Emirates Boeing 777 Crashes During Final Approach | Deadly Go-Arounds (With Real Audio)
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- čas přidán 8. 09. 2024
- On 3 August 2016, a Boeing 777-300 operating as Emirates flight 521 crashes while landing at Dubai International Airport. Less than three years later, a Boeing 767 operating as Atlas Air Flight 3591 for Amazon Air also crashes in a go-around near Houston, Texas.
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This video has been recorded and edited in 4K resolution and 60FPS.
Imagine waiting for days for an emergency to appear and when you see the lives of 300 people hanging from a thread you run to save them, Not knowning that your time has come. Respect to the Fire fighter who died on Duty.
Respect for you, sir. Because you noticed that situation...
Well said
Salut guys Salut him
that's a cargo plane not a commercial airliner.
@@philipbahia2707 i was talking about Emirates Flight 521
My heart lifted when they said all survived, then my heart dropped again for the firefighter.
It said no one survived actually😢
The fire fighter who died was the cousin of my ex bf :-(
@@keyasultana3063 That's for the amazon flight the emirates flight everyone survived bar the firefighter.
@@IloveCamels335 love to your bf and fam. God bless you always
maybe you got a heart attack
I felt so much relief and joy that everyone in the first flight survived. Prayers and condolences to the brave firefighter that lost his life 🙏
I must tell you that i believe you are the absolute best at these incredible recreations and i will tell you why
1) No voice over narration which i find irritating, especially since the info is being typed on the screen.
2) You spell everything correctly and are very thorough in your explanations.
3) You stay away from overly sad, dramatic music.
4) and most importantly, unlike the Smithsonian Channel, you do not attempt to recreate the accident. They actually go to the trouble to zero in on the faces of the passengers screaming. They have actors portray everyone on the plane from the pilots to the flight attendants to those poor soon to be dead passengers. Bravo and please keep up the good work.
Ok
#2) makes me wonder if we've been watching the same channel.
@@krashd well yeah I guess. Cause usually the summary nowadays is very complicated to understand that he puts. Cause he gets it from Wikipedia
@@krashd lol
are u sure about #3
I lived in Dubai for 16 years and I remember this day well. I was travelling from DXB at the time to Qatar. RIP to that brave firefighter.
I was leaving from dubai to beirut this day, remember all the cancel flights and chaos
no one cares
@@thesorrow96 here🖕🏽
@@thesorrow96 bro chill
Same I live for 9 years
Aska hid his absolutely abysmal training record. He was prone to panic in simulated flights and that proved true when he completely ignored his instruments. Should have never happened as he shouldn’t have been flying, period.
These accident videos tend to gloss over that. I wonder why?
@@daveworthing2294 Maybe to not cause a fear of flying? I dunno the correct answear but I think that's why!
@@luiggiparise8301 Wrong answer. Do some research.
@@daveworthing2294 So, what's the answer?
Simulated flights are not the same as siting on real aircraft. In simulators you make mistake ..you go again. In real life, that is not available you can feel pilots pressure.
Respect to that firefighter who died in honor
How did he die was it the fire or accident
Sorry for asking
@@biscuit4235 fighting the accident
@@biscuit4235 He died in honor while fighting in fire
@@biscuit4235 he died cuz explosion
@@biscuit4235 he passed as a first responder to the accident as a ground crew fire fighter, he was hit by the explosion of the plane due to the flammable fuel contacting flames after the crash.
Second video like this where the Go Around switch was activated without the pilots knowledge. As before, it really needs an audio prompt letting the flight crew know it was activated!
Note that the crew wasn't paying any attention to the instruments as they were flying through a cloud and one decided that they were stalling when they were descending at 300 knots. I doubt any kind of prompt would have broken them out of the trance they were in.
@@scottlarson1548 I think it would of
I would agree, plus a visual prompt. It is too easy to put craft into a dangerous state. For those detractors saying they should have noticed. You simply don't notice things you are not expecting to happen. If they did anything wrong it was flying non visual, it's a killer.
@@tensevo There is a visual prompt, although it is quite small: the automation status written in green text at the top of Primary Flight Display. Doesn't catch attention in the same way as Master Caution or Warning.
Even better: move the switch from the throttle to a place you have to reach-for with a bulb that illuminates!
I can't imagine piloting a plane, being able to see everything, including the couple of seconds right before you crash and die.
😳😳😭
Respect to the pilots who fly daily
I was so sure I was about to read “all 282 passengers and crew died” but when I read they all survived gosh that’s so lucky! Respect for the fireman however 🙌
18:11 the unresponded ATC calls to a crashed airplain always give me the creeps...
Oh I agree! Can you imagine .. just not hearing a response .. shivers .. how horrible .. repeating over and over, trying to remain calm and composed .. so sad ..
Second accident was truly unfortunate and sad. RIP guys.
both were sad. both were unfortunate.
spideman verse
Because of the servoed nature of the Boeing auto throttle to move them with the thrust, the engineers decided to make the GA activation based on pressing a switch (TOGA), whereas Airbus requires you to firewall the levers. The former, as it turns out, is a recipe for disaster, on more than one occasion.
The latter is an option for the former, though. But that also means it becomes (temporary) manual thrust (THR HLD) instead of TO/GA.
This was used on the OLD C141 Lockheed Starlifter as well, worked fine.
Not strictly true - it works fine normally. Once you get below a certain RA, the GA doesn’t work , so you firewall the power , pitch up, then press toga and it should come back to normal. Once you touch down it’s a baulked landing rather than a pure GA
always keep your hand on the throttle .. simple solution
@@robd2184 I think the problem with the switch is that it introduces ambiguity into the system. In most go around scenarios on the Airbus the solution is to put the thrust levers into the TOGA detent, unless if you were doing a descending missed approach. In the Boeing, the problem is that with the auto throttle active, the primary means to activate TOGA is by using the button. And thus you introduce ambiguity when it comes to certain critical scenarios, especially under high workloads in marginal weather.
It’s a poor philosophy left over from the old days, which Boeing is beholden to because of ‘continuity’.
People often forget the danger firefighters put themselves in to save others. A sad loss given that everyone on the aircraft survived.
An another point, I thought pilots trained on "touch and goes" in a real aircraft to deal with this exact situation.
Nobody forgets the danger firefighters put themselves in.
Pilots: GO AROUND
TOGA, Autothrottle: MY GOALS ARE BEYOND YOUR UNDERSTANDING
😂😂😂👍🏻
I have noticed countless issues of the Go Around Toga switch activated by mistake and pilots not noticing the activation. I am always wondering why they haven't moved that switch ?
It would cost a lot of money
@@biscuit4235 They could at least at an automated call-out to the switch so its activation or lack of activation does not go unnoticed.
The problem is Automation. It is taking away pilots reasoning and analysis away. The take off and landing are very critical which needs pilots engagement and at list on this two stages automation should be avoided.
Or in the least implement an activation/deactivation chime
or better add a TO/GA ENGAGED Going around, sound?
From the video title, I was expecting airborne collision between two aircraft trying to land on the same runway at the same time - having had one of them 'go around'.
"Maladaptive stress response." That's a Millennial phrase for "froze like a popsicle."
The fact everyone onboard survived is boggling, so sad to hear a firefighter died. Prayers for you. Unsung hero.
Two videos in one week?!! Amazing 👏👏👏
I guess that there is no audible warning made when the "go around lever" is pushed in a Boeing 767. How two instrument rated pilots can ignore their instruments staring them in the face, and become spacially disoriented at the same time; boggles my mind!
It really is mind blowing. *Plane starts diving* "Oh yup, nothing to see here..". Mind you, after reading a couple of fighter aircraft memoirs, spacial disorientation has an odd knack for throwing off even the most experienced pilots.
They were diving and the FO said they were stalling, the opposite, subsequently pitching down even more. The captain did not take control. Were they distracted, task-saturated, disoriented or all of the above?
amazing so many survived. RIP to the firefighter and condolences to his family.
Unsurprisingly, this channel makes me loving trains all the more. If you can't go by train, maybe this destination is just not meant for you.
Although rare, a train just crashed 2 years ago in my area. The cars were left dangling and it was a mess. My point is aviation accidents are rare. Now having said that, I've been in two. One extremely scary one and the other we ran off the runway.
It's said overall death rate of air transport has been consistently the lowest. It just intuitively seems not the case due to risk perception.
Of course also the highest effort goes into aviation.
That said I guess it's probably also true that the conditional probability of air accident does go significant higher for specific adverse factors (weather, airport, maintenance, training etc.).
Unsurprisingly, PennCentral670 is a channel that only real railfans would enjoy.
Aren’t these both reuploads? They’re still great, and your channel has infinite re-watchability, but haven’t these been covered before?
Not complaining, just making sure I’m not going crazy. Thanks for the content!
You’re right
@@rutabasaud8566 Thanks!
yes it is. not sure why but no changes to the original either. just 2 (very good) videos combined together
Thanks, I knew I saw the Atlas Air before as I remembered the controller asking “Are you the Prime Air?”
I was thinking the same thing, I'm glad I'm not the only one that noticed.
So sad and so frightening.
I remember on my third solo flight I was coming in for final and little did I, or the ATC, know that wind shear conditions had started.
I ended up 2/3rds down the runway but still at 150ft.
I announced "Go- round" as I was cleaning the plane up.
Upon entering back into the pattern I radioed the tower and let them know about the wind shear.
I then told them that I would be on a 3 mile long Long Final.
I was amazed as I greased it on.
What a lesson though!!!
9:35 Main gear touched down - disabling TOGA switches. PITY it didn't also disable GEAR UP control too !
Good point
I lived in Houston when the Atlas Air plane crashed. I couldn't believe the prelim reports about weather being the reason. Rain in Houston in Feb does not come from thunderstorms. It comes from stratus clouds locally generated by our humid air. The difference between "green" and "yellow" is about a 1/2 inch per hour more rain. Spacial disorientation and panic makes more sense. And, as to why the captain did not re-assume control? Well, the major carriers make their pilots retire at age 60 for a reason....
I live down the road from where the Atlas Air went down. I was getting out of my car in Baytown at the time of the accident and the temperature dropped noticeably while there were mammatus clouds to the east.
Another outstanding video. My favorite part was that unpowered, unmanned cart maneuvering around the left side of the plane at 11:01 like it had a mind of it's own!
Haha, it’s just out there living it’s best life
There was someone approaching it from the front of the plane, clearly that cart knew it was bath time and like any three-year old it made a break for it!
Two uploads in one week! Loving it.
Except this one is a compilation of two oldies.
@@krashd true
Miraculous that everyone made it out alive. Well done by the crew
Emirates’s cabin crew safety and emergency training is very pro, probably one of the best ones in the world. It did pay off. So sorry for the firefighter.
Yikes!! That’s very scary to know how easily our life’s can come to an end.
That "Whoop! Whoop! PULL UP!" Terrifies me.
Awesome video!
Wow! Great job succinctly describing the circumstances that led up to this event. You do a great job that obviously requires a lot of attention to details and not babble on trying to describe what happened. “This is it, let’s move on and not waste time about I’m saying”. Thank you a LOT for your efforts and talent!
I believe that the description and all of these details you loved came from the released official final report issued by the NTSB.
@@TheLoneVirgo - Yup! I’m sure, in fact expect you are correct. Which means they are accurate… and presented better than anybody else on CZcams can/will do. That’s the whole point of my comment.
I remember when this guy had only 800k subs. He’s doing great! Got 1.29M rn.👏🏽
wake up babe new TheFlightChannel video just dropped
I’m having to take a flight in a little over a week to see my son graduate boot camp. I have been watching military videos and movies to kind of get used to the situations he will be in and not make it so scary. So I figured I would do the same thing with my fear of flying and fear of heights…. Hopefully it helps me…
I wonder if it could be argued that the more experience a pilot has actually increases the risks of spatial disorientation episodes. They do it enough they get comfortable and forget the basics it seems, which leads to slow reaction times when failure to be glued to their instruments when they need to be, since they've been fine for so many years.
To a lay person, the first instance suggests the crew weren’t actually flying the aircraft, while in the second they were, but badly.
When I was instructor and check pilot on DC 10s and B747s, I always advised my trainees to do MANUAL Go Arounds: Push the throttles forward, Call "Going Around--set flaps!" and rotate to 10 degrees up initially (to avoid a rear fuselage scrape. ANY aeroplane will definitely go around using this procedure. Using the autos like TOGA so near to the ground is not necessary. At least two accidents have been blamed on failures due to wrong settings of the auto throttle system . The system can be re engaged at a safe altitude. The pilot landing should always keep a hand on the throttles until the plane is safely down.
RIP Hero Fire fighter ....
It amazes me how many of these accidents where the pilot at the controls failed to realize the engines were not advancing. You have to wonder if the pilot was half deaf? It's fairly obvious when you press the thrust lever and the engines stay at idle by sound alone and I'm no
pilot but I can tell the position of the throttles from any part of the cabin by sound alone.
They must have been thoroughly distracted. Stress causes tunnel vision (and hearing) and you shut out lots of information. Even if they’re trained in all sorts of scenarios,( of which there are 50.000), time to act is VERY limited, often less than a minute to identify the problem and act on it. People are also not equally bright in each part of the day, if there is lack of sleep or many other contributing factors, all that can cloud the judgement. And last but not least, if you don’t expect the TOGA switch activated, you won’t think of it. I thoroughly agree, there should be an aureal warning if it’s activated.
@@findelka1810 There is a very visible THRUST indication right in front of your eyes on the main mode indication panel...right in front of your eyes!!!..
This shows you have go around thrust.
That is ....
TRUST TOGA TOGA
The power levers moving under your right hand AND an engine roar AND an increase in energy are also great indicators...
.Unless you are a total idiot !!
Everyone is gangsta until the plane starts sinking without landing gear
I'm just a GA pilot with no automation. Seeing this makes me wonder if these "highly skilled professional pilots" have forgotten how to actually hand fly the airplane. It also looks like a lack of situational awareness on the conditions and what the airplane is actually doing. No hands on the throttles or even thinking about the throttles ...automation has it...WOW!
I only fly 172s but A/T seems counterintuitive to the landing sequence of a flight so that you can respond to changing conditions.
At first, from the title I thought those 2 aircraft crashed with eachother 😅 and I was confused because I haven't heard about an aircraft collision regarding am Emirates aircraft.
Boy was I wrong about the title hahaha
Automation, fly by wire, call it what you will, was meant to reduce accidents by elliminating pilot error BUT, in situations whereby these systems have to be switched off or over-ridden for some reason and the crew have to go back to the "old fashioned" one flying one monitoring, the crew lacking "real time" hands on flying seem to produce these awful, but totally avoidable accidents. One thing did strike me as rather odd on the last accident airplane featured was, why the hell was the TOGA switch situated in such a position as to cause an accidental activation, and why did it not have an annuciation or a kind of gong/chime simular to the autopilot warning
767 is quite old. Doesn't have the attention of ergonomics in the same way as its successor does (777, 787, 747-8). 737 is an extreme example, as the cockpit design had barely changed since 1960s.
Mentour pilot did a good breakdown of this crash and, iifc, struggled to see how it could have been accidentally activated. Although we will never know why for sure.
As a flight sim enthusiast, it's disappointing that a real world pilot calls out a stall, yet doesn't know to properly check or know how to read the pfd. Saying your stalling when your actually in a nose down position, is probably one of the worst things you can do. Very unfortunate. Disappointed though that these accident's were because of pilot mistakes and not aircraft malfunction.
Question on that.
Would they not feel the rapid nose down decent in the cockpit?
And see the instruments? Is this a classic case of they panicked?
@@benjaminstokoe1441 WHen there's no ground for visual reference you can almost have the plane upside down - if you're buckled in - without noticing it sometimes. Depends on speed and G-forces.
I don't understand the obsession with 'rules' and 'procedures' on supposed safe landings. Why on earth are they attempting a go around once they had touched down on a long runway? especially at quite a low speed, just to be correct... passengers would prefer a relatively hard landing than exploding into flames. just land and break hard. why risk everything? I don't get it.
The unexprienced captain did not feel wheels touch ground. That was the reason behind GA
💔 For the Prime Flight. No one intentionally wants to make a mistake like that. Where are their names? My heart goes out to all the families 😞
Thankfully, the aircraft remained controllable through various configuration changes while being flown as a glider, and the fuselage remained intact after it impacted the runway, allowing all passengers and crew to escape. Condolences to the family of the brave firefighter . . .
What a treat to be so early to one of your incredible postings! Thanks for your dedication to excellence.
Haven’t watched this channel in a while and still no stories of the ones I’ve been waiting!
Damn scary how many plane crashes are there 😣
Ask and maybe you shall receive.
Two in one. I'm being delighted with these bonuses!
Give respect to the firefighter that died R. I. P you have been a good man
The second crash affected me so much because the tub of Vaseline I had ordered from Amazon Prime never reached me and I was left with dry skin for weeks. I still wake up in cold sweat thinking about this incident.
sometimes knowingly, unknowingly your fate is sealed by the aircraft manufacturer and nature which makes it a deadly combination
8:45 the music is by MichaelFK i think, but I couldn't recall how it was named.
EDIT: It is MichaelFK - Faith. It fits well.
The computer thinks there's some reason to respond to a TOGA switch over a mile high. Somebody needs a thinking cap battery.
Respect and condolences to the fire fighter and his loved ones
The king posted!
I love flying on planes but I always have these videos in the back of my mind...
This crew made several mistakes on this approach. Two major ones! Apparently airline policy of reliance on Auto Throttles was one! In varying wind condition the reaction time of the ATs usually lags behind the needed adjustments! Pilot flying should have had his hands on the throttles during entire approach from the moment he took manual control of the aircraft, and disengaged them the instant the ATs got behind! In erratic wind changes thrust changes need to be quick and aggressive at times! ATs can not do that! This is an example of over reliance on auto systems which always lead to deterioration of piloting skills! (I always hand flew the aircraft below 10,000 feet) The second mistake was attempting to land with a tail wind component exceeding 10 knots! Don't know what the max certified tail wind component for the 777 is, but I doubt it exceeds 10 knots! That is pretty much standard with Boeing aircraft. For anyone wondering about my qualifications, I have over 16,000 hours in all models of the 737 except the Max!
The autothrottle system on the 777 is very good. Unlike the 737 system it is a dual channel system so a pilot can autoland with an inoperative engine. A pilot can land with the autothrottles on and the system reacts to most turbulence very well. If the winds were very gusty I would just fly ref+10 instead of ref+5. I always used autothrottles for landing and had my hands on the throttles just in case I needed to override them. The tailwind component for a 777-200 is 10 knots. For a 777-300 it is 15 knots. Emirates 521 was a 777-300. I was a captain on the 777 for 10 years.
The problem this crew had was once the right gear touched down the weight on wheels switch (we called it the ground shift mechanism) switched from flight mode to ground mode and disarmed the autothrottles. So hitting TOGA wouldn't engage the autothrottles. Add to that the engines would have gone from flight idle to ground idle and the time to spool up the engines would have been increased. Whenever I did a go around I always had my hands on the throttles to make sure the autothrottles were engaged.
@@pixurguy4915 Thanks for the info! Appreciate it.
@@Valor_73737 My pleasure. Retired off the 787. But my favorite airliner was the 757.
@@pixurguy4915 757 is a great looking ship. I am strictly 737, all models from the original through the New Generation. Eventually retired from Southwest! Started with the original Frontier Airlines in 1973.
These kinds of situation really necessitate a flight engineer who could focus on troubleshooting. For safer flights, bring back flight engineers.
There's no need for that. If you really wanna have someone else in the cockpit, there'll always be the observer seat to check how the crew is doing!
I totally agree Merck. 👍🏽 Airline companies will put anyone at risk if it means more profit for them. Soon, they'll be talks about removing the 1st officer too. Unacceptable.
What.. they are trying to get rid of 1 of the pilots. Airlines are working on single pilots planes with the manufacturers.
Sorry, but FEs can be useless also. We lost a C-5 because all the people on the flight deck failed to notice that the pilot flying was using three throttles, one of which was the engine that had been shut down earlier, instead of the three throttles connected to the three good engines. The FE failed to notice that one engine's instruments were showing continuous steady state power operation even with the pilot flying moving three throttles.
What should have happened:
FE: Pilot Flying you are using the incorrect throttle levers.
PF: What?
FE: PF you are using the throttle of the engine we shut down an hour ago.
PF: Go around initiated.
Thanks for noticing.
@@davidhoffman1278 Thanks for your opinion. I disagree.
This are a very sad accidents which are caused due to heavy reliance on automation. What did we learn from this accidents?
dont rely so much on automation LOL
Automation is good if you know how to handle it
Amazing Production
Yee gads…I watch a lot of these and an alarming number of crashes because the aircrew(falsely) relies on autopilot or auto throttles to save them.
NOT an airline pilot but have 5000hrs plus of tactical USN fighter time…..go around? Autopilot AND auto throttles OFF….push throttles forward!!!
Yikes.
Right! The first thing you do, click click and click click. Autopilot and autothtottles off.
Sadly the protocols are written by the airline, which astounds me as you would think there would simply be a "correct way to fly a plane" procedure book, but no - the pilots must do what they have been instructed to by their airline.
Why is there never any real video footage of accidents at airports? You would think they had cameras everywhere.
Living in Houston I remember the storm that day, and remember hearing of the crash very quickly.
Living in Houston I remember the storm that day, and remember hearing of the crash very quickly.
Note to pilots. If you are the pilot monitoring that means you are watching and supervising everything the flying pilot does. Your job is to catch any mistakes and take over if needed. Lazy damn people.
Bro it is so crazy to see a airport of your country no STATE and i really was like amazed.
Mentor Pilot has a very knowledgeable take on this crash too.
I don't understand. When you hit the TO/GA switch, you must get full power immediately or you mash the throttles into the instrument panel. Hard to believe both pilots failed to notice.
Yes
You don't get "full power immediately" when you hit TOGA. You get thrust adequate for a 2000 FPM climb if I remember correctly.
In my opinion either he should have manually deployed the ground spoilers which would have killed the lift from the wings when the plane wouldn't land when the pilot was pushing the nose down or should have went to full throttle at the beginning of go around 🤷🏿♂️
Manually, I add. He's relying on TO/GA switch for power instead of pushing it forward.
First flight, they rely on the enabling of the go around switch to automatically advance the thrust levers. I don't care if this is procedure how does any competent pilot not have his hands on those levers and shove them forward if you're going to attempt to go around and then how do they not tell what's going on when it doesn't advance?
I remember I was in Thailand on holiday when I was 14. I saw it on the TV when I was in the hotel room with my dad and we saw the news on what happened. Its scary because we had about 2 days left before we set off from Bangkok to dubai. Still scares me till this.
Sheesh...Captain wants the nose gear to go down, plane says "No. I don't wanna." Then the Captain says ok, let's go up then. Plane says "Nah. Changed my mind."
Great job flying this simulation!
I used to go on EK-521 but now im going on EK-522 and EK-523
Wonderful animation. I got a visceral repossessed deep down when that 767 impacted the ground, as if I was actually at the controls.
Concerning the Prime Air accident, Yes, the first officer was not qualified enough to be flying, but without knowing all the ins and outs of all the flight controls, and just from an observation standpoint, it seems to me with all the computerization, radar, GPS, ground guidance, computer in flight monitoring of the pilots choices, that these kinds of accidents just shouldn't happen. There should be redundancies, alerts and alarms well before these things take place and disaster can still be averted.
There's been autopilot operating airplanes for decades and decades. You would think take off and landings could have so much automation that even in a go-around situation these kind of accidents could be averted. Accidental/mistaken choices, need to be engineered out through alerts and more warnings to stop catastrophe. Just saying.
There's a hell of a lot missing in that video, the outcome was "so basically they could not fly a plane " All done bye , wtf you don't just crash a plane like that lol.
The Flight Channel is always the best in filming.
RIP to the firefighter..the 777 is enormous and heavy,did the tailwind affect the front gear from touching down very difficult to tame the aircraft in those conditions
Really appreciate you continually uploading new videos. 🙂👍 Love your channel.
This was a perfect storm. It's rare a head wind turns into a tailwind and then at the end a wind shear on top of it when the aircraft was in its most vulnerable position.
How can you be a pilot and not "feel" the throttle increase when you expect it? I liken this to a any good auto driver and you are going to KNOW when your throttle does not respond.
Exactly, not only that but the difference in noise between idling engines and throttled up engines is as clear as night and day.
This is the third time you're making a video on this crash and I love it
I think this is what happens when pilots get complacent with too much of the flight control is by computers. You could have major problems going on and by the time you figure it out it's just to late.
Honestly it seems the majority of incident videos I've watched lately are exactly due to this. Computer does (or doesn't) make an adjustment and PF (pilot flying) can't figure why plane is not flying like it should. I understand wanting to reduce workload, but landing is such a crucial part of the flight that autopilot shouldn't be involved. A lot of the incidents also seem to involve the A/T (AutoThrottle) with pilots *not* monitoring the 3 basic factors: alt, airspeed, and pitch
respect to the fire fighter, he sacrificed himself for 300 people
It wasn't unreasonable for the Emirates captain to expect when he presses the TOGA button he gets full take off power. Seems like bad design for that switch to be overridden in any circumstances. It's sometimes pressed in urgent situations and should therefore always operate immediately. If it's sometimes pressed by accident then a simple 'audio warning' should solve that issue "Take Off Thrust Activated!" then the pilot can immediately deactivate if a mistake. Blaming the pilots for not 'scanning their instruments and not having situational awareness" seems like a bit of a cop out, given the stressful situation they were in.
Well, the copilot only job while landing is to check the parameters and the approach, so it's his fault to not let the captain know that they weren't with TOGA engaged.
When you press the TOGA switch you should keep your hands on the throttle levers to make sure they advance properly. Sometimes things don't work like they should, and that's why we need skilled pilots in the first place. :^)
The inhibited TOGA is by design. What if the button were accidentally pressed on a taxiway or near the gate? Unexpected go-around power in close quarters has a even higher probability of damage, not just to the plane in TOGA, as also other people, buildings and planes on the ground. It a difficult corner case. There is no perfect answer. Though, it seems like good practice to firewall the throttles manually in real go-around, rather than assuming the autothrottle will always do exactly what you expect.
@@a1nelson Yup, and that's why you are supposed to place your hands on the throttles until you are sure the proper power setting has been attained, at a minimum.
yes, i would expect the toga doing all it is supposed to do. when you press that button you want to go up not down.
and the toga button should be situated in a way it cannot be accidently activated. and also a warning given, like "toga activated" so they have an feedback. or if the toga button is pressed by mistake, you know what happened.
this might be a boeing thing
19:10 There is some serious jargon right there. I'll translate it, "The first officer didn't have the know-how to respond to a situation going badly."
Good morning to all from SE Louisiana 4 Dec 21.
The first accident, while not excusable, is at least understandable. Push the TOGA button, and you’d expect the throttles to advance to take off power. Should the crew have been cross-checking and scanning to verify the engines were spooling? Of course, but I’d also argue that it would have helped the crews decision making and SA, if the controller had alerted them to the other missed approaches. Not the best airmanship, but an understandable series of events.
But the AtlasAir crash (a company I once worked for, long ago), is pretty baffling. You’re in IMC, how are you not keenly monitoring your primary MFD, which has everything you need to know - airspeed, altimeter, vsi, adi, etc., it’s all right there. It has nifty little indications regarding airspeed, over speed and stall speed relative to configuration. So how the hell could you think you’re about to stall when your ias is far in excess of stall speed. So he hits TOGA, violently pitches down, and puts the plane into an unrecoverable dive?!!! This guy gets the Bonin Award for Airmanship: to so massively freak-out, in IMC, is bonkers, given everything was just fine - a mildly challenging approach that involved dodging some weather. Meanwhile, was the Captain reading Facebook posts during all this? His job, at that point as pnf, is to be monitoring, that means look at the damn instruments. Ultimately, the report basically chalked it up to the FO being an actual idiot who shouldn’t have been flying. The victim, in all this, is the pilot riding jump seat, who had to witness this debacle; I imagine he was watching what was happening, not understanding why such idiotic actions were being taken, knowing full well the ramifications. It’s literally the worst backseat driving nightmare I can imagine.
A pilot not having sufficient aptitude for flying today's complex airliners can't be helped by laying on more automation. If that were the case both pilots could stay home and watch the crash on TV.
@Pibbles a Plenty, It is possible that the F/O of the Amazon plane made some mistakes on the modified approach that they were given from the ATC people. But what should be remembered here is the Auto-Throttles and auto flight settings,did not shut-off and go to MANUAL CONTROL as commanded by the pilots, the modified approach was very hazardous and the atc controller did not seem to realise that the pilots were having trouble controlling the plane , as the automated controls, were not giving the plane back to them, when they needed it back.... Please review the situation of what ACTUALLY happened on the Asiana flight 214 on 7/06/13... A very similar situation of the Auto-Throttles not relinquishing command to the pilots, along with these two flights described here on this video. How about what happened on Malaysia flt MH-370 on 3/08/14? Nobody really knows about what ACTUALLY happened with that flight for sure... Just guess's and conjecture, as of now... One thing is certain about all of these flights, they were all 777's that were all equipped with FBW and Automated Controlls...
At 5:43, could they have extended the speed brakes to bring it down? Then full brakes and reverse thrusters to screech to a stop. Also, reducing flaps would reduce lift, putting more weight on the wheels for better braking (but also reduced drag, making the plane harder to stop).
If he was a dragster he could have just pulled the chute and bonked everyone's heads on the little tv displays.... that'd be kind of funny
Non of that could be done while still airborne
@@mohamedimam5427 Flaps and speed brakes are _always_ extended and retracted while airborne.
I see that you are running out of ideas for videos, but don’t worry, your biggest fan is here. Do a video on Turkish Airlines flight 1878. Easy to make with an a320!
Was in a flight once and it was just before landing. I believe the plane was in a holding pattern as it was doing a fair number of turns, definitely not final approach. There was a sudden violent acceleration out of the blue, no turn and no change in altitude, definitely not a go around. No runway in sight and we were still high up. I've never experienced this before. The pilot did come on the PA but couldn't make out what he was saying, probably just to apologize. To this day I don't why he did that and could only theorize to avoid another plane. Any ideas?
Also, I've probably been on 50 flights in my life and have never encountered a go around. Statistically how frequent is it, one in a hundred?
I'm not a pilot but I have been in a go around as a passenger. It was due to the traffic ahead of us being too slow for the A330 we were in to keep safe space ahead for the approach to be allowed to continue. It was a rather light A330 by then and the go around messed with my head, and made me feel as if the plane was pitching up much higher than it was. The statistics I heard for go arounds related to this Emirates incident are they happen on average once annually for a commuter pilot, about once every five years for a medium haul pilot, and once every ten years for a long haul pilot.
I flew as cabin crew for about 3 years. I had 3 go arounds: 2 on the same flight which was diverted in the end as we couldn’t land due to weather conditions, and I remember another one.
I had one aborted take-off during the same 3 years. So it’s pretty rare.
I don't think it's rare here in India, especially from mid June-September. I've been in a go around as a passenger quite a lot of times. Even in good weather and I frequently fly from India's one of the busiest airports which is Mumbai, so during normal weather it's because of heavy air traffic.
Thank you for not showing the transcript of the CVR final moments of the Prime Air flight. Peddling in such intimate vocalizations unrelated to the cause of the accident is gratuitous and unnecessary.
imagine the passangers of other flights see this is thier own eyes, that would be scary
I read the title wrong. I thought the title meant they crashed in to each other.