Im guessing theres no prediction to how low your speed will be when u come out of the headwind, so going around is the only safe option. Watching that speed guage drop seems so terrifying.
You can try a simulator. Some commercial ones offer time on simulators for the paying public. I tried a fixed based one and it was fascinating and great fun. And surprisingly affordable for a one off experience
You ever been outside in a windstorm and suddenly out of nowhere the wind changes direction two or three times nearly blowing you over in three different directions? That's a semi-accurate representation of what windshear is like for an airplane. Imagine trying to drive a car down a road but every so often the road suddenly moves 5 feet to the right or left while you are driving on it, except in a plane if the wind changes from a strong headwind to a strong tailwind at the wrong moment (right before landing being one of them) it could cause the wings to stall which is not something you ever want to happen near the ground hence why when you are caught in windshear you go full power and climb without worrying about bring flaps and gear up.
@@ryan__nz In climb out emergencies whether it be a go around or terrain avoidance or to get out of a stall close to the ground. Changing configurations in this very sensitive time could completely stall the aircraft. If you throw out more flaps for example you will increase lift but you will also drasticly increase drag. You dont put the gear up till you are at a safe climbing speed because 99% of planes will open more landing gear doors to make room for the folding gear which will again increase your drag at the worst moment. Climbout procedures are full power both hands on the yoke and keep it in the air till everything is stabilized then worry about configuring the airplane.
@@SirFloofy001 In windshear escape maneuver it's also high risk that the airplane will touch down the runway if the situation gets worse and airplane is unable to gain altitude. In that case it's safer to have landing gear down.
Доброго времени суток. Большой привет экипажу. 👋 Я хоть и женщина, но знаю, что самолёт у вас очень большой. Круто конечно. Ребята, хороших вам полётов, а так же хороших посадок. Работа у вас, лучше не бывает. 👍👍
There is something wrong with the training department then. As the name said "predictive" that's clearly meaning you're not in a windshear yet so it's just normal go around. But yes lots of pilot misinterpreted this
Does thrust really increase for a headwind and decrease for a tailwind? I would expect the other way around in windshear conditions... doesn't the tailwind kill some lift that requires more thrust? And doesn't the headwind add energy and require a decrease in thrust?
@@hmm396Headwind increase means temporary airspeed increase (the air is moving faster towards you, so your aircraft is moving faster through the air), because of momentum. It's not linked to lift or drag.
@@pilot_obet can the Simulator do the Full CAT IIIC with taxi too? From what i've read although some airports have the equipment needed for the IIIC landing there aren't any yet who could do the taxi part.
Obet, not sure I can see the cockpit (simulator) move ... does the simulator sway back and forth, side to side to make the effect of real side and headwinds etc.
Oh that’s because the aircraft increases the descent rate to maintain the g/slope-that’s the point of the shear-unusual. It may in fact have been a transition point from tailwind to headwind- as I say it’s unusual indications. Like barely holding on to the Glideslope with a lot of thrust on etc
I’m obviously only seeing a small snippet of what you guys do, but why would you tell the pilots what they are about to experience? Wouldn’t you want to surprise them?
I believe that's the weather radar showing light rain, turbulence would show up as magenta. (Not sure about this aircraft, but that's usually what it is.)
My Uncle love Boeing jets because they give you a natural feedback from the controls instead of the fly by wire system on Airbus jets; you don't get a reaction unless there's buzzing. One thing about Boeing Jetliners: they're easy to convert from passenger to cargo (even the 787).
Modern 747's don't have a trim wheel, just multiple redundant buttons for the stab trim function, the ratcheting noise i'd say was the stall shaker attached to the yoke.
İt was so obvious that windshear was on the runway , their reaction time was kinda slow i guess dear captain. What do you think ? İt was predictive windshear warning okay but we have to be proactive in that time .
Aside from retro fit cost, which should be small compared to the lives that could be saved, why they do not have the FLIR HUD in commercial aircraft so that poor visibility conditions will no longer be a factor in landings?
Hello Obet, I am not sure about 747 SOPs, but during a Windshear escape maneuver, aren't supposed to freeze any aircraft configuration changes? No flap change, no gear, until out of the event?
In a reactive windshear situation (actually in windshear) you freeze the ac configuration as changing it could cause drag and induce a stall. Once stabilised you can then reconfigure. In the second scenario where you are predicting windshear you aren’t in windshear yet so you can configure the ac however you do need to be on the ball in case you enter windshear during reconfiguration in which case it changes to scenario 1 and the reconfiguration freezes.
We managed fuel and weather...In this particular case...the windshear is not on the Rwy thus weather is not a factor....the extra speed generates enough momentum to stay on the ils...You make captain by reducing fuel costs...therefore the don't follow everything the robot calculates...The Pic is the final authority as to the operation of the aircraft!..
But you do know that there's a way of landing in windsheer. You apply maximum power and 5°-'10° pitch down on the column while ready to take any evasive actions. This way you can even land halfway down the runway and apply maximum brakes and thrust reverse. One can also do slight up and down motions to confuse the wind. I think my suggestions are a better idea than wasting all that fuel going around 😀.
@@pilot_obet 🤣🤣🤣, I'd love to test my silly theory. But seriously now, thanks for keeping us so informed on how this amazing machine works. Complicated but interesting.
![Lp. Сердце Вселенной #60 РОЖДЕНИЕ ЛОЛОЛОШКИ [Финал] • Майнкрафт](http://i.ytimg.com/vi/YoR0pAV9FVQ/mqdefault.jpg)
Love how the first pilots call go around just before the automation triggers the warning. Very professional.
They are watching the airspeed like a hawk, from 170 kn to 140 knots in a blink of an eye!
It's because they are actively looking for it as they already know that it's going to happen
That’s because they knew it was coming…..they’re in a simulator ffs!
watch the video again
@@nooblolxd3919 don’t need to..
"GO AROUND, WIND SHEAR AHEAD!"
"..alright"
Im guessing theres no prediction to how low your speed will be when u come out of the headwind, so going around is the only safe option.
Watching that speed guage drop seems so terrifying.
I was curious why speed wasn't increasing at go around speeds at the second go around, but they were climbing at around 15 degrees. Insane!
You go for attitude to climb and speed will drop- it’s a balancing act
When going around, your priority is to gain altitude away from the ground, so pitch is set to maximize climb without losing airspeed.
@@PikalaxALT true! Just maintain the optimal AOA
Awesome Video! Not being a real life pilot I've never had chance to see these systems in operation only read about them, Thanks for uploading!
You can try a simulator. Some commercial ones offer time on simulators for the paying public. I tried a fixed based one and it was fascinating and great fun. And surprisingly affordable for a one off experience
Great instruction. Simulator training is truly invaluable
You ever been outside in a windstorm and suddenly out of nowhere the wind changes direction two or three times nearly blowing you over in three different directions? That's a semi-accurate representation of what windshear is like for an airplane. Imagine trying to drive a car down a road but every so often the road suddenly moves 5 feet to the right or left while you are driving on it, except in a plane if the wind changes from a strong headwind to a strong tailwind at the wrong moment (right before landing being one of them) it could cause the wings to stall which is not something you ever want to happen near the ground hence why when you are caught in windshear you go full power and climb without worrying about bring flaps and gear up.
Why don’t you worry about flaps and gear? Or you worry about that after thrust applied and climbing only?
@@ryan__nz In climb out emergencies whether it be a go around or terrain avoidance or to get out of a stall close to the ground. Changing configurations in this very sensitive time could completely stall the aircraft. If you throw out more flaps for example you will increase lift but you will also drasticly increase drag. You dont put the gear up till you are at a safe climbing speed because 99% of planes will open more landing gear doors to make room for the folding gear which will again increase your drag at the worst moment. Climbout procedures are full power both hands on the yoke and keep it in the air till everything is stabilized then worry about configuring the airplane.
@@SirFloofy001 In windshear escape maneuver it's also high risk that the airplane will touch down the runway if the situation gets worse and airplane is unable to gain altitude. In that case it's safer to have landing gear down.
Piloting the big airlines is the most information intensive job. There's just too much stuff one should know.
I love Pilot Obet, this video is a Boeing 747 master piece
Доброго времени суток. Большой привет экипажу. 👋 Я хоть и женщина, но знаю, что самолёт у вас очень большой. Круто конечно. Ребята, хороших вам полётов, а так же хороших посадок. Работа у вас, лучше не бывает. 👍👍
Thanks
Thank you captain for giving a wonderful podcast
Awesome video. You would be shocked how many pilots dont know u can change conf in predictive ws.
There is something wrong with the training department then.
As the name said "predictive" that's clearly meaning you're not in a windshear yet so it's just normal go around. But yes lots of pilot misinterpreted this
Thanks for sharing Captain!
My pleasure
Excellent information - very interesting to learn about the two methods! THX and Later! 👍
Does thrust really increase for a headwind and decrease for a tailwind? I would expect the other way around in windshear conditions... doesn't the tailwind kill some lift that requires more thrust? And doesn't the headwind add energy and require a decrease in thrust?
No, headwind causes extra drag and lift (lift depending on vertical wind direction), while tailwind has the opposite effect
You're correct.
It got mixed up in the caption.
You can confirm by looking at the wind arrow on the top left of the navigation display.
@@hmm396Headwind increase means temporary airspeed increase (the air is moving faster towards you, so your aircraft is moving faster through the air), because of momentum.
It's not linked to lift or drag.
I love how the people say café 518 go around very professional wind shear is very bad for your window from the pilots view
Pilots: prepare for landing.
Weather: ye right I don’t think so 😂
Captain Obet you're simply the best Simulator and line training Captain. God bless you 🙏.
Special thanks for share your training Perfect job👨✈️
i can't be the only one who noticed that the training computer (or whatever it's called) has a CAT IIIC approach option
Yes but many airports don’t have the facility..
@@pilot_obet can the Simulator do the Full CAT IIIC with taxi too? From what i've read although some airports have the equipment needed for the IIIC landing there aren't any yet who could do the taxi part.
It had 0/0 as well. Nightmare mode lol
Obet, not sure I can see the cockpit (simulator) move ... does the simulator sway back and forth, side to side to make the effect of real side and headwinds etc.
Yes it does
Another awesome video! Keep up the effort!
2:18 why don't they change the configuration?
@@BloxyGamezAV your not supposed to change configuration in a wind shear eg don’t change gear or flaps
Correct me if I’m wrong
@Caleb-b3o yeah
Another amazing video.
wouldn't a strong tailwind result in a decrease of the IAS? Im not really getting how a tailwind could somehow increase your airspeed?
Oh that’s because the aircraft increases the descent rate to maintain the g/slope-that’s the point of the shear-unusual. It may in fact have been a transition point from tailwind to headwind- as I say it’s unusual indications. Like barely holding on to the Glideslope with a lot of thrust on etc
You are right - a sudden tailwind does decrease IAS. "Pilot _obet" is an absolute clown who has no idea.
I was looking for this comment. Great explanation from Mr Obet!
I’m obviously only seeing a small snippet of what you guys do, but why would you tell the pilots what they are about to experience? Wouldn’t you want to surprise them?
Please rotate your phone 90° for video.
Landscape?
@@pilot_obet Yes, please.
Amazing
Thanks for sharing Captain 😃, whet is the green things in part 2 appear in the ND? Is that means turbulence?
I believe that's the weather radar showing light rain, turbulence would show up as magenta. (Not sure about this aircraft, but that's usually what it is.)
@@vurplex3082 We are on the same page, but just wanna confirm it.
Yes it is precipitation/rain region
My Uncle love Boeing jets because they give you a natural feedback from the controls instead of the fly by wire system on Airbus jets; you don't get a reaction unless there's buzzing.
One thing about Boeing Jetliners: they're easy to convert from passenger to cargo (even the 787).
all the new Boeing jets are FBW
The b747-8 has some degree of fly by wire too actually- you still get feedback though
The 777 and 787 are fly by wire.
The side stick is spring-loaded so that force increases with deflection on Airbus jets.
Does the Boeing system make those verbal windshear alerts?
Yes
Good video. What is this "ratcheting noise"?
Thanks.
The ratcheting noise is from the pitch trim wheel.
@@over9000andback Thanks for the clarification. Keep it up.
Modern 747's don't have a trim wheel, just multiple redundant buttons for the stab trim function, the ratcheting noise i'd say was the stall shaker attached to the yoke.
@@vedymin1 Thanks but this might be the old one....
@@cck1496 not even the old one. Since the beginning, the 747 doesn't have trim wheel in the flight deck, even in the original three crew flight deck.
İt was so obvious that windshear was on the runway , their reaction time was kinda slow i guess dear captain. What do you think ? İt was predictive windshear warning okay but we have to be proactive in that time .
Aside from retro fit cost, which should be small compared to the lives that could be saved, why they do not have the FLIR HUD in commercial aircraft so that poor visibility conditions will no longer be a factor in landings?
They do have HUD in more recent aircraft models. Boeing 787/A350 etc
Captain Obet, could you recommend apps or study guide for pilots doing initial or fleet transition to 747?
why would speed increase with tailwind? airspeed decreases with tailwind, increase with headwind...
Yeah, the onscreen comments are backwards. He’s confusing ground speed and airspeed.
Tis why we didn't call Mayday aka the Pullman strike...
Hello Obet, I am not sure about 747 SOPs, but during a Windshear escape maneuver, aren't supposed to freeze any aircraft configuration changes? No flap change, no gear, until out of the event?
Did you not watch the first part? They didn't change the AC configuration.
In a reactive windshear situation (actually in windshear) you freeze the ac configuration as changing it could cause drag and induce a stall. Once stabilised you can then reconfigure.
In the second scenario where you are predicting windshear you aren’t in windshear yet so you can configure the ac however you do need to be on the ball in case you enter windshear during reconfiguration in which case it changes to scenario 1 and the reconfiguration freezes.
That Simulator interface have windows 95 vibe
is it not the other way around 1:40
Would have been nice if they hand-flew it though. Gives a much better sense of the workload than keeping the autopilot on…..
Micro bursts in the vicinity.... Engage after burner thrust!!
The flap lever sounded like he opened a minecraft door😂
Ha ha…I’ll check out Minecraft again😀
We managed fuel and weather...In this particular case...the windshear is not on the Rwy thus weather is not a factor....the extra speed generates enough momentum to stay on the ils...You make captain by reducing fuel costs...therefore the don't follow everything the robot calculates...The Pic is the final authority as to the operation of the aircraft!..
There’s a saying: if you think fuel is expensive- try crashing a plane full of people or cargo etc into a residential area perhaps etc-- GO AROUND!
But you do know that there's a way of landing in windsheer. You apply maximum power and 5°-'10° pitch down on the column while ready to take any evasive actions. This way you can even land halfway down the runway and apply maximum brakes and thrust reverse. One can also do slight up and down motions to confuse the wind. I think my suggestions are a better idea than wasting all that fuel going around 😀.
Try doing that on a b747 weighing 346,000 kegs….
@@pilot_obet 🤣🤣🤣, I'd love to test my silly theory. But seriously now, thanks for keeping us so informed on how this amazing machine works. Complicated but interesting.
Imagine it said windshear and overspeed at the same time....
2:12
the cameraman: 🗿
Pilot are we gonna die
Don't go around, increase the approach speed for the sake of saving jet A fuel...consider Rwy distance...
“Go-atopnds”.
Video from 1 year ago. UI touchscreen looks like Windows 3.0. WTF is this?
You forgot to put SIMULATOR in you misleading title
2:24