawns on me that this confidence is a real learned life skill.
Absolutely dead set common in every workplace. The difference is that in other industries too much deference to hierarchy usually just kills profits, not people.
This happens all the time in my line of work. I'm a doctor. I'm also autistic. Over time I've realised that my autism (which means I have a more rigid interpretation of rules and what's morally right or wrong) has stood me in good stead compared to my colleagues, when it comes to questioning authority. As a med student I highlighted poor infection control measures by a surgeon who was carrying out a caesarian and who threw an instrument at a junior who gave a wrong answer to his question - this splashed blood and body fluids all around the theatre and on staff - including my face. The surgeon went ballistic that I dared call him out. There were 20 junior docs in that room, I was only a student, but nobody else spoke up. I've been a doctor for 10 years now and I've continued to see this pattern happen. It's not done me any favours... but I am glad for my brain being wired this way because I do think someone needs to speak up to prevent harm, sometimes.
@@aesaphyr - I'm with you. I'd rather speak up and be wrong, even if I'm gonna be laughed at or ridiculed, than stay silent and have something go wrong regardless of the seriousness of the consequences.
Even if the pilot thought he had sight of the runway at minimums and then he subsequently lost sight of the runway in a squall, he should have immediately commenced a go-around.
@@Nr4747 When a pilot is on the final leg of an instrument approach and (s)he reaches the minimum descent altitude, if the pilot does not see the runway, the pilot must commence the missed approach procedures immediately.
@@Nr4747 I understood that the minimum was the minimum altitude the pilot had to maintain until/unless they could see the runway. And if they were at minimum and couldn't see, they need to go around rather than continue to descend.
These videos are so incredibly well made and pedagogically perfect. I'm not an aviation nut or working in aviation but i love them because of the good production and the excellent explanations of complex situations.
Working on ship bridges I really appreciate what you're talking about, we follow very closely the CRM model and actually call it BRM - Bridge Resource Management. A great series of short learning videos and agree with previous comments, good enough for TV! Keep them coming. 👍
After the intro: gonna put my coins on Microburst and/or false glide slope. Let's see what happened. And the end result is: Loss of situational awareness and continuation bias, VFR into IMC, leading to CFIT. Classic? At least nobody died this time, still not great.
As an engineer in the rail industry I do learn a lot from your videos - and especially your point that when one person is feeling that things are not right, that they need to clearly express this. Deferring to experience is a real problem.
I never realised that I had an interest in the technical aspects of commercial flight until I found this channel. I love the content and the quality is unreal. Thanks Petter 👍
Lion Air seems to have a huge safety problem. 8 hull-losses since 2013 (8 years), 1 after aborted takeoff, 6 on landing, and 1 because of a design flaw within the Max 8. I wouldn't fly with them as long as there alternatives.
The 737 Max crash was all down to poor pilot training and bad maintenance procedures. Don't believe me, listen to two professionals on the Flight Safety Detectives podcast, episodes from January 9 and 17, 2020
@@huh4206 Not all people have plenty of money to buy a ticket from National Airline which is Garuda Indonesia, and some even just going to fly for first and last time to their destination.
@@cash8261 Not so - those "professionals" were both arrogant and wrong (I wouldn't want to fly with them, for sure). To deal with the rogue MCAS you had to treat it as a stabilator trim failure - once correctly diagnosed it was fairly easy to deal with. But the unusual and intermittent behaviour of MCAS made such a timely diagnosis under pressure very tough, especially as Boeing went out of their way to hide MCAS' very existence from pilots to avoid simulator time. As shown by the very experienced and very well trained Ethiopian Airlines crew's similar failure.
@@kenoliver8913 Agreed. It's pretty clear from the accident report that the main problem was the equipment. Boeing's design was flawed and they did not provide enough information for Airlines or Pilots to be properly prepared for a failure. Lion Air definitely has some safety issues, but the 737 Max crash was not at all their fault.
I’ve worked in the healthcare industry and have practice good CRM every day. I’m not a pilot. On your channel there are many examples of bad CRM. Would you be able to give us audio or show us good examples of CRM in-flight? In this episode, I would’ve loved to had heard the first officer telling the captain that he was initiating a go around.
@@NyanyiC Its the medics who wont have it - 100% refusal to cooperate. Until that mindset changes OR is enforced by government, unlike aviation, there will continue to be unexplained deaths forever. The medical profession at all levels has MUCH to learn from aviation.
There are a lot incidents to study when it comes to good CRM, I think even some on this channel. Situations where technical failures throw problems at the pilots to no end and only by dividing the workload amongst themselves in a highly professional manner were they able to get out alive.
@@tobyjugg6202 You’re overstating your case, since there is a wide variance among medical professionals, hospitals, clinics, etc. when it comes to systematically learning from prior outcomes. For example, for many years my father ran a monthly conference at one of the hospitals at which he worked. In these conferences, they would carefully analyze one of the recent deaths that occurred at the hospital, seeking to learn whatever they could from the experience and initiating appropriate changes in medical practices and policies at the hospital.
I’m a retired professor who taught in the humanities. I love learning, and I really enjoy how you teach. The lessons you draw from these incidents are quite applicable to other professions and even life itself: communication, group dynamics, quality control, the dangers of assuming, and how a competent, team approach can overcome seemingly impossible odds. I’ve also learned to appreciate how professional and vital the cabin crew is. They save lives.
That point about helping other industries certainly is the case with me in the UK on the railways. Just yesterday I had to report a situation where my gut said something COULD be wrong. Turns out all protections were in place but not enough value is often placed on gut feelings. In the report I even mentioned Dr Reasons Swiss cheese model saying it felt like a layer had been breached but that I made extra checks to stop it going any further
@@seanthompson258 physics. Aircraft fly at a pressure not a height. So 35000ft is actually 35000ft above the pressure in the altimeter which is why above transition altitude they set it to 1013 (29.92) so they are all flying at the same pressure reference point. As air gets thinner the higher you get the aircraft is trimmed to follow that air pressure which follows the curvature of the earth. See it as following a particular colour band of a rainbow that surrounds the world
@@seanthompson258 When people engage in a conspiracy, they tend to do so in order to gain money and/or power or to keep themselves out of trouble. However, if the Earth were actually flat, not round, then what would the purveyors of this conspiracy have to gain? What would governments, astronauts, physicists, pilots, etc. have to gain from not informing the public that the world is actually flat? It is not like the governments of the world are going to be forced to lower their taxes if the world were really flat. I just do not see a benefit to lie about the shape of the planet.
That's a really good advise in EVERY team. Conflicts or disagreements that are smoldering usually turn out to be a big problem later on. If there is something wrong, let your team members know about it. Although the mood in the team will be bad for a moment, it will eventually turn out to make the team stronger and more confident in what they're doing. Suppressed conflicts or disagreements are a ticking time bomb which should be avoided in a team. Our former managing director used to say "A small storm will clear the sky"...
“Maybe you are an aviation geek but you don’t know it yet” That was me before I found your channel, Petter! I spend a lot of time at my local airport, as a ground transport driver, and in the time between jobs, I would look at the flights coming in and research the planes operating the flights. That led me to videos on RU-vid, which lead to a suggestion of one of your videos, then I watched more and more! Once again, Petter, this is a fantastic and informative video. Bravo my friend.
I don't have any involvement with the aviation industry at all. I just stumbled upon Mentour a while back, got hooked, and you know what, I think maybe I'm an aviation geek now :)
I haven't been flying for about 10 years now. But flying fascinates me because of the technigue involved. First I read a book about the technique of flying, then I stumbled onto CaptainJoe, then onto MentourPilot and then onto 74Gear. Each one covering different aspects of aviation. I am still no aviation geek, but have learned that most flying accidents are caused by crews not following procedures correctly.
I am a PPL pilot and I love this content. Especially flight crash analysis. Actually, I got my PPL partly because I was a nervous flyer, and once I learned to fly all my fear went. When I am flying solo, I like to do constant safety drills, just so I am ready in the event of an emergency. I have done hundreds of dead stick landings - for the eventuality of my single engine packing up. Knowing what happened in flight crash situations really helps my flying - just the whole element of various dangers aligning and how to avoid them. And guess what? - I did indeed have an engine failure, and managed to land the plane safely . All the training & critical thinking helped me survive. It could have so easily turned out badly.
The post accident recommendations seem rather mild in light of what happened. If both pilots cannot agree that an approach aid or the runway is in sight, a go-around should be executed before the MDA is reached, particularly if the rate of descent is over 1000 fpm. I would have been panicking upon listening to altitudes of 100 feet or less. (I am not a pilot but have watched many accident videos.)
@@seanthompson258 There is no "hidden truth" and all of your questions can be answered with basic science.... Not to mention - planes generally fly a bit nose up and not a "flat plane" because..... Gravity. The name of the airplane (not aeroplane) has zero to do with your "argument" and a zillion examples exist in the English language.
@@seanthompson258 Well, you are replying to my post, but as I said I am not a pilot. I suspect Mentour Pilot is averse to commenting on Flat Earth theories. I would say this: Level flight is something of a conventionalization. Aircraft may fly a bit nose-up for technical reasons, but the actual flight path is intended to maintain a fairly constant height above ground. Thus it is not a Euclidian straight line, but an extremely shallow arc. Neither the visible horizon nor the corresponding cockpit instrument would disturb the perception of level flight at typical cruising altitudes. More than that I cannot say.
@@seanthompson258 Your confusion comes from the interpretation of the word “level”. If you think “level” means arrow straight, then constant altitude above ground would also mean the ground has to be arrow straight, therefore flat. But in aviation, “level” does not mean, and never has meant, arrow straight. Level means constant altitude above ground, or as is most common in aviation, constant altitude above a somewhat synthetic reference “sea level” that is most commonly measured by atmospheric pressure. With that definition, the shape of Earth is no longer implied by the word “level”. Earth could be any shape at all, so long as airplanes can fly at constant altitude above it. Flat, spherical, egg shaped, lumpy, cubical, they are all permissible with that definition. It happens that Earth, and all reasonably sized planetary bodies, are nearly spherical, so flying at constant altitude results in a circular flight path. A pilot flying by visual reference keeps the plane’s nose at a fairly constant angle to the horizon and refers to her altimeter every few seconds. The result is that she does not fly an arrow straight path, but actually corrects slightly nose down, constantly as she goes to maintain constant altitude. This constant nose down correction is small enough that it is hidden among the other constant corrections being made for turbulence, minor aircraft miss-trimming, other aircraft maneuvers, etc. Autopilots do exactly the same thing.
I love how you explain the factors contributing to the accident at the beginning. This helps prime the viewer before they reach the portion of the accident itself
In all honesty, I've always found your videos to be really accessible to normal people, while also carrying a lot of detail to keep enthusiasts interested as well. But these accident report videos are a wholly different level. They are truly a whole head above the rest, including those with huge budgets backed by major cable companies. Thank you! Hope you have an absolutely fantastic day!
Yes, we live on a ball. We live on a VERY BIG ball. Scale matters. The diameter of the Earth is about 8000km. A commercial aircraft's area of concern from full flight altitude will have a radius on the order of 50km. A small plane might be just a few km. At that scale, it is flying over an _essentially_ flat surface (ignoring local topography). Of course on long flights, the curvature of the Earth is relevant, especially for navigation. Look up "great circle route" to understand why.
@@seanthompson258 You are joking, right? If not, please discuss some other phenomena that you believe can only be explained by the earth being flat, and would be false if the earth is spherical.
I'm not a pilot but I'm a safety committee member at the warehouse I work at, and your words at the end really resonate with me. If I may paraphrase, "If you feel something is wrong or incorrect, speak up." That's why I watch videos like this, and other videos in other fields that are disaster/safety related. Even in our relatively low stakes work of moving boxes from point A to point B, there's still a lot of lessons on how issues can crop up and how we as individuals and team members need to be able to handle and tackle situations. Plus I think this stuff is interesting as hell!
like the story of the IBM employee that made a $600,000 mistake and handed in his resignation letter to the CEO. and the CEO said we just spent 600,000 dollars on your training I can't accept this resignation
Given what was happening -- the first officer saying he couldn't see the runway and the weather becoming dark per the captain -- I get the sense of get-there-itis in the decision making. It's hard to understand why they didn't go around when they reached the minimum altitude and could not see the runway. Not some light they thought they saw, but the runway. It seems to me they violated procedure there and took a chance, apparently to "get there", that turned out to be a very bad bet.
Fascinating! I'm not a pilot, but a sailor. In yacht racing, even though it's only in 2-D, situations can escalate very rapidly - literally in seconds. The crew and skipper are all looking out, and I've had "crash tack" called on me at the same time as I've actually just put the helm down. I just don't understand why an aeroplane crew can become so detached from reality that someone doesn't call out "guys, we need to get put of here now!" when you can't actually see out of the window on a visual approach. It defies belief. No good mumbling politely, hoping someone will notice you, when death is only feet away!
I also noticed in the pilot's appraisal feedback that someone had said he "emphasize on his habit to continue approach even violate from stabililized approach"... it's strange how little this "tendency to push on" didn't really come out in the findings.
The problem with that is through all those flying experience there's bound to be multiple times where he "pushed on" even when it was compromising safety. The worst thing is he probably got away with all of those mishaps and made him confident with this tendency. I'm not trying to judge but having a minimum standard in crm is quite telling.
@@topethermohenes7658 I agree. I'd just like to emphasse that the report findings called for better CRM, bit did not appear to specifically criticise the _judgement_ involved in pressing on. That's not a CRM issue, that's simply bad judgement, which this pilot had been called out for before. (Full disclosure - it's also a hot button of mine because I've tended to have push-on-itis, I know how it feels ... and it makes my alarm bells ring to see it in others!)
@@topethermohenes7658 well, there's a common feeling that safety guidelines are written to have leeway, and not be a hard rule. Which... is actually true most of the time.
As an airline pilot myself I gotta say I love your videos.... lately these crash analysis videos have really captured my interest.... so much better than the show mayday because there's no unnecessary drama and made for TV bs. Keep up the great work. Discovery Channel should offer you a half hour slot each week....I mean that!
@@willyolio9590 Nah, just Lion Air being Lion Air. They average 1 hull loss incident every 2 years and were even banned in operating in European airspace for their poor safety practices.
I really, really like these videos. I am an aviation geek, so these types of videos really appeal to me in a great way. You are really great at explaining more complicated matters of the aircraft systems, in a more simple way. Keep up the great work!
I got into these videos specifically because of my anxiety when I fly. Love to travel, terrified of flying. It has really helped. Like you said, knowing the amount of things that have to happen for a crash to take place somehow calms that fear a bit. Thank you for making it so easy to understand! Take care.
Binge watched the whole playlist, really loved aviation thus gaining a lot of knowledge from these videos! Thanks for the precise and clear explanation, cheers from Kuala Lumpur!! Stay safe captain.
Another great episode Petter. I am not in the aviation industry but I wish that I had taken that path when I was younger. I used to be a very frequent flyer but now that I'm retired I just love your channel to learn about how the aviation industry actually works. I think that if people driving their cars would learn how an aeroplane is flown the roads would be a lot safer and in my view there are quite a few similarities, one small example, if some thought was put into planning a manouevre on the highway before executing it then we would not have so many collisions.
Just recently discovered your channel. I'm not an aviator but I love flying and find aeronautics fascinating. I've watched dozens and dozens of accident recreation videos but yours is the best I've seen. Regarding your two goals: You've achieved both with me personally. I've never been a nervous flyer but your videos are reassuring. You have the rare combination of expertise and the ability to convey it succinctly and understandably, and in a pleasant, engaging manner. Well done Petter!
The aviation community is so fussy. The pilots completed 99.999% of the mission, got their passengers to within a stones throw from the destination...I guess you can't please everyone.
I’m a 75 yr. old woman and find your vids quite informative and fascinating as well as educational. You are adding to the awareness of all interested parties. You are contributing such beneficial advice for everyone.🦌💌❤️☕️📚
@@Capecodham You are listing initialisms, not acronyms. And initialisms generally use capital letters, as your list shows. The original posting shows "vids" in lower case, implying it's an abbreviation. It sure is hard to surmise what vids might be short for when it's in a comment on a video on a video platform and directed to the channel host who posts videos. And when you search on Google for that word, one's surmise would be comfirmed.
I had to watch the last part of this twice, because the first time Petter was explaining the most important lesson, my attention was distracted by a trailer for some other Mentour pilot interview. Worth noting, or am I just a grass-hopper brain? Loving this series, learning a lot. Thanks, Petter!
Brilliant assessment, as always. Thanks again for such an interesting, professional & informative channel. Your sponsors are also very appropriate to your subject matter and unobtrusive to the viewing experience.
@@dominicMcAfee Hi, Dominic! You are doing an Awesome job as always on that videos! As for me, I am not really sure if I like that spike. Short videos are controversial. They may bring some audience but they can ruin the channel statistics for watch time. And there is no spike in revenue...) So, experimenting! Thanks for your comment! Stay Awesome!
@@MentourPilot If you were to be my pilot for my next flight I would be supper happy and relax. Nothing like having a smart pilot like you in control of the flight
It’s getting extremely difficult to ignore the CRM issue from this region of the world. To the point where obvious patterns are recognizable on this channel, alone. As always, superb video & analysis.
Well here's the scary thought: what if this had been on land and not in the water? Probably? KABOOOM! That's most likely, I think. If the pilots had impacted closer to the runway, or even ON the runway like that? It'd have most likely turned the aircraft into a flaming wreck.
@@marhawkman303 ,considering the gear was down,the plane probably wouldn't explode if had impacted the ground. If there was no serious terrain feature ahead of them,worst case scenario would be their gear collapsing and sliding,maybe tearing the engines,wings and fuselage. Should the gear somewhat hold,either they would've bounced up and end up very bumpily head towards the runway or drag their wheels through the dirt towards the runway,digging in. That,though,would depend on the actual vertical force needed to crush a 737s' gear.
@@NareshSinghOctagon yeah, my "kaboom" conclusion was assuming it would NOT be a gentle touchdown, and more like smashing nose-first at flight speed. Or smashing into a building... that's also possible. Which isn't a given. so... ok, maybe not kaboom.
I am not working in (or even in relation to) aviation, but such videos are exactly why I’m a subscriber. I admire the aviation industry for industrialising what should be the norm in every aspect of life. It is inevitable that mistakes happen. It should be equally inevitable to learn from them, every single time. Mentour Pilot and his channel emphasise it on a very high level. Keep on with it, very nice job!
The things some pilots get away with is pretty shocking. Crashes and other serious incidents because mandatory processes were ignored and the pilots facing no consequences seems to be a recurring theme.
You have several videos where the less experienced First Officer is trying to communicate that something is wrong (no visual on the runway in this case), but the Captain does not process that. In this combination of a less than forceful statement that there is no visual from the First Officer (not surprising giving the vast difference in experience) and no acknowledgement from the Captain, I would say that any Captain (especially when the experience difference is great) should be aware that they need to pay close attention to what the First Officer is saying as they may be pointing out something that the Captain is not aware of. Just as important, I think any Captain should understand that all pilots make mistakes at times while flying and they need to listen to the flight crew with an open mind at all times. A Captain who can do this also trains the flight crew to be the same way as they gain experience.
Yes, and the vast majority of captains do. We see these incidents and draw the conclusion that the problem is widespread when, in reality, it’s just a function of the very few captains who didn’t do it on tgat day.
I guess in every profession you can get too sure of yourself. An inexperienced doctor saved my life just by 'not feeling happy about the situation' when I was a kid, so I definitely learned to always take any somewhat educated opinion into consideration. I guess the hierarchy of most jobs can definitely get in the way here, and I guess it's no different for aviation.
@@MentourPilot Do you think that the captain's culture (not "just" CRM habits or style), the difference in the cultures and social hierarchy/ego, or a command or teaching style often plays a significant role in this? (Nothing more than a question, I've no agenda and am not accusing anyone(s).
This is actually a recurring theme of incidents with less than ideal CRM, there are a lot of examples to this. An inexperienced first officer with a very experienced captain, which leads to either the FO not speaking up out of misplaced respect or even a bit of fear, or the captain dismissing the FO's input because of an exaggerated confidence in their experience.
@@lt1nut The Korean Air accident is a prime example of how culture does absolutelly play into it, but it's also an example of how airline training can overcome such cultural things to a large degree - since then, Korean Air has had a very good track record.
These accident investigation recaps are seriously top notch content. Especially when you talk about the human factors which lead to failure. These situations are universal and addressing them is really a service to all of us who are responsible for other's safety, no matter what industry we are in.
With the amazing high-end quality of your videos including stunning animation, your calm non-condescending explanations, I find it distressing that so many dislike these videos. As others have emphatically stated, I find your videos to be the best of the best of all the accident investigation and recreation videos. Great job!!!
Hi Petter, I've recently been getting into your analysis videos, and I have to agree with everyone that the quality of content - which started out as very good - is now genuinely exceptional. Have you ever considered making a "special" report on the series of accidents and incidents (UA585, USAir 427 and Eastwind 517) involving the B737 rudder PCU valve in the 1990s? I would be very interested to see how you cover things for several reasons - firstly because as a B737 Captain yourself it would be very good to hear your insights into how the aircraft and procedures evolved between then and now (particularly as the NG was being made with the original valve for the first few years), secondly because it's one of the very few times an NTSB final report has been rewritten as a result of later findings and thirdly because it would be interesting to hear a B737 pilot's views on the way Boeing initially pushed back on the PCU valve failure being the cause of the accidents, and how that was eventually resolved. It was just a thought anyway - I hope you and yours are well, and again - keep up the amazing work!
Best video series of Air Crash Investigations.... EVER!!! Your information is easy to understand, very detailed, so informative and thoroughly enjoyable!! Thank YOU so much to you and your incredible team for putting this together. I've been binge watching and saving all your videos :)
As an aviation professional and professional AvGeek, I am so happy to have found your channel. I work R&D For a major jet engine OEM/MRO (one of the big 3), so if there is anything I can ever do to help or if you have a tech question that is hard to find information on, Feel free to contact me (I will provide my corporate email for verification at that point). Thanks Petter for all the amazing videos!
At least those other shows don't contaminate their programs with miracle claims since any sane human knows miracles, ALL MIRACLES, can be explain with real science and reality.
Without viewing the video: why? Because take off and landing are the classical things that can go horribly wrong. Before you know it, you're out of control, and going down. That's why. Now I'll watch...
Imo the editing and commentary is better than any other channel. Not much reading required either. Btw, I don't know if you consider suggestions, but I thought the Air Astana 1388 incident was pretty interesting.
Are you familiar with the work of Henry Petroski? He is a professor of engineering who has written a few books on the role of failure in design, such as _To Engineer Is Human: The Role of Failure in Successful Design._
Also check out Don Norman's books, namely The Psychology of Everyday Things, and his update, The Design of Everyday Things. He asserts that human error (the blame for most accidents) is merely a small portion of a larger *system* error--due to poor engineering/design.
Just want to say thank you again for making these videos! I'm not affiliated with the aviation industry but I enjoy watching these investigation videos! I love the holistic way the air investigators see the accident instead of simply blaming the pilot. If every "accident" in RL were investigated this way, there would be world peace! 🕊
Great video Petter, the visuals have really improved recently. Not that your videos were bad in any way before, but they really pull you in now. Thanks
Interesting that a completely unplanned ditching had such a good outcome for those onboard. Makes me wonder if airliner ditchings are more surviveable than commonly supposed.
I like the content and understand a lot what is explained. Learning is transpired. I also watch it to get some 💤 too. However, when I am awake and attentive I learn decision making tactics and stratigies such as PIOSEE
Are they allowed to change roles from pilot monitoring to pilot flying in the middle of an approach, no less so shortly before landing? I would think that would be an automatic go around.
@@MentourPilot But, do you scream out "Dear God, we're all going to die" while you do it like my flight instructor had a habit of doing? It was really unnerving...
At the end of this video you mentioned how you hope that we learn something from your videos. The video on our channel about Otzi the Iceman has a shoutout to you. We planned to hike to the place exactly where Otzi was found in the mountains near Vent, Austria and back in the same day. The rules for the hutte were that people that needed to stay there had to have reservations and we didn't want to get stuck overnight in the mountains without being able to use the hut. As it got past noon on the day of our ascent we realized that we could get withing a few hundred meters, but that would make it late when we started back to Vent. In our video we describe how we had to change our goal for the day and accept that we could get close, but not the last hundred meters or so. Instead of getting too focused on the original goal we chose to be safe and head back. We got back safely and had a nice dinner. Our plans are to go again this summer, but to include more time so that we can stay at the hut as a primary plan instead of a backup. Thank you.
I love this series of videos. The knowledge you impart as the video progresses makes them very accessible to non-aviators. The visuals are informative, without being dramatic or distracting. You’re always respectful of crew and passengers, especially where there is a loss of life.
I want to add that it was a brilliant explanation about this incident and I like what he advised us to voice out when we are not comfortable. Yes, sometimes the seniors are not friendly and feel uncomfortable and anxious to raise any problems. Therefore, the airline should conduct frequent employees to understand each other training because we are not flying kites but flying huge planes with innocent souls. Please don't kill innocent souls because of your ego and pride, especially the senior ones I know you have vast experience and need to have learned how to work as a team and this can avoid unnecessary disaster....adam..a.s
Actually, it wasn't that the captain was lazy, I don't think. Aggressive would be more the term I'd use, GIVEN--and this wasn't emphasized in the video, but it was visible at 2:11--that he had a habit of pushing ahead and landing unstabilized approaches, per his training officers. In other words... The Captain was put into a situation he shouldn't have continued in, but he followed his usual procedure and continued anyway. Time to remove a stripe.
@@erichusmann5145 This fact irks me. A lot. How could they let such behavior slide? Sure, they noted it in that review, but that's clearly not enough. With the pilot's *habit* being so egregious and documented, they had every reason to bench him for some retraining. Yeah, they'd've been down a pilot for a bit, but instead, they were down an entire plane. Which costs more, I wonder?
I work for one of the emergency services, it is critical that good CRM is carried out especially in a high stress situation. This then allows us to perform at our best even when the situation we are in maybe exceedingly difficult.
Wait, your name is spelled "Petter" instead of "Peter"? Is that normal in Swedish? :) (in Dutch it would be Pieter, which is pronounced as 'pee-ter' - although we also have Peter but that would be pronounced like 'pay-ter')
Thanks for these I'm not a pilot ( crashed my 1st RC plane on take off). But my Dad was a mechanic foreman for AAA started his career as a mechanic for a barnstormer worked on many from the Ford tri Motor to the Boeing 707 before retiring. He has since passed but I remember fondly his dedication to keeping the aircraft safe. His nickname at work was micrometer Ed. Your comments about team work and focus on the task at hand has helped me remember lessons from my dad and how they apply to maybe all our actives we enter in life . Thanks again. One lesson from Dad how to correctly install a cotter pin
I think you should do a video on Nigerian 2120. It was a flight from jeddah. It was a really interesting case and i think it’ll make a good video. In case you read this petter, then i just wanna say your videos are AMAZING!!!!! Anyways ill appreciate it if you add that accident to your list.
I love reading into air disasters and incidents, because it's both an intriguing mystery to solve, and I love diving into the ins and outs of complex technology. So getting these from a pilot's POV, learning about how aviation is made safer, is invaluable!
