I was in one of these Cat III landing last week. It was freaky. I was on a 737-800 landing in Indy International. The visibility was two feet (I am sure it was more, but that's what it looked like) I could barely see the engine under the wing and I was as close as one can get to it. All the sudden the aircraft begins to flare and the thump of the wheels said we had hit pavement, but with no visual of the ground to provide prospective and scale, it felt like we were plowing into a mountain. Once we came to a stop the whole cabin erupted in cheers and people were visibly relieved, as well as I. Intense
Indy has the highest level lighting system. It's got all the bells and whistles. What you see out the side window is not what the pilots see. See my post above. The -800 might have CAT II or III approved. I don't know. What airline was it? I live and fly out of Indy and we did have some heavy fog several weeks ago.
I don't know of any commercial aircraft certified for synthetic vision. HUD is approved on certain aircraft and the pilots need special training. The approach charts specify aircrew certification to use that approach.
I love how a lot of mentour videos I know the basic premise to the answer, but whats given is so much more in depth. The answer could just be "cat 3 autoland and yeet it in" and it would answer most peoples questions. But instead its a full 30 minute show on it.
Gosh, watching your channel made me look back on one of the flights I was on, and a cold chill runs up my spine. We were landing in Warsaw Modlin about a decade ago, when it was still a tiny post-military airport. It was winter, it was snowing and we were in the cloud for an awfully long time. The plane started to come down for landing and we were still in the cloud - or so I thought. I was sitting next to the window, looking out, so I saw perfectly that when the fog finally cleared, we weren't over the landing stripe. We were about 30 metres over a residential area. I could see the branches on the trees and people below, and the plane suddenly lurched up and climbed back. The pilot, leter, made an announcement that he'd missed the airport due to the fog. Back then it was an exciting heh moment. Now I am thinking how close we were to being on a show like this=_=
The kind of logical, clear thinking and situational alertness that Mentour Pilot emphasizes is really a lesson for pretty much anyone doing pretty much any job or task.
I remember once, years ago, we were returning from Las Vegas to MSP, Minneapolis flying in an L-1011 Tristar. Coming into Minneapolis, it was winter and there was a very low cloud ceiling and a snowstorm. Looking out the windows in the cabin we could only see clouds. I could feel the aircraft descending, I thought we were going to land, then it would shudder a bit and level off. I really wasn’t sure at times if we had touched the runway in a complete fog or if we were just going around again. This happened several times. When we finally did land, we did break through the clouds very low and made a great landing. I think everyone was relieved at that point as it seemed to take forever. This was possibly the most frightening landing I’ve been through at my home airport. MSP does often have problems in the winter with snow, ice, and low clouds.
@@adamw.8579 Any aircraft will auto land eventually, the question is just how rough... But why not, in still weather, plane with a large ground effect should flare on its own I guess. Kind of.
I was the passenger of an aircraft trying to land in dense fog (about 15 years ago) at Halifax International Airport. I had a window seat and it looked like we were only 10 feet above ground (about to touch down) but suddenly in the last minute, the aircraft unexpectedly made a quick ascent again, and we were directed (by ATC) to Maine, USA! Thankfully the pilot got us safely to Maine and eventually I got home safely. But he told us afterward that he found out in the last minute that we were overshooting the runway (due to poor visibility) so that made them not land at that moment but go up again. He said ATC told him "do not try that again, it is too risky". The airport at that time was under construction and some of the lights were not in operation. With the lights it could have no doubt been possible to do a fog landing that day. Anyway I was grateful that all was well in the end!
well safety is more important than time once I was landing in Portland in dense fog when we landed I still thought we were still really high up I was surprised when I found out we landed, I thought we were like 5 or 10 mins from touchdown.
I have landed a few times in Halifax with zero visibility, it can be a little disconcerting. And once recently at St Johns in a WestJet Dreamliner(medical emergency).
In the late 1960's Merced (California) was totally fogged in for 6 weeks. Castle AFB (six miles north of Merced) launched all of their B-52s, but it was too foggy to land them. For almost a month they had no planes, because of fog!
Mentour you are very gifted at explaining complex subjects. If I were ever to pursue fixed wing aviation I would literally seek you out and persuade you to be my instructor. Bribes, coercion, blackmail, whatever it takes. But things that spin over my head are my interest for now so you don’t need to worry. I’ll say it again, the professionalism you bring to aviation and the amazing explanations you bring to the curious among us is all so appreciated. Thank you so much.
Yeah clicked like cause he's one of the few youtubers that is as good as Captain Joe in explaining technical aviation content. I must say I think Mentour would be an excellent Physics or Mathematics instructor as well.
You do a great job explaining to non instrument rated aviators. Back in the 60's in the Air Force, we had the GCA approach where a ground controller gave us very detailed instructions on the approach. Minimums were 1/4SM. Then came the ILS with minimums of 200' 1/2SM. For a time, we had both. The 5 seconds prior to either continuing or going missed is a learned skill. It is real time. There is no way to slow down what is about to happen. The CFR's (USA) clearly state what is necessary to continue. You need to clearly identify the approach lights or the red sidebar lights, the threshold, RAILS and or VASI/PAPI and then the threshold. In commercial aviation, there is no more 200'. It is just an altitude where you make the decision. All you need is the required visibility and today, it is usually RVR. When complying with the CFR's, you can descend another 100' after reaching the missed approach altitude if the above can be identified. In today's major airports you will also have high intensity runway lights, touchdown zone lights and centerline lights. Air carriers that have CAT II, III training are in their own world.
A few years back I was on a flight into a regional with heavy fog and the pilot did 4 attempted landings before going around at a few hundred feet before he gave up and did a divert to a major, now I know why - thanks mentour
I find your videos amazing and incredibly insightful! I've always had a fascination with flying, though I never pursued it. Last night I was on a flight that landed in pretty dense fog after two go-arounds. It wasn't all that unpleasant to me, though several passengers near me were clearly nervous and unsettled, probably due to how low we were and the ground lights being barely visible from the windows (we were pretty low from what I can tell when he revved the engines and started climbing again suddenly). When I got home I was curious about the technology/procedures that allow you all to land these things in those conditions and ended up finding your video on the go-around procedure, I really enjoyed it and learned quite a bit from that single video. Amazing stuff and technology is incredible to me (I'm a software analyst and tester so I kind of become a total nerd with these things). I ended up watching your channel for about 2 hours and here I am again the day after watching more! You are a very, very good communicator and are clearly an expert in your profession. Looking forward to watching more and more.
Was a passenger on a transatlantic flight which made a very late go around when flying into a suddenly-foggy Dublin last year. Had to hold while they went into lo-vis procedures. Thanks to watching Mentour and Joe, I wasn't surprised.
This makes me think of a flight from California to Boston (for what it's worth in relation to this topic of discussion), that when we got to Boston we had to circle quite a while. As the visability had to be a 0 visability, remembering how mega low it was. As I was sitting near the window watching out the window, and you could see nothing, and then all of sudden their is the runway with the Jet touching down right then. I was pretty impressed with the Pilots, Tower People, Technology, Jet, what was actually done, etc.!
The whole female side of my next door neighbor's family, mother, wife & daughter, was wiped out in an attempted mountaintop landing in fog at Charleston WV, August 10, 1968, Piedmont flight 230. Lifting fog covered only the lower end of the runway. The Fairchild 227 commuter from Louisville via Cincinnati hit just short of the mountaintop at 8:58 AM and bounced onto the runway or next to it in flames. Initially there were 6 survivors of 37 on board but 4 died in the hospital within 2 days. 2 of 32 passengers received only minor scratches as they were thrown clear of the burning fuselage. Contributing was that the instrument approach beacon was out for repairs.
As a non-aviation person, I would say one good reason for having the pilots do the landing (rather than the aircraft landing itself) most of the time is because you want the pilots to have that frequent experience. You don't want to find yourself in a situation (especially one with a high potential risk) where the pilots have to perform a function they rarely do because that's the type of scenario which can easily lead to mistakes (especially when things are happening quickly or when there are a lot of steps), regardless of training.
Flew in to Duluth Minnesota from Minneapolis early October. The pilot said we were at the very edge of regulations stating that we could not even leave the airport in Minneapolis. Let alone, attempt a landing in Duluth because of the dense fog which had accumulated over the city. The dewpoint was 50°F and so was the temperature. The fog was certainly quite thick. As we came in for a landing, I remember seeing halos of light where the runway lights would have been and it was quite distorted. The initial touchdown was a little harder than normal and I think we shook something loose in the landing gear or breaks. When we went to break, there was a loud grinding noise before taxiing. Kind of fun experience to do at 11 o’clock at night.
Good to see you again, your teaching method is relatively easy to understand. I'm a private pilot. I didn't know the Boeing aircraft could auto land. Landing zero, zero must be stressful but you seem comfortable with it. Thanks How often do you have to do a missed approach?
I'm so amazed the way you explain the technical side of how the aircraft works in different aspects in takeoff and landing. All your videos are great! Thank you for sharing. It helps me a lot to overcome this fear of flying. 😊
Reminds me of my experience going on vacation. I cant remember if it was Caribbean airline or dynamic airline. It was flt from jfk to geo on feb 20 2015. Pilot attempted around 5x times to land and aborted because of the fog. It was torture for me because of all of these air disaster videos I watched. My knees were trembling and the elderly lady next to me knees started trembling too. Imagine not being able to see whats going on in front, you can see through the window that ground is getting closer and closer as we came in for a landing and then you hear the engine spooling back up. I am thinking are the engines going to build up full power fast enough. This is happening over and over and over. I was hoping the pilot would stop attempting to land and go to the alternate airport before the plane ran out of fuel. His final attempt to land at GEO, the pilot announced that the sun has finally did its job and got rid of the fog. Pilot attempted to land again and as usual the engine started spooling back up. This time I felt the plane in the up angle much longer than before and I was happy because I knew the pilot was going higher because he was leaving the area. The pilot came on the pa and announced we were going to our alternate airport which was Trinidad. It seem like I was the only passenger that was happy with that announcement. Passengers were complaining how their plans got ruined, they rides are waiting for them, they have funeral to go to etc. The plane landed in Trinidad and I was the only one clapping on touch down. I turn to the flt attendant when I was getting off the plane and I told her that I was glad we came to the alternate. She agreed and said what is wrong with these people ( which simply mean why were they upset because we had to go to our alternate in a emergency situation)
This parst year or so, I personally feel like you have improved the quality of the videos :-) I hope this trend means you are to stick around and keep this educational job for more years
mentour, now I can see why a pilot prefers to land without the auto-land if it's not needed, so many different parameters involved that it's actually safer to have the pilot himself land the plane if conditions allow it. thanks again mentour.
Great video! A maintenance related question from the US. If any portion of the CatIII system is disturbed for maintenance, etc., in the US a CatIII certified mechanic must do a recertification of the system before the aircraft can perform CatIII approaches. Is this required in Europe? I am a CatIII certified mechanic with Southwest Airlines and always curious about the rest of the world.
Very informative, once again you nailed it! In the mid 90's I flew a 37 Jurassic simulator, shooting manual approach and landing scenarios at a HUD developer's facility using their new state of the art HUD. Head-up displays were supposed to be the hot ticket for the future. What happened? Were they simply deemed redundant to the already widely used auto land systems? I was surprised at how simple it made the approach and landing, and I nailed it every time, even landing in 0-0 and below minimum RVR.
Hello Commander! Nerves of Steel. A long time ago my Ski Club was flying out of San Francisco to Grand Junction, Colorado. We sat there on the plane waiting to take off for over 2 hours. Pea Soup Fog. It Never Lifted. Finally the Pilots decided they had to go. We made the rotation & at a very high elevation we finally broke through. It was Beautiful. Beautiful, Sunny Day. Flying over an Ocean of Fog. We had a Wonderful week of Skiing in Aspen, Colorado. Hey Look! Patxi! Thnx. Your Dogs & I Love to Listen to You Explain how things Work!!!! Your Awesome! CJ
Gdansk Airport (GDN) has Cat II ILS. And actually there were problems with ILS September last year - system lost its calibration because of birds. Swarm of birds landed frequently on ILS antennas and got the system damaged. So they switched to Cat I. Polish air traffic authority has to rebuilt damaged systems and certified it again. Unfortunately they have to disable whole ILS for one week and depend for that week on VOR/DME. And I think Cat II should be working again.
Thanks Petter! I remember landing in Gatwick (as a passenger) in pea soup thick fog, and it scared the crap out of me, a much as I don't like automation this helps big time!
Petter no response needed. Once again THANK YOU for your content! Have always wanted to be a pilot, can't do it. You my friend engage/teach me. All I can say is THANK YOU! Aviation is my life.
Yeah, know the situation you are in, the r.a.f. said to me that, yes we will have you in the r.a.f. but you will not even come into contact with any aircraft, ever, . Y eyesight is/was not good enough in any circumstances, still sad after all these yrs, 64yrs now....😣😣😣😣😣😣
@@adrianpeters2413 so sorry brother. USN wanted me for fighter due to ASVAB and attitude. We tried moving cargo route but being a dumb teen gave up. Here in USA looking at LSA route. Be well!
@mentour pilot. besides the silly but honest reference, I made below about the what you are wearing, I must admit that your example of trim on the "go-around" is not too different from the Older Mooney M20C we fly with a Garmin WASS GPS and a three-axis autopilot. As we are making an ILS or a GPS WASS straight in approach, our autopilot is doing the same as you describe on your 737. The autopilot's pitch trim actuators are connected to servos in the wings and empennage of the airplane. In other words, as the autopilot is set for an ILS or a GPS straight in approach, the pitch trim on the autopilot will show the pilots a signal that shows "trim up or trim down". As we follow the autopilot by keeping our hands on the control wheel of the old Mooney, we are ready to disconnect the autopilot at the 200 ft minimum foot agl altitude point. But since the trim is already set for a "go around" moment, we must be able to use human force to counteract the force of the go-around trim already set into place when we disconnect the autopilot. From what you are telling us, the more advanced systems on the Boeing are not much different in theory form the Garmin set up we have installed in our Mooney. That means us younger Mooney/ Bonanza pilots who depend on the Garmin WASS and the autopilot system are not too far off from learning how to fly your big birds. Which btw, might be easier to fly than our little "tweety pies". LOL.
Hello! Really appreciate your work and movies - amazingly inspiring! I've been on Iceland for last 7 years, always dreamed about flying planes. Only thing i did in the matter was to get paragliding license. While watching You talkin about aircrafts i really want to become a plane pilot. Thanx for the effort You put into youtube channel. Love to watch every single episode! Cheers from Reykjavik and keep ... flying!!
In aviation I have been in two near-death situations, one of them would be directly related to this video, a missed approach. And I was on the ground not in the involved aircraft (B737). The other turning final to landing the pilot got a little too aggressive and started to stall the aircraft (DC9). Thank all the Deities we were high enough he was able to recover and land safely. (reference Fairchild AFB B52 incident, same scenario less catastrophic). Since then, '60s & '70s, I drive, walk or don't go. My way of thinking the third time may not be the charm, so I stay on the ground. Thank You for the very informative videos, keep them coming.
I really liked this one!! I didn't know that planes couldn't taxi close to the runway. I worked on safety critical systems and found all the redundancy and procedures super interesting!! I love this stuff because you go way beyond the actual CAT landing procedure and explain the whole context. Thank you!!
The reason why this is the case is exactly the same reason that primary radar works, pretty much any dielectric boundary (that is to say anywhere mediums with different dielectric constants meet) will result in some radio waves being reflected. The strength of the reflection depends on many factors like the frequency, the thickness of each medium, the difference in dielectric constant between each medium etc. This is, however, a problem for anything that relies on precise timing, phase measurement or similar to operate as it results in multipath echos ie the receiver will be bombarded with many copies of the signal each displaced in time and phase from the true signal. You can even experiment with this somewhat yourself gps receivers will tend to be more accurate in say the middle of a clear open field than in the middle of an urban area particularly one with lots of tall steel-framed buildings etc and multipath echos are part of the reason as your GPS receiver relies on precisely timing multiple radio signals with sub-nanosecond precision so having the strongest copy of the signal randomly change from the true (direct signal) to the reflection off some random building. This and the fact the GPS signals are broadcast by satellites is why tall and steel framed buildings are worse for accuracy it is relatively easy to pick out the true signal if you have a clear line of sight to the transmitter. In that case, it is highly unlikely the true signal as any reflection will generally be much weaker as it will only have been attenuated by atmospheric scattering (baring some form of external rf interference, a jammer for example). The problems arise when the true signal is itself attenuated by encountering other mediums too then the strongest signal may well be a reflection particularly if the reflecting object is large, close to either the transmitter or receiver or worse both, and a good electrical conductor the more likely this is also. For those reasons aircraft which are covered in metallic surfaces and in the case of commercial aircraft are generally rather large would be particularly problematic. They would certainly not be something you would want to have positioned close to either the transmitting antenna or receiving antenna. Thus the end of the runway would be the worst possible place to have them as the ILS transmitting antennas must by necessity be positioned close to the end of the runway. Worse still the interference they create would actually grow exponentially worse the closer the landing aircraft came to the interfering aircraft. It goes without saying that for an ILS this is the exact opposite of what the system needs to achieve, the greatest position is required when the aircraft is closest to the runway, which is precisely when aircraft holding to depart on the taxiway at the departure end of the runway would reflect the strongest interfering signal. Worse it is also the time when the aircraft holding at the hold line in the #1 position is most likely to block the line of sight between the ILS and the receiver as it's angular size is at it's largest and thus so is the obscured area of the field of view. This would create the ideal conditions for a reflection to overpower the true signal and trick the ILS on the aircraft into locking on to the wrong signal and thus miscalculating its position at the most critical moment whether a reflection from another part of the aircraft blocking the main signal or even more likely a second aircraft holding behind that one (as more of that aircraft that the antenna can see is exposed to the receiver).
Loved it!! Great technical detail, including differences between various procedures and why autoland is not always done. Liked video at end of the new music, artistic. Also using the hand pointer icon to highlight areas to focus on was effective. Patrean Brian
Landed in dense fog yesterday, people literally screamed cos they hadn't realised we'd landed and thought something had gone wrong!! The fact that we had just been told to completely switch off electronic devices, familiarise ourselves with the safety card again, and make sure to leave everything behind if we're asked to emergency evacuate, certainly didn't help!! I had a window seat and was just about able to see the ground lights. We literally entered a cloud expecting to exit the other side and never did, the cloud was level with the ground 😂 I used to be terrified of flying, soooo glad I'm not anymore because I would not have handled that well at all
Another first-rate video. Please note that I've got absolutely no problem with people using UA-cam for pure fun, being silly, singing songs, making friends, swimming in candyfloss, grooming pets, tuning car engines, crushing stuff with a hydraulic press (Hi, Lauri and Anni!), reviewing tech, etc, etc... But it's great that there are Channels like this as well. :-)
Hm, 8 dislikes within the first 3 hours of the video being uploaded. A video, which is entirely factual and accurately explained. I'd say Mentour Pilot has some stalker'y haters out there. To quote Lady Sovereign, "Love me or hate me, it's still an obsession." Thumbs up, MP, good stuff as always.
Great video ! Great explanation ! You are a fabulous human being Mentour ! Very professional, very competent We feel safe with guys like you in the cockpit
This was a very nice presentation, very clear, very detailed. May I ask for a video on normal pilot routine? I know you don't clock in at the hangar, pick one plane and go for your route, but what is it like? Do you have to get to the airport to know who your crew members are and which plane you will be flying? How do you know when you next flight will be? Are the simulators at the airports, at your company's facilities, are they managed by other companies?
Reporting for a flight is usually (depending on the company) 1 hour before flight. for bigger airlines yes you meet your crew and get your plane/ gate assignment and flight plan. for smaller companies I know my captain, and my plane when I get my schedule. Larger airlines get their schedules a month at a time. I get my On call days a month at a time, but specific flights I get a text the night before with which flight and plane I'm actually getting. Simulators depend on the airline. Some very large airlines do indeed have their own training facilities and sims, most tend to use 3rd party training companies like Flightsafety, CAE, and a few others.
This man is amazing. I love how clear he is about things he talks about. The best mentor you are Sir.
I was in one of these Cat III landing last week. It was freaky. I was on a 737-800 landing in Indy International. The visibility was two feet (I am sure it was more, but that's what it looked like) I could barely see the engine under the wing and I was as close as one can get to it. All the sudden the aircraft begins to flare and the thump of the wheels said we had hit pavement, but with no visual of the ground to provide prospective and scale, it felt like we were plowing into a mountain. Once we came to a stop the whole cabin erupted in cheers and people were visibly relieved, as well as I. Intense
Yes, and now you know how it works!
Indy has the highest level lighting system. It's got all the bells and whistles. What you see out the side window is not what the pilots see. See my post above. The -800 might have CAT II or III approved. I don't know. What airline was it? I live and fly out of Indy and we did have some heavy fog several weeks ago.
I don't know of any commercial aircraft certified for synthetic vision. HUD is approved on certain aircraft and the pilots need special training. The approach charts specify aircrew certification to use that approach.
I love how a lot of mentour videos I know the basic premise to the answer, but whats given is so much more in depth. The answer could just be "cat 3 autoland and yeet it in" and it would answer most peoples questions. But instead its a full 30 minute show on it.
Gosh, watching your channel made me look back on one of the flights I was on, and a cold chill runs up my spine. We were landing in Warsaw Modlin about a decade ago, when it was still a tiny post-military airport. It was winter, it was snowing and we were in the cloud for an awfully long time. The plane started to come down for landing and we were still in the cloud - or so I thought. I was sitting next to the window, looking out, so I saw perfectly that when the fog finally cleared, we weren't over the landing stripe. We were about 30 metres over a residential area. I could see the branches on the trees and people below, and the plane suddenly lurched up and climbed back. The pilot, leter, made an announcement that he'd missed the airport due to the fog.
Back then it was an exciting heh moment. Now I am thinking how close we were to being on a show like this=_=
Dang, Skippy :-O !
Sounds like you were pretty close… lol
Been on many flights but don't get chills from these, rather than informed about hell well these guys are trained.
The kind of logical, clear thinking and situational alertness that Mentour Pilot emphasizes is really a lesson for pretty much anyone doing pretty much any job or task.
I remember once, years ago, we were returning from Las Vegas to MSP, Minneapolis flying in an L-1011 Tristar. Coming into Minneapolis, it was winter and there was a very low cloud ceiling and a snowstorm. Looking out the windows in the cabin we could only see clouds. I could feel the aircraft descending, I thought we were going to land, then it would shudder a bit and level off. I really wasn’t sure at times if we had touched the runway in a complete fog or if we were just going around again. This happened several times. When we finally did land, we did break through the clouds very low and made a great landing. I think everyone was relieved at that point as it seemed to take forever. This was possibly the most frightening landing I’ve been through at my home airport. MSP does often have problems in the winter with snow, ice, and low clouds.
Your dog keeps trying to steal the show! Great video. Beautiful pup.
Old joke, aircraft logbook:
Pilot: Approach OK, auto-land very rough.
Mechanic: Auto-land not installed on this aircraft.
😂😂😂
Many old aircrafts may autoland when are perfectly trimmed. (In very good weather of course).
@@adamw.8579 Any aircraft will auto land eventually, the question is just how rough... But why not, in still weather, plane with a large ground effect should flare on its own I guess. Kind of.
Old yoke ;-)
Wouldn't this be more like "replace aircraft"?
Red and green pillows exactly like the position lights! Nice!😃
I do what I can! 😂
I just wish it was a real green pillow instead of one wrapped in a green bath robe :P
The white chair in the rear completes the set...well done!
Remember that port wine is red. port lights are red
@@TheRealPlato I remember that port/left/red are shorter than starboard/right/green
I was the passenger of an aircraft trying to land in dense fog (about 15 years ago) at Halifax International Airport. I had a window seat and it looked like we were only 10 feet above ground (about to touch down) but suddenly in the last minute, the aircraft unexpectedly made a quick ascent again, and we were directed (by ATC) to Maine, USA! Thankfully the pilot got us safely to Maine and eventually I got home safely. But he told us afterward that he found out in the last minute that we were overshooting the runway (due to poor visibility) so that made them not land at that moment but go up again. He said ATC told him "do not try that again, it is too risky". The airport at that time was under construction and some of the lights were not in operation. With the lights it could have no doubt been possible to do a fog landing that day. Anyway I was grateful that all was well in the end!
I never mind a delay due to technical difficulties. Take all the time you need.
well safety is more important than time once I was landing in Portland in dense fog when we landed I still thought we were still really high up I was surprised when I found out we landed, I thought we were like 5 or 10 mins from touchdown.
That’s it, I’m not flying unless he’s the pilot!!!
I have landed a few times in Halifax with zero visibility, it can be a little disconcerting. And once recently at St Johns in a WestJet Dreamliner(medical emergency).
In the late 1960's Merced (California) was totally fogged in for 6 weeks. Castle AFB (six miles north of Merced) launched all of their B-52s, but it was too foggy to land them. For almost a month they had no planes, because of fog!
Ahhh yes... 28 minutes of mentour to finish off the week. What more can you ask for?
Hahaha! Not much I hope! 👍🏻
Yup, same for me hear hear :)
Who needs stinking cable when you have Mentour Pilot.
A life...
More of that theme song!
Mentour you are very gifted at explaining complex subjects. If I were ever to pursue fixed wing aviation I would literally seek you out and persuade you to be my instructor. Bribes, coercion, blackmail, whatever it takes. But things that spin over my head are my interest for now so you don’t need to worry. I’ll say it again, the professionalism you bring to aviation and the amazing explanations you bring to the curious among us is all so appreciated. Thank you so much.
Click like if you believe that Mentour Pilot is one of the best youtubers when it comes explaining technical material to average people.
Shows how well he understands/
Yeah clicked like cause he's one of the few youtubers that is as good as Captain Joe in explaining technical aviation content. I must say I think Mentour would be an excellent Physics or Mathematics instructor as well.
@@funtimenetwork
Both are awesome as well as Dutch Pilot Girl
KruddyKamikaze well he is a pilot lol
I am very average.....
You do a great job explaining to non instrument rated aviators.
Back in the 60's in the Air Force, we had the GCA approach where a ground controller gave us very detailed instructions on the approach. Minimums were 1/4SM. Then came the ILS with minimums of 200' 1/2SM. For a time, we had both.
The 5 seconds prior to either continuing or going missed is a learned skill. It is real time. There is no way to slow down what is about to happen. The CFR's (USA) clearly state what is necessary to continue. You need to clearly identify the approach lights or the red sidebar lights, the threshold, RAILS and or VASI/PAPI and then the threshold. In commercial aviation, there is no more 200'. It is just an altitude where you make the decision. All you need is the required visibility and today, it is usually RVR. When complying with the CFR's, you can descend another 100' after reaching the missed approach altitude if the above can be identified.
In today's major airports you will also have high intensity runway lights, touchdown zone lights and centerline lights.
Air carriers that have CAT II, III training are in their own world.
red cushion on your port side, Green on your starboard, nice touch!
A few years back I was on a flight into a regional with heavy fog and the pilot did 4 attempted landings before going around at a few hundred feet before he gave up and did a divert to a major, now I know why - thanks mentour
wow 4 attempts is a lot (tiring for the pilot) usually you go to the alternate after 2.
I find your videos amazing and incredibly insightful! I've always had a fascination with flying, though I never pursued it. Last night I was on a flight that landed in pretty dense fog after two go-arounds. It wasn't all that unpleasant to me, though several passengers near me were clearly nervous and unsettled, probably due to how low we were and the ground lights being barely visible from the windows (we were pretty low from what I can tell when he revved the engines and started climbing again suddenly). When I got home I was curious about the technology/procedures that allow you all to land these things in those conditions and ended up finding your video on the go-around procedure, I really enjoyed it and learned quite a bit from that single video. Amazing stuff and technology is incredible to me (I'm a software analyst and tester so I kind of become a total nerd with these things). I ended up watching your channel for about 2 hours and here I am again the day after watching more! You are a very, very good communicator and are clearly an expert in your profession. Looking forward to watching more and more.
doggy is chillin in the background
Was a passenger on a transatlantic flight which made a very late go around when flying into a suddenly-foggy Dublin last year. Had to hold while they went into lo-vis procedures. Thanks to watching Mentour and Joe, I wasn't surprised.
This makes me think of a flight from California to Boston (for what it's worth in relation to this topic of discussion), that when we got to Boston we had to circle quite a while. As the visability had to be a 0 visability, remembering how mega low it was. As I was sitting near the window watching out the window, and you could see nothing, and then all of sudden their is the runway with the Jet touching down right then.
I was pretty impressed with the Pilots, Tower People, Technology, Jet, what was actually done, etc.!
The whole female side of my next door neighbor's family, mother, wife & daughter, was wiped out in an attempted mountaintop landing in fog at Charleston WV, August 10, 1968, Piedmont flight 230. Lifting fog covered only the lower end of the runway. The Fairchild 227 commuter from Louisville via Cincinnati hit just short of the mountaintop at 8:58 AM and bounced onto the runway or next to it in flames. Initially there were 6 survivors of 37 on board but 4 died in the hospital within 2 days. 2 of 32 passengers received only minor scratches as they were thrown clear of the burning fuselage. Contributing was that the instrument approach beacon was out for repairs.
I am so sorry. My condolences.
As a non-aviation person, I would say one good reason for having the pilots do the landing (rather than the aircraft landing itself) most of the time is because you want the pilots to have that frequent experience. You don't want to find yourself in a situation (especially one with a high potential risk) where the pilots have to perform a function they rarely do because that's the type of scenario which can easily lead to mistakes (especially when things are happening quickly or when there are a lot of steps), regardless of training.
Flew in to Duluth Minnesota from Minneapolis early October. The pilot said we were at the very edge of regulations stating that we could not even leave the airport in Minneapolis. Let alone, attempt a landing in Duluth because of the dense fog which had accumulated over the city. The dewpoint was 50°F and so was the temperature. The fog was certainly quite thick. As we came in for a landing, I remember seeing halos of light where the runway lights would have been and it was quite distorted. The initial touchdown was a little harder than normal and I think we shook something loose in the landing gear or breaks. When we went to break, there was a loud grinding noise before taxiing. Kind of fun experience to do at 11 o’clock at night.
This was such a well detailed and well explained episode. Bravo!
your technical terms translated to average person like me are fantastic ! It makes me appreciate flying-even more ! Thanks-Mentour Pilot !
Well said at 10:25 . This is absolutely true !
Good to see you again, your teaching method is relatively easy to understand. I'm a private pilot. I didn't know the Boeing aircraft could auto land. Landing zero, zero must be stressful but you seem comfortable with it. Thanks How often do you have to do a missed approach?
I'm so amazed the way you explain the technical side of how the aircraft works in different aspects in takeoff and landing. All your videos are great! Thank you for sharing. It helps me a lot to overcome this fear of flying. 😊
Lots of fog here in Zaragoza LEZG, it's amazing hearing a huge aircraft landing when you can't even see it.
Your videos inspire me to try flying this summer! I'm going to go take an intro flight at my local airport!
Thanks heaps for all these videos. They are so interesting and you're amazing at explaining things.
This video helped me a ton in Flight Sim 2020 in the 787-10. Thank you!
Reminds me of my experience going on vacation. I cant remember if it was Caribbean airline or dynamic airline. It was flt from jfk to geo on feb 20 2015. Pilot attempted around 5x times to land and aborted because of the fog.
It was torture for me because of all of these air disaster videos I watched. My knees were trembling and the elderly lady next to me knees started trembling too.
Imagine not being able to see whats going on in front, you can see through the window that ground is getting closer and closer as we came in for a landing and then you hear the engine spooling back up. I am thinking are the engines going to build up full power fast enough.
This is happening over and over and over. I was hoping the pilot would stop attempting to land and go to the alternate airport before the plane ran out of fuel.
His final attempt to land at GEO, the pilot announced that the sun has finally did its job and got rid of the fog. Pilot attempted to land again and as usual the engine started spooling back up. This time I felt the plane in the up angle much longer than before and I was happy because I knew the pilot was going higher because he was leaving the area.
The pilot came on the pa and announced we were going to our alternate airport which was Trinidad. It seem like I was the only passenger that was happy with that announcement. Passengers were complaining how their plans got ruined, they rides are waiting for them, they have funeral to go to etc.
The plane landed in Trinidad and I was the only one clapping on touch down.
I turn to the flt attendant when I was getting off the plane and I told her that I was glad we came to the alternate. She agreed and said what is wrong with these people ( which simply mean why were they upset because we had to go to our alternate in a emergency situation)
Watching your videos makes me remember why I want to be a pilot in the near future
Excellent! That’s what I was hoping for!
Awww Patxi is so cute
This parst year or so, I personally feel like you have improved the quality of the videos :-)
I hope this trend means you are to stick around and keep this educational job for more years
Thank you! That’s great to hear. I always try to get better and I will try to be here as long as you guys want me to.
One of my favourite videos along with the Stab trim failure video! I've been binge watching lol.
As always, a great video with a lot of technical information, explained in such a way for us to understand.
mentour, now I can see why a pilot prefers to land without the auto-land if it's not needed, so many different parameters involved that it's actually safer to have the pilot himself land the plane if conditions allow it. thanks again mentour.
Great video! A maintenance related question from the US. If any portion of the CatIII system is disturbed for maintenance, etc., in the US a CatIII certified mechanic must do a recertification of the system before the aircraft can perform CatIII approaches. Is this required in Europe? I am a CatIII certified mechanic with Southwest Airlines and always curious about the rest of the world.
Yes
i like how you explane things.
He's just playin'.
Thank you for all the information. I will be starting the flight academy in March 2019. I cant wait. Thanks again and have good flights :)
Excellent! See you inside the app if you need help and support!
I can't even apply because my color vision is not 100% perfect 😩
Very informative, once again you nailed it! In the mid 90's I flew a 37 Jurassic simulator, shooting manual approach and landing scenarios at a HUD developer's facility using their new state of the art HUD. Head-up displays were supposed to be the hot ticket for the future. What happened? Were they simply deemed redundant to the already widely used auto land systems? I was surprised at how simple it made the approach and landing, and I nailed it every time, even landing in 0-0 and below minimum RVR.
Great video. That was a nice in depth explanation of CAT approaches.
Hello Commander! Nerves of Steel. A long time ago my Ski Club was flying out of San Francisco to Grand Junction, Colorado. We sat there on the plane waiting to take off for over 2 hours. Pea Soup Fog. It Never Lifted. Finally the Pilots decided they had to go. We made the rotation & at a very high elevation we finally broke through. It was Beautiful. Beautiful, Sunny Day. Flying over an Ocean of Fog. We had a Wonderful week of Skiing in Aspen, Colorado. Hey Look! Patxi! Thnx. Your Dogs & I Love to Listen to You Explain how things Work!!!! Your Awesome! CJ
Thank you captain, best explanation of cat 3 I have heard!
Wow!! Nice video, in no matter of time I will become a certified 737 pilot by watching your videos!! 😁😊
I like the new theme music. This channel is a great resource for all aviation enthusiasts!
Gdansk Airport (GDN) has Cat II ILS. And actually there were problems with ILS September last year - system lost its calibration because of birds. Swarm of birds landed frequently on ILS antennas and got the system damaged. So they switched to Cat I. Polish air traffic authority has to rebuilt damaged systems and certified it again. Unfortunately they have to disable whole ILS for one week and depend for that week on VOR/DME. And I think Cat II should be working again.
Greetings from wrockław!😊
Tome wasnt built in a day. It needed tobe built yesterday
Rome..
Greetings Mentor! One of your best videos definitely! Thank you for such excellent videos. All the best
Great video, as always. All your hard work shines through. You must be a Superman. And, the new end-theme is fantastic! 😃
Thank you! That’s awesome to hear!
Thanks Petter! I remember landing in Gatwick (as a passenger) in pea soup thick fog, and it scared the crap out of me, a much as I don't like automation this helps big time!
Another great technical video!
Great! I’m happy you like them!
Great knowledge, thankyou so much . I m an aircraft mechanic , watches your all content
love the videos and your dog
This Video Deserves an Oscar !
Thank you! I’m happy you liked it!
You do such a great job with these videos. Consummate professional.
Petter no response needed. Once again THANK YOU for your content! Have always wanted to be a pilot, can't do it. You my friend engage/teach me. All I can say is THANK YOU! Aviation is my life.
Yeah, know the situation you are in, the r.a.f. said to me that, yes we will have you in the r.a.f. but you will not even come into contact with any aircraft, ever, . Y eyesight is/was not good enough in any circumstances, still sad after all these yrs, 64yrs now....😣😣😣😣😣😣
@@adrianpeters2413 so sorry brother. USN wanted me for fighter due to ASVAB and attitude. We tried moving cargo route but being a dumb teen gave up. Here in USA looking at LSA route. Be well!
@mentour pilot. besides the silly but honest reference, I made below about the what you are wearing, I must admit that your example of trim on the "go-around" is not too different from the Older Mooney M20C we fly with a Garmin WASS GPS and a three-axis autopilot. As we are making an ILS or a GPS WASS straight in approach, our autopilot is doing the same as you describe on your 737. The autopilot's pitch trim actuators are connected to servos in the wings and empennage of the airplane.
In other words, as the autopilot is set for an ILS or a GPS straight in approach, the pitch trim on the autopilot will show the pilots a signal that shows "trim up or trim down". As we follow the autopilot by keeping our hands on the control wheel of the old Mooney, we are ready to disconnect the autopilot at the 200 ft minimum foot agl altitude point. But since the trim is already set for a "go around" moment, we must be able to use human force to counteract the force of the go-around trim already set into place when we disconnect the autopilot.
From what you are telling us, the more advanced systems on the Boeing are not much different in theory form the Garmin set up we have installed in our Mooney. That means us younger Mooney/ Bonanza pilots who depend on the Garmin WASS and the autopilot system are not too far off from learning how to fly your big birds. Which btw, might be easier to fly than our little "tweety pies". LOL.
Hello! Really appreciate your work and movies - amazingly inspiring! I've been on Iceland for last 7 years, always dreamed about flying planes.
Only thing i did in the matter was to get paragliding license. While watching You talkin about aircrafts i really want to become a plane pilot. Thanx for the effort You put into youtube channel. Love to watch every single episode! Cheers from Reykjavik and keep ... flying!!
In aviation I have been in two near-death situations, one of them would be directly related to this video, a missed approach.
And I was on the ground not in the involved aircraft (B737). The other turning final to landing the pilot got a little too aggressive and started to stall the aircraft (DC9). Thank all the Deities we were high enough he was able to recover and land safely. (reference Fairchild AFB B52 incident, same scenario less catastrophic). Since then, '60s & '70s, I drive, walk or don't go. My way of thinking the third time may not be the charm, so I stay on the ground.
Thank You for the very informative videos, keep them coming.
I really liked this one!! I didn't know that planes couldn't taxi close to the runway. I worked on safety critical systems and found all the redundancy and procedures super interesting!!
I love this stuff because you go way beyond the actual CAT landing procedure and explain the whole context.
Thank you!!
The reason why this is the case is exactly the same reason that primary radar works, pretty much any dielectric boundary (that is to say anywhere mediums with different dielectric constants meet) will result in some radio waves being reflected. The strength of the reflection depends on many factors like the frequency, the thickness of each medium, the difference in dielectric constant between each medium etc. This is, however, a problem for anything that relies on precise timing, phase measurement or similar to operate as it results in multipath echos ie the receiver will be bombarded with many copies of the signal each displaced in time and phase from the true signal. You can even experiment with this somewhat yourself gps receivers will tend to be more accurate in say the middle of a clear open field than in the middle of an urban area particularly one with lots of tall steel-framed buildings etc and multipath echos are part of the reason as your GPS receiver relies on precisely timing multiple radio signals with sub-nanosecond precision so having the strongest copy of the signal randomly change from the true (direct signal) to the reflection off some random building.
This and the fact the GPS signals are broadcast by satellites is why tall and steel framed buildings are worse for accuracy it is relatively easy to pick out the true signal if you have a clear line of sight to the transmitter. In that case, it is highly unlikely the true signal as any reflection will generally be much weaker as it will only have been attenuated by atmospheric scattering (baring some form of external rf interference, a jammer for example). The problems arise when the true signal is itself attenuated by encountering other mediums too then the strongest signal may well be a reflection particularly if the reflecting object is large, close to either the transmitter or receiver or worse both, and a good electrical conductor the more likely this is also.
For those reasons aircraft which are covered in metallic surfaces and in the case of commercial aircraft are generally rather large would be particularly problematic. They would certainly not be something you would want to have positioned close to either the transmitting antenna or receiving antenna. Thus the end of the runway would be the worst possible place to have them as the ILS transmitting antennas must by necessity be positioned close to the end of the runway. Worse still the interference they create would actually grow exponentially worse the closer the landing aircraft came to the interfering aircraft. It goes without saying that for an ILS this is the exact opposite of what the system needs to achieve, the greatest position is required when the aircraft is closest to the runway, which is precisely when aircraft holding to depart on the taxiway at the departure end of the runway would reflect the strongest interfering signal. Worse it is also the time when the aircraft holding at the hold line in the #1 position is most likely to block the line of sight between the ILS and the receiver as it's angular size is at it's largest and thus so is the obscured area of the field of view. This would create the ideal conditions for a reflection to overpower the true signal and trick the ILS on the aircraft into locking on to the wrong signal and thus miscalculating its position at the most critical moment whether a reflection from another part of the aircraft blocking the main signal or even more likely a second aircraft holding behind that one (as more of that aircraft that the antenna can see is exposed to the receiver).
Great great great video. Subject was long overdue. Keep up the good work!
Thank you! I’m happy you liked it!
Mentour: talking into camera
The dog behind him: *what is this sorcery*
0:45
Loved it!! Great technical detail, including differences between various procedures and why autoland is not always done. Liked video at end of the new music, artistic. Also using the hand pointer icon to highlight areas to focus on was effective. Patrean Brian
Thank you Brian! You Patreons are invaluable for the channel!
Great informative video (as usual). Really like the new soundtrack too.
Excellent!
Landed in dense fog yesterday, people literally screamed cos they hadn't realised we'd landed and thought something had gone wrong!! The fact that we had just been told to completely switch off electronic devices, familiarise ourselves with the safety card again, and make sure to leave everything behind if we're asked to emergency evacuate, certainly didn't help!!
I had a window seat and was just about able to see the ground lights. We literally entered a cloud expecting to exit the other side and never did, the cloud was level with the ground 😂 I used to be terrified of flying, soooo glad I'm not anymore because I would not have handled that well at all
Another first-rate video. Please note that I've got absolutely no problem with people using UA-cam for pure fun, being silly, singing songs, making friends, swimming in candyfloss, grooming pets, tuning car engines, crushing stuff with a hydraulic press (Hi, Lauri and Anni!), reviewing tech, etc, etc... But it's great that there are Channels like this as well. :-)
Wow, that is so much more complicated than I imagined. I presumed that there was a button marked auto land and that was it!
Brought to mind a cartoon from one of my favorites, Gary Larson, "the far side". Pilot to co-pilot, "hey, what is a billy goat doing in a fog bank?"
Very informative. I love the little dog! Bless!
Thank you!
@@MentourPilot
New pup?
LIke your videos but love the dog. What a nuanced set of variables you manage for landing, and how impressively optimized.
Very well explained. Great Vlog
Mentor cruel’s products are really on point!
woow so complex !! so nice !!! this is the best video so far on the channel ! thanks for showing how that works =) lovely
Excellent! I’m happy you like it!
love it. i helped so much for my RNAV ATPL
Excellent! Best of luck my friend.
Excellent! Very detailed video!
So nice to listen to you.
I'm not a pilot but check n listen to all Ur videos. Thanks
When you've been watching Mentour all afternoon and suddenly the dog changes colour! *MIND BLOWN*
Captain,
this is probably one of the bet Mentour videos.
Thank you! See you in the app!
Wow love the new theme music. Goes so well with the channel.
AWESOME EXPLANATION!
THANK YOU VERY MUCH!
Hm, 8 dislikes within the first 3 hours of the video being uploaded. A video, which is entirely factual and accurately explained. I'd say Mentour Pilot has some stalker'y haters out there. To quote Lady Sovereign, "Love me or hate me, it's still an obsession."
Thumbs up, MP, good stuff as always.
Superb video. Thorough, comprehensive and detailed. Gives so much more confidence in the guys up front.
I wanted to know this from a very long time thank you so much
Great! I hope it satisfied your curiosity
Great explanation, I have sat 13 atpl exams and wish I have seen this first. Great work.
Another interesting vid. I could watch these all day.
Very very good ,you make it so realistic
Great video ! Great explanation !
You are a fabulous human being Mentour ! Very professional, very competent
We feel safe with guys like you in the cockpit
0:46 The dog is excited about that 2 months free membership deal 😊
nice music and nice and good knowledge absolutely fantastic video enjoy mentour
Thank you my friend!
Love your channel, keep it up fella.
This man is a god. One of the finest teachers out there.
Fantastic episode. This did more than answer questions it illustrated the answers.
This was a very nice presentation, very clear, very detailed.
May I ask for a video on normal pilot routine? I know you don't clock in at the hangar, pick one plane and go for your route, but what is it like? Do you have to get to the airport to know who your crew members are and which plane you will be flying? How do you know when you next flight will be? Are the simulators at the airports, at your company's facilities, are they managed by other companies?
Reporting for a flight is usually (depending on the company) 1 hour before flight. for bigger airlines yes you meet your crew and get your plane/ gate assignment and flight plan. for smaller companies I know my captain, and my plane when I get my schedule. Larger airlines get their schedules a month at a time. I get my On call days a month at a time, but specific flights I get a text the night before with which flight and plane I'm actually getting. Simulators depend on the airline. Some very large airlines do indeed have their own training facilities and sims, most tend to use 3rd party training companies like Flightsafety, CAE, and a few others.
Nice love it...the puppy is cute....great background props...
Very interesting, thanks Mentour!
Superb!!!
Very well explained
Thank you, as always, great video