caption

Worst 747 Landing Ever Recorded? | Viral Debrief

And that's probably what
should have happened here by how far to the right
they were on the runway. You can see that
there are some minor corrections from the
pilot to slide to the left and you can see that based
on the left-wing being lowered and it also shows in the order
which the tires are hitting the ground. But being to the right side of the
runway was only part of the problem. I'm going to make an assumption here and
say that the runway here is 150 feet wide. Your typical runway is 150 feet. There are sometimes
runways that are 200 feet. There are some that are smaller but on average I'd
say 150 is the norm. So let's assume that this
is a 150-foot wide runway which means the middle of the
runway would be 75 feet on either side.

The left tires on the outside
aren't even on the centerline. Technically with a 747 you
could land like they did here. Obviously, it worked out. But you could land with your left outside
landing gear touching the centerline and you'd have plus or minus
about 30 feet on the other side. That's not a lot when
you're talking about a big jet especially with a wind
the way it's going right now.

See engine number
two. This one right here. It's actually in the
middle of the runway. So they don't even have the left
outside gear called the Wing Gear. They don't even have
that tire on the middle. So what is the distance
from that inboard engine to the outside of that
main landing gear tire. I honestly don't know. That's not a limitation
that we get taught. It's not very big. Let's just guess 10 feet.
That's not a lot of space. So if that distance is 10 feet and we
were talking about having roughly 30 feet, now they have roughly 20 feet left to
spare on the outside of that runway. I can assure you for whoever
was sitting up on that flight deck, It was very uncomfortable. But now let's talk about
why the landing was so hard. The plane comes into
the frame here kind of late.

But what the pilot does
is the pilot flares very late. And by doing that, he drives
the gear into the ground. Watch it as they flare here. On the 747, I
always flare at 30 feet Everyone has their own strategy
and style but that's when I like to flare. That flare slows
your descent rate but after you flare a 747, you
need to let off the back pressure and what will happen is the
gear will slide up a little bit. Because the nose will go forward and the gear will
actually come up. But as you're very close to
the ground here and you flare, what you're actually
doing is driving those main gear into
the ground even harder than if you just landed normal.

I'm going to talk about a
hypothetical situation here. I'm not recommending
that anybody does this but in this situation
you have a few options: One of them would
be adding power. If you added power
here what you would do is reduce the rate of
descent into the ground and you would start
pushing the aircraft forward which would
make the landing smoother. It doesn't justify being so
far off the side of the runway. It's probably not the
best course of action but by doing that you would have reduced
the impact of going into the ground. By flaring this late to the ground,
you just make the landing even harder.

Adding power at the last second like that
isn't something that normally happens. I've done it before
when I was flying a CRJ. We were coming in and
we lost a bunch of speed. I added some power right before we landed
and it worked out to be really great. But it doesn't always
work like that on a big engine like the engines
that we have on the 747. It takes a little while
for those to spool up. You can still get a
little bit of thrust forward but it takes a little while
for them to spool up. So you could do that but really the
best decision right here would have been for them to go around because
they were so far off to the side.

If you remember that A380 video that
I did where they slid off to the side? Imagine if that pilot had landed way
to the right like what happened here if they'd had that and
then slid over more, They would have
been off the runway. And that is hard to explain
why you made that decision. So on the positive side
they kept the wings level which is great and
super important for this. They were far to the
right which was not good and obviously, they had a
mismanagement of speed because they slammed into
the ground really hard here. And they flared really late which
just made the situation even worse. But whoever the pilot is, Good news! Your landing was still not
as hard as the Silkway one. Wow! Not sure what caused
the instability to be getting there where you
saw the nose dip over. It could have
been pilot induced. It could have been wind shear. It could have been
gusts that went away.

It could have been anything but you saw them then
getting very unstable. So credit where credit's due, they executed to go around and got away and came back in
and landed I'm guessing again safely. The one thing that
is a little crazy here is why this camera on this phone decided
to focus on the water inside the plane. I wanted to see if
they were going to put the gear up that would
have made me so proud. Everything was looking
good until this point right here. You notice how the nose drops? Again, that could be
caused from air speed loss, it could be pilot induced. I can't really tell from this. Either way from there it
started to go from bad to worse. They decided to do a go
around right about here. Which was 100%
the right decision. That landing was never
going to work out and be good. And then the guy's phone found the
raindrops more exciting than the plane. So, we don't know
what happened after that.

For those of you that
are planning to be an airline pilot or that
you're scared about flying, and you see something
like this and think: "Oh my gosh!" There's something called
a "No fault go around". At most U.S airlines
everyone that I've flown and people that I've talked to
at other airlines internationally, There's no fault go around. What that means is that a
pilot can execute a go-around which is what these pilots did. And come back in and land and they don't have to explain
anything to anyone in their company. Obviously, it's a lot of
extra gas and things like that, but they don't have
to explain anything. And the reason they put that policy
in place is for this exact situation here.

You don't want the pilots
to feel obligated to land and if they don't
land that they have to explain something of why
they made the decision to go around. Whether it was gust,
whether it was pilot induced, who knows and it
doesn't really matter. It was bad and then
it was getting worse. They executed a go around and they were able to
come back in and land safely. That really at the end of the
day is the most important thing. Now, I say that about you
don't have to explain to anybody but I also want to tell you that you may
have to tell ATC (Air Traffic Control). You may have to tell them
the reason for the go-around. I don't know if they
got paperwork to do or they have to explain
something to somebody but you may have to explain to
them why you did a go-around. But that's not a big deal. You
could say whatever you want. "Oh, we got unstable" or
whatever the situation is they're not going to
then write to your airline and be like: "Hey! This stabilized
approach looked really bad".

Blah, blah, blah. It's not going to
happen like that. So pilots, know that
this is the safest way. If there's something that
looks bad like exactly here, they executed a go-around
and come back in and try it again. The only time that
you're really going to get in trouble here is if you
kept doing go-arounds and ran out of gas. Which I've heard of pilots doing
maybe two or three go-arounds because they just
can't get it together. But usually, after two, it's best just
to give the plane to the other pilot. Sometimes you get rattled.
Sometimes your nerves get messed up and you get for whatever
reason you just can't get your… your swag on to get
that plane on the ground. You either need to give
the controls to another pilot or go to a different airport where
the wind's not as bad or something. You need to make a decision. But I've heard of a situation. I think
where the pilot did three or four attempts and then on the fourth attempt they
said like: "Okay, your turn is over!" "I'm gonna take the plane" I think the captain took the
plane over and landed the aircraft.

Usually, I've only
seen one, maybe two. I've never heard of someone
getting three chances to land. Usually, you only need one, and on
the second one everyone's hyper-focused on getting it on the ground if it's wind
related or whatever the situation may be. So that's what a no
fault go around is. If your airline doesn't
have it they should. I think it makes safety
more important to the pilots when they know. They don't
have to explain to their boss or write a report or explain what was
the reason for doing the go around. A pilot wants to
feel obviously safe. They want to know: "Hey! I'm
going to make safety the priority" and that's what happened here. Whoever these JAL pilots were,
well done! I love flying on your airline. Nice! My guess is this is in Alaska
just based up the training. And honestly, they have some of
the best bush pilots I've ever seen.

Doing things like this which if I did something like that,
It would be a total hot mess. The reason that I thought
this was also a very good video is it really shows that the speed
over the ground is really not relevant. It's a speed in the air. So you see that this plane
is barely moving at all. I once had a newer pilot that
had sent me a message and said: "Oh, I was going to go
flying today but the winds were like 30 or 40 knots
right down the runway" And I said: "Great! That
makes landing even easier because your ground
speed is going to be so slow. It's going to be
happening in slow motion". Now, obviously
that's true and not true. This pilot is very skilled.
They're doing a very good job.

You can hear the
wind. Speed is changing so they need to be very quick
to react to keep their speed up so that way they don't fall out
of the sky too high in the air. But they did a really good job. But that just goes to show
you how important the air is. Not the actual ground speed. When I went and started
flying some smaller planes after I was flying the 747, our normal speed that will come
in and land, I'd say maybe 140, 150. Something like that. Last night when we came in here
I think our ground speed was 190. Because I was coming into… I'm in Bogota right now. Up here, the air
is a lot thinner. Your ground speed's a lot faster
and I think it was like 185 knots. Or something like
that across the ground to come in and land.

But when I went from a big plane
like this, a 747, to a small plane we were landing at
like 70 knots, I was like: "This whole thing is
happening in slow motion" So then when you get a strong
headwind like that, it's even slower. The risk that you have is that
the wind is going to die out. The wind's going
to cut out really quick and you're not going
to have to be quick enough on the power
to keep the plane flying. And what will happen is, if that happens,
you're just going to fall out of the sky. So when I say that it's easier
to fly with a strong headwind, take that into consideration. There is definitely a
skill that this pilot did.

This is not something that
just every guy who has been flying for 20 hours can execute
as smoothly as they did here. Takes a lot of skill. Don't go out flying at 40
knots winds and then say: "Oh, yeah! 74 gear said this is the
best time to fly and it's even easier" That's not what I'm saying. Your ground speed is slower. Once you have a lot of experience
you can do things like this. But it's not always as easy
as this pilot made it look.

I always tried to in-flight school
and through my whole career, do things that I was
uncomfortable with. Stronger winds than
I had normally flown. Different things,
maybe fly in faster. Maybe fly in slower. Do
all types of different things so that way you're not just a robot
doing the same thing every time. You want to challenge yourself
like what this pilot is doing so that way if you're in a
situation where it is really windy and you didn't plan on going to this place
and now there are these very strong winds, now you're able to do things. And you want to do it when you
have a lot of opportunities to get out. Meaning you have enough
gas that if you go there and you just like: "I cannot
do this!" and you can leave. Come back and maybe
come back with someone that's more experienced that can
kind of walk you through it.

So that's something that I
do as I try to challenge myself. Now, my landings on the
747 now are pretty good. But when I went through the
simulator, the initial training on 747, we do, I think, nine
simulator sessions. My first three, the
landings were terrible. If you ever meet my simulator
partner, he will tell you. They were so hard. I just smashed every single
one of those landings in. It was really bad. So you're going to be doing stuff
that's outside your comfort zone but you just have to
continue to try things. And keep pushing through and know
that over time you're going to get better. If you want to see more
videos of me messing up, watch this early youtube video
where I left the bloopers on. At the end of the video, a
lot of people never saw it. And I know that you didn't see it
because you didn't comment about it. They're terrible. So if you want to see
me messing up some stuff check out this Hollywood
versus Reality here.

And if you want to see some
other pilots messing things up, check out this video up here. I look forward to
hearing from you. Until then, keep the blue side up!.

maynanda.com

Leave a Reply