Yeah ... this isn't the first flight to try to go around because of an issue when landing- I saw a clip of a tailstrike airplane (landing flared too much) doing the same....going UP is surely the last thing you would want to do if the tail secton had been compromised 🤷♂.. also many of the modern automatic-safety features are turned off when the landing-gear indicates a touchdown has happened (that appears to be also partly what happened here)....🤔
To be fair to everything else - this *did* uncover a potential failure mode. If you touch down as you hit the TOGA button on this plane, it may not activate the appropriate mode. That should perhaps be fixed since that seems like a totally realistic thing that could happen on a passenger flight, and the aircraft not handling as expected during a high workload emergency has caused very serious crashes in the past.
Hope they took steps to babysit the test pilots in the future, but i can't get myself to be too mad at the program. Test pilots are borderline crazy. Not the last time test pilots will put themselves in danger to just get that extra bit of data to make aviation safer for the rest of us.
Test pilots are cool. Not just Chuck Yeager and Neil Armstrong, but all of them. So many have died just testing out aircraft, but it’s only because their massive set of balls weighed them down. Serious respect to them all, it couldn’t be me!
I don't see it as a mistake between left and right thrust levers.. I see it as a mistake in not bringing up BOTH thrust levers.. It's what we teach during simulator training and on the line. Critical seconds.. even tenths of a second cannot be wasted while thinking about and/or looking down at the levers when at the edge of control a few feet above the tarmac.
It's been brought up before in other posts. @MiniAirCrashInvestigation, you need to speak a little louder, play with your gain structure and compression settings, and put the mic stand on some shock-absorbing material. There's no issue with the content, just its delivery. 🙂 (Maybe also a tiny bit of vocal reverb, too? "Small" room-size setting, 150-200ms tail, dry/wet mix at 94%/6%.)
I always wonder why they dont learn to firewall ALL Engines by default... If you firewall a shutdown / broken engine, nothing will happen. If you firewall a damaged, idle engine it could break completely, but how does that matter if you try to save the whole aircraft? Ive seen this mistake happen multiple times now... just firewall everything... Its the same with the APU.... if anything with the engines get weird i would (maybe even automatically like an ups) switch the APU on... doesnt matter if i need it... but having it already on could save you later on when the second engine fails and you loose hydraulics and some Instruments...
I really have to agree with you there. Just off the top of my head I can think of three incidents with pretty devastating results where synchronising all throttles and leaving all engines active would be the saving grace. Yes, in the latter cases one engine would most likely be destroyed by heavy use while damaged. The big but is that the airframes and a lot of people would have survived these incidents. TAM Airlines 3054, Midland 092, Transair Flight 810 Lifes above matter.
Mouth open in shocked agreement after watching at least 10 of like 1,000 aviation incident/accident channel videos. I have watched over years and incidents come to mind where this exact protocol to firewall all engine thrust levers as you described perfectly would have saved thousands of lives…. At minimum in an airbus/modern fly by wire aircraft, for example, as opposed to an ancient Boeing 737 that need not apply here, includes automated engine failure management/throttle/autopilot coupled safety systems and system wide dynamic software oversight systems on top of other safety assurance backups of those systems, all with abilities faster reacting and better at instantaneous/emergency decision making than a human could hope to manage. Automation can understand instant full throttle from all engines input and give you all she’s got, safely. The computerization should provide a dynamic software environment through which catastrophic damage measured by a multitude of sensors is compensated for and adapted to in a methodical and safe manner to achieve best possible results/performance without killing everyone. Sometimes ‘over controlling’ the inputs can save lives as long as you understand the levels of automation you’re protected by, and not really doing that if you’re protected by no automation. Just couple the throttles in that case, god speed. Better than forgetting which engine is off and smashing into the ground
I think some operators do actually teach this exact thing, just move all throttles to be sure. Evidently it's not a standardised thing, it really should be. Especially with modern FADEC systems where firewalling the throttle won't damage the engine...
Good vidéo - I hadn’t previously heard about this. Being a test pilot is certainly a dangerous job. Apparently it’s one route to becoming an astronaut, according to Tim (forget his surname!) who came from the U.K. and some years ago spent 6 months on the ISS.
@@typxxilps The flight in Indonesia was a demonstration of a new aircraft's functionality to potential buyers, government officials, and reporters before said aircraft had its local airworthiness certification. Some local media referred to it as a "test flight".
Sukhoi involved in Indonesia crash was on a demo/promotional flight performed for a potential buyer (it even had a domestic pilot onboard the flight deck), not a test flight.
I know test crews of the BAC-111 (1963) and Trident (1966) lost their lives after making the unfortunate discovery that those aircraft sometimes couldn't be unstalled. RIP to them, as well as to the crew in the video.
Sadly aircraft built with that engine/tail setup are prone to unrecoverable flat spin if certain conditions are met. Soviets had a spin recovery chute installed in the tail of the Tu-154 prototype which allegedly saved the test pilots' lives but didn't bother to equip series production aircraft, opting for AoA warning instrument instead. Flat spins of Tu-154 did happen and they ended in horrible tragedies (Uchkuduk, Pulkovo etc.)
@@tamahagane1700 I believe one of the prototypes for what at the time was called the "DC-9-80" (later known as the MD-80) was saved from a deep stall by such a recovery chute as well, but as with the Tu-154, the production version wasn't equipped with it, leading to the West Caribbean Airways Flight 708 disaster.
"It was undergoing certification flight tests to extend its flight envelope from CAT II certificate to CAT IIIA certificate." Why did the Russians do this testing at Keflavík Airport? Don't they have test facilities in Russia?
I didn't know Thais had them. AFAIK there are 220+ built in 12 years, running the CIS internal routes instead of Airbuses and Boeings grounded due to maintenance issues.
Not all safety regulations are written in blood. Some are written in sweat - the sweat of the test pilots, who pay in sweat so that passengers and other flight crews don't pay in blood. Occasionally the payment is yellow or brown.
*_"Exhauted_*_ At The Wheel"?_ Anyone who posts videos with such elementary school level spelling errors...and then doesn't even notice after five days? This is the type of person whose complete ignoring of attention to detail I wouldn't believe about more important things....like air crashes 🙄.
When you're 4 feet off the ground and sinking maybe it is time to just land
Yeah ... this isn't the first flight to try to go around because of an issue when landing- I saw a clip of a tailstrike airplane (landing flared too much) doing the same....going UP is surely the last thing you would want to do if the tail secton had been compromised 🤷♂.. also many of the modern automatic-safety features are turned off when the landing-gear indicates a touchdown has happened (that appears to be also partly what happened here)....🤔
I mean…at that point you ARE landing, it’s just a question of whether or not you accept it gracefully.
Agree
To be fair to everything else - this *did* uncover a potential failure mode. If you touch down as you hit the TOGA button on this plane, it may not activate the appropriate mode.
That should perhaps be fixed since that seems like a totally realistic thing that could happen on a passenger flight, and the aircraft not handling as expected during a high workload emergency has caused very serious crashes in the past.
Hope they took steps to babysit the test pilots in the future, but i can't get myself to be too mad at the program. Test pilots are borderline crazy. Not the last time test pilots will put themselves in danger to just get that extra bit of data to make aviation safer for the rest of us.
Test pilots are cool. Not just Chuck Yeager and Neil Armstrong, but all of them. So many have died just testing out aircraft, but it’s only because their massive set of balls weighed them down. Serious respect to them all, it couldn’t be me!
I guessed it passed the full weight, hard landing overshoot destructive test.
Not to mention zombie pilot test
MACI: Could you do your job if you were 46% worse at it?
Me: Way ahead of you.
Nikita Mazepin:
Flying when fatigued is like flying after drinking alcohol. Don't do it.
Unless you’re on dexamphetamine or modafinil, as per US military regulations 😉
Don't do what?
I don't see it as a mistake between left and right thrust levers.. I see it as a mistake in not bringing up BOTH thrust levers.. It's what we teach during simulator training and on the line. Critical seconds.. even tenths of a second cannot be wasted while thinking about and/or looking down at the levers when at the edge of control a few feet above the tarmac.
Your audio is so quiet, always has been. I have to max the volume in my headphones but when the next video or advert plays, it blows my ears apart.
Tell me about it
It's been brought up before in other posts. @MiniAirCrashInvestigation, you need to speak a little louder, play with your gain structure and compression settings, and put the mic stand on some shock-absorbing material. There's no issue with the content, just its delivery. 🙂
(Maybe also a tiny bit of vocal reverb, too? "Small" room-size setting, 150-200ms tail, dry/wet mix at 94%/6%.)
Sounds fine to me
Lots of valuable information here! 46% down on abilities is NUTS!
Thanks for the great upload!
When things go wrong with a test flight, that's when the most important data is collected.
I always wonder why they dont learn to firewall ALL Engines by default...
If you firewall a shutdown / broken engine, nothing will happen.
If you firewall a damaged, idle engine it could break completely, but how does that matter if you try to save the whole aircraft?
Ive seen this mistake happen multiple times now... just firewall everything...
Its the same with the APU.... if anything with the engines get weird i would (maybe even automatically like an ups) switch the APU on... doesnt matter if i need it... but having it already on could save you later on when the second engine fails and you loose hydraulics and some Instruments...
I really have to agree with you there. Just off the top of my head I can think of three incidents with pretty devastating results where synchronising all throttles and leaving all engines active would be the saving grace. Yes, in the latter cases one engine would most likely be destroyed by heavy use while damaged. The big but is that the airframes and a lot of people would have survived these incidents.
TAM Airlines 3054, Midland 092, Transair Flight 810
Lifes above matter.
Lives above profitability and/or true safety over financial efficiency (cost cutting)
Mouth open in shocked agreement after watching at least 10 of like 1,000 aviation incident/accident channel videos. I have watched over years and incidents come to mind where this exact protocol to firewall all engine thrust levers as you described perfectly would have saved thousands of lives…. At minimum in an airbus/modern fly by wire aircraft, for example, as opposed to an ancient Boeing 737 that need not apply here, includes automated engine failure management/throttle/autopilot coupled safety systems and system wide dynamic software oversight systems on top of other safety assurance backups of those systems, all with abilities faster reacting and better at instantaneous/emergency decision making than a human could hope to manage. Automation can understand instant full throttle from all engines input and give you all she’s got, safely. The computerization should provide a dynamic software environment through which catastrophic damage measured by a multitude of sensors is compensated for and adapted to in a methodical and safe manner to achieve best possible results/performance without killing everyone.
Sometimes ‘over controlling’ the inputs can save lives as long as you understand the levels of automation you’re protected by, and not really doing that if you’re protected by no automation. Just couple the throttles in that case, god speed. Better than forgetting which engine is off and smashing into the ground
I think some operators do actually teach this exact thing, just move all throttles to be sure. Evidently it's not a standardised thing, it really should be. Especially with modern FADEC systems where firewalling the throttle won't damage the engine...
Good vidéo - I hadn’t previously heard about this. Being a test pilot is certainly a dangerous job. Apparently it’s one route to becoming an astronaut, according to Tim (forget his surname!) who came from the U.K. and some years ago spent 6 months on the ISS.
Very interesting vid - thanks for posting.
I thought this was going to be a video about the Sukhoi Super jet that was shown off here in Indonesia. It crashed into a mountain.
TEST FLIGHT CRASH DOES MEAN WHAT ?
That is what the title says.
@@typxxilps The flight in Indonesia was a demonstration of a new aircraft's functionality to potential buyers, government officials, and reporters before said aircraft had its local airworthiness certification. Some local media referred to it as a "test flight".
Sukhoi involved in Indonesia crash was on a demo/promotional flight performed for a potential buyer (it even had a domestic pilot onboard the flight deck), not a test flight.
@@tamahagane1700 Technically true, but I could understand the average viewer not making the distinction.
I know test crews of the BAC-111 (1963) and Trident (1966) lost their lives after making the unfortunate discovery that those aircraft sometimes couldn't be unstalled. RIP to them, as well as to the crew in the video.
Sadly aircraft built with that engine/tail setup are prone to unrecoverable flat spin if certain conditions are met. Soviets had a spin recovery chute installed in the tail of the Tu-154 prototype which allegedly saved the test pilots' lives but didn't bother to equip series production aircraft, opting for AoA warning instrument instead. Flat spins of Tu-154 did happen and they ended in horrible tragedies (Uchkuduk, Pulkovo etc.)
@@tamahagane1700 I believe one of the prototypes for what at the time was called the "DC-9-80" (later known as the MD-80) was saved from a deep stall by such a recovery chute as well, but as with the Tu-154, the production version wasn't equipped with it, leading to the West Caribbean Airways Flight 708 disaster.
Every now and then there is a testing crash that reminds us the sometimes the plane fails the test.
It's not like driving a car. Respect.
Yeah, true. But don't drive fatigued either, please!
Wow you are back again after a long time, thank you, Arun!
I’d never be able to sleep if I lived in that house it bumped into at the end of its run. The runway points right at it.
I thought it was named SSJ 100. Not that it makes much of a difference.
Fatigue is no joke in aviation. From the mechanics to the crew, it takes 100% concentration to keep a fancy aluminum can with wings in the air.
Sounds like a case of fighting the automation, then pilot makes the mistake that sealed the fate. The pilot probably ended up in a gulag...
I guess YT forgot to show me your video. I will watch it now!
Keflavík seems to have changed a lot since i was there a few months ago
Another crash the airplane button that worked.
Thanks for the video. Really ncie!
yo you have a typo in the thumbnail, i'll edit the comment once you fix it
This is reminiscent of the tragic UPS 1354 crash.
Pilot fatigue is a real thing.
Appreciate you making this video.💙👌🏼🤍
I don't think there are actually trees around this airport.
He couldn't tell he had the wrong throttle? He really should've had both. And isn't it the pilot monitoring job to do it after the pilot calls for it?
if you shut down an engine after it failed you don't push the throttle in case of a go around. he got that part right.
Why do the pics not match the video…?
CG video stops just before hitting a building…
Pics show a plane just off the runway end…
No closed caption? The audio on this video is really bad...captions would have helped a lot.
Don't go for a costly ANC microphone. The ambient noise suits well. I like it.
Blimey, there's something wrong with the audio levels on your channel. I've to turn up the laptop's volume to maximum to be able to hear you.
This sounds like EK521 (777)- TOGA buttons are so problematic
Excellent video!
It's good. But a small request, please try to improve audio quality, it will be even better.
Test parameters be damned! Once the wheels are on the tarmac, the plane is landed. Figure out what went wrong after the plane is stopped.
Why did they try to take off again after the initial issues when they were safe on the ground?
Aren't you meant to confirm "positive rate" before gear up? 🤷
Thanks.
Why were the Russians testing an airplane in Iceland?
Why does Russia test a plane in Iceland? Also why aren't they sanctioned to not be allowed to do so?
Yahoo a new video
My question is what happened to the pilot? Did this ruin his career?
Wringer, not ringer. Two entirely different things!
A Russian test plane in Iceland?
Yes test pilots arent appreciated enough
your audio is really low volume, cant evn hear you
"It was undergoing certification flight tests to extend its flight envelope from CAT II certificate to CAT IIIA certificate." Why did the Russians do this testing at Keflavík Airport? Don't they have test facilities in Russia?
Considering the nasty crosswind this test required, the weather in Russia might just be too nice that time of year.
Mini!!!!
MEGA!
@@MiniAirCrashInvestigationGIGA!
MINI!!!!!
MEGA!!
SMASH that *Like Button* like you're the pilot of this jet
Time when russia had own jet and was able to test it in EU country lol
Too bad Boeing knows how to stop, but not how to fly anymore.
It seems like Thailand is the only non-CIS country operating this jet.
I didn't know Thais had them. AFAIK there are 220+ built in 12 years, running the CIS internal routes instead of Airbuses and Boeings grounded due to maintenance issues.
@@tamahagane1700 Not in commercial service, military or government use.
Flew on one in Mexico a few years ago
Not all safety regulations are written in blood. Some are written in sweat - the sweat of the test pilots, who pay in sweat so that passengers and other flight crews don't pay in blood.
Occasionally the payment is yellow or brown.
*_"Exhauted_*_ At The Wheel"?_
Anyone who posts videos with such elementary school level spelling errors...and then doesn't even notice after five days? This is the type of person whose complete ignoring of attention to detail I wouldn't believe about more important things....like air crashes 🙄.
When you are ruzzian pilot…
Always narrate with a sock in your mouth
yo im second
Thank you Buzz.