Easyjet A320 tells United Boeing 787 to GO AROUND! | Serious Aircraft Incident
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On the 20th of July, 2020, a very serious Incident took place on Charles de Gaulle airport in Paris, France.
A Boeing 787 from United Airlines came close to landing on a runway which was already engaged by an Airbus A320NEO from Easyjet.
How this could happen and the things we can learn from it, coming up.
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Chapters:
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00:00 - Intro
00:47 - Chapter 1: Situation Overview
02:08 - Chapter 2: The Key Players
03:54 - Chapter 3: Miscommunications
05:24 - Chapter 4: Lost in Translation
06:21 - Chapter 5: Side-Step Manoeuvre
07:27 - Chapter 6: A320 Lines Up
09:13 - Chapter 7: "Runway 09R, Go Around!"
11:13 - Chapter 8: Close Call
12:41 - Chapter 9: Serious Incident
13:43 - Chapter 10: Report Analysis: Better Language
14:55 - Chapter 11: Report Analysis: Visual Checks
16:06 - Final Chapter: Swiss Cheese Barriers
17:46 - Outro
#Aircrash #aviationincident #unitedairlines #easyjet
This is a similar incident but caused by completely different factors: 👉🏻 kzhead.info/sun/lbB-d82qcJ6wdac/bejne.html
Thanks again for your insightful deconstruction🙇🏻👌🏽😊
Excellent video. Things did not go badly wrong, but things happened that should not have. Good analysis.
what aircraft do you fly?
@@teddy2193 Boeing 737 as far as I know.
This one could have been bad. Tower do you have a pen handy? ... I'm going to give you a number to call at the end of your shift...
I can imagine that Easyjet Captain triple checks before entering a runway after that day.
That’s called “experience “
Fortunately it was not a Ryanair captain
Lol
@@chrisb9143 Oh my god this stigma against Ryanair You know they're among the safest companies in the world? They've never had a fatal accident, which with the number of flights they perform, you know it's a good achievement of safety. Ryanair cabin crew has really serious training, Ryanair pilots are really level headed and serious about it, the company is cheap, but the rules aren't. They can't AFFORD mistakes.
@@chrisb9143 uhh ..you know you're watching the videos of a Ryanair Captain, right? Petter is their chief of Safety or Training or something like that.
As a newer pilot here in the US, I was trained to say "confirm" when questioning or confirming ATC directions. And if needed, ask again, and again until both parties understand each other 100%. Never ever assume directions.
Exactly never assume. We are taught this as well here in UK during Human Factors seminars and lectures.
Correct, "assumption is the mother of screw ups". 😂
As a very old Canadian FSS [Initial Training 1980] we were also taught the correct phraseology to be "Confirm". As far as I know, that has been an ICAO standard as long as I have been involved in aviation.
"Understand" is just a really bizarre way of saying "Actually, I think I _don't_ understand."
@@jonmcfarmer6954 steven seagal under siege 2 teaches good lessons
In 1973, I was on my check ride for my private pilot's license at San Jose International Airport in California and was cleared to taxi into position onto Runway 30L and hold. I was in a Cessna 150 for the flight. Runway 30L is the runway used for all commercial airliners at the airport. We sat an unusually long period of time, so after thinking about it, I decided to look out the rear window of the C-150 whereupon I saw the landing lights and silhouette of a DC-9 on short final. I immediately voiced what was coming and without looking the Check pilot immediately said he had control of the aircraft, applied full-throttle and right rudder, promptly leaving the runway and back onto the taxiway. As he returned the C-150 to facing the runway (now on the taxiway behind the stop line), the DC-9 flared in front of us and landed. There was some conversation with the controller by the Check pilot including asking for his name. I successfully completed my check flight and received my PPL. Later I was told there was lengthy conversation with the controller, FAA supervisor, and check pilot and that the controller had forgotten he had cleared us to take the runway. I was never told more about the incident than that but have never forgotten it. I still think about what had me look back while waiting for takeoff clearance. It may have saved some lives that day.
Wow that must have been frightening... imagine what would have been if that had been your first solo flight after getting your PPL instead of the last flight of your training...
@@Blex_040 I was 22 at the time. My heart rate certainly went up, but I never experienced being scared. The FAA Examiner I was with handled the entire event with calm confidence. We proceeded with the Flight Test, and I received my Private Pilot's License.
@@jimw1615 I was flying cargo and instructing at RHV in 1980 and was cleared onto 31R with my student around 6:30 am or so. Looked out to clear final before we turned to line up and saw some very bright landing lights on about a 4 mile final. Stopped and asked tower if the traffic on final was for our runway. Tower says, "Oh sh*t...hold short 31R!" About 30 secs later we see the B-737 begin a climbing left turn to lineup for 30L at SJC, instead of Reid Hillview. Tower thanked us for looking out the window and cleared us for takeoff. Best lesson I could ever give my student about situational awareness and keeping your head on a swivel, regardless of whether you are on the ground or in the air. Went up to see the controller after we returned and he told me they had similar incidents several times a year because of almost identical runway alignments (30L/R at KSJC & 31L/R at KRHV) and that they had a "hot line" to OAK Approach. If the B-737 had the ILS for KSJC dialed in they likely would've never made the mistake with both needles "pegged out" on their HSI. The airline I ended up spending my career with had a mandatory reqmnt to use "every available resource/navaid" on a visual approach, just for this reason. Congrats on a successful checkride, albeit 50 years too late!
@@jake5703 Jake, another good story. Humans make a difference in many instances. I was headed back then for a USMC flying stint after graduating SJSU, but eyes went to 20/25 and ended my flying career passions before reporting to flight school at Pensacola. The civilian pipeline was too expensive for me as well as filled with lean years, just surviving. So never did get to live the dream. Marriage and kids along with a career in another technical field kept me busy. Thanks, I had a load of experiences in the short time that I did fly privately after college.
Damn that sounds insane. Bravo to you to have the inspiration to look, that must have been petrifying!
Something serious went wrong, but everything else went right. From a passenger point of view, this is reassuring. Great video!
@@DrBaronMunchausen kinda like when your mother got pregnant, you're saying? Ok.
@@DrBaronMunchausen It's too bad your dad didn't pull out when he should have. Minus all the swiss cheese checks and balances, a terrible mistake resulted.
@@DrBaronMunchausen yeah if it been a male they would have objected to the other pilots advise just forged ahead
Not really reassuring for me. The only thing that saved the day was the visibility. Add fog and you get a redo of Tenerife or Milan
I think things often go right, but the near misses don’t often make the news. If you watch other disaster analysis YT videos, the disaster is often due to multiple factors going the wrong way (only happened because the conditions were worse than normal, and 2 backup/fail safe measures failed). Usually (not always) one of the 4 factors goes the right way, and there is only the bad outcome with the “perfect storm.”
I actually really like these videos that go over averted disasters. Seeing examples of systems both succeed and fail shows an interesting contrast between how things look when they go right vs wrong.
This is the kind of security you want. As long as _something_ goes right, disaster is averted. The other kind, where if anything goes wrong, you have a disaster is bad.
@@57thorns Indeed. And while implementing a system like this makes some people feel like they're being dressed down when nobody crashed is scary, it all helps make the entire system better. It's great to know that a completely understandable and easy human mistake, compounded with a couple other small things, still didn't get that close to disaster, but did prompt a review of the procedures.
It also just counteracts some of the exposure bias us laypeople might be accruing from only seeing incidents that result in fatalities, which is nice for my heart.
Agreed. This is relevant for us private pilots also, not just commercial.
It's also good to learn to be precise and concise in the way you communicate for all areas in life.
Mom's best advice, "look both ways".
Indeed!
It’s surprising how many people don’t do this when crossing a street or bicyclepath.
@@Mike-oz4cv more worse in my opinion, it how bicyclist are driving. They drive like they are immortals gods, but they not - same as me. They driving everywhere and they not using bicycle bell when crossing somebody on sidewalk. Somebody should do something about it - but I know, its my wishful thinking.
@@Mike-oz4cv I look both ways on a 1 way street! 😁
@@Acts-1915 I look both ways several times, and again while I'm actually crossing until I'm certain even a speeding car won't be able to hit me. As for bicycles, a few years ago, the local city had bicycle accidents researched. Turns out, (1) cars were more often at fault than bicycles, (2) older and very young cyclists were most likely not to follow the rules. And with regard to older ones, once I was aware, I noticed myself that almost every time I thought "what the hell are you doing there", it was an elder citizen cyclist (showing not a care in the world while flaunting the rules). Now I'm not so young myself, I no longer cycle (although that's because these days, I live within walking distance to almost everywhere I regularly need to go).
Understanding how near misses happen, in my non-pilot opinion, could help stop catastrophes. Great info, thank you.
**confirming* how near misses…
It has been studied by very smart people for decades. This video isn't saying anything any professional pilot doesn't know. They have been trained on the subject since they first strapped into an aircraft. But even so, human factors will cause accidents forever. Even when airliners are pilotless, glitches in the computer will cause conflicts.
@@williampotter2098Or even when the computers run right, there's no way you can design software to account for **every** possible case an aircraft could get into, just like how real pilots run into situations where airline policy becomes unclear (which is one reason I don't think the human factor is getting taken out anytime soon, if ever, but that's a different topic). I'm glad the pilots, engineers, etc. involved are always so safety oriented. They've become really good at learning everything they possibly can from any kind of mishap, keeping the industry more than healthy and extremely safe.
@@taylorbrown9849 Don't forget the endless aircraft inspections required by the FAA, which are designed by the manufacturer and approved by the FAA. These can cost from $500 for an annual inspection (maybe) to hundreds of thousands for a airliner type aircraft. A jet can have an inspection every few years where it looks like the airplane is completely disassembled. Not quite but it will take your breath away to see one in that condition. When you read in the news that a type of jet has been grounded because a faulty part was found, it is because one mechanic inspecting one airplane found that problem. The FAA then requires all of that type to be inspected, sometimes immediately and sometimes within a specific time frame. That's why Russia is crashing so many airliners. They don't have the mechanics who are now military and they don't have repair parts so they fly them broken.
@@williampotter2098I actually have seen some pictures of what you're describing -- it's mind boggling how much work goes into these things. I didn't know much about how they cost though (although it's not surprising at all heh). Thanks for sharing that!
I’ve noticed that between two languages, statements/commands vs. questions aren’t always understood because a lot depends on tone, which isn’t consistent across languages. “Understand” could mean a statement of acceptance or a request for clarification, depending on tone. “Please confirm” is always a good choice.
the problem is when pilots don´t use the international standards but just go sloppy with their local slang or whatever, because they think it´s not important... As I could gather from several sources, "confirm" is the standard mostly everywhere... And someone who goes for international commercial flights should probably know that. This case is a prime example as to WHY these standards exist...
@@RSProduxx “Understand” is an obsolete American Standard that is being phased out in the US. It is not slang. It was a dangerous discrepancy between the US and the rest of the world, which is why it is being phased out.
@@unconventionalideas5683 noted, thanks
@@RSProduxx Confirm might be the standard. But to me as a european not trained to aviation radio communication even the use of "confirm" seems not to be free of conflicts. this phrase isn't alerting by itself to request some reaction. So when you're pre-framed by your own (wrong) order given seconds before, it can easily be taken as "confirming [same bullsh*t you send out]" which would sound perfectly good to you. And even when you get triggered to check the read back, you maybe won't re-think about that damn L or R in this context. Any more unespected indication of irritation/confusation/doubt would be helpfull.
The word "please" is very important in this context, because "confirm" alone could be interpreted as "I confirm that I understood what you said" as well as "Confirm what you just said by repeating it". But "please" is unambiguous, a polite request for the other party to do something.
Sounds to me like the United crew were ready to cancel landing clearance with how quickly they executed that go-around. It's like they were specifically looking out for a problem. Good thing they were, and good on the Easyjet captain for sounding off right away.
Sudden changes like swapping approaches will always set you on edge. Piloting is mostly procedure, procedure , procedure, and when that’s broken you get alert real quick
@Descartável That's also possible. Just another difference that they would've spotted.
@@DrBaronMunchausen *Hammers sign into the ground:* 'Remember folks, do not feed the wild trolls - they'll come back for more' *Walks off, whistling*
@@DrBaronMunchausen ‘mistake’ seems very apt for you 👍🏻
@@DrBaronMunchausen the midwife say that when your mother gave birth to you ?
Four instances that noticed the danger in time: Eurojet, United, RIMCAS, second controller. Better too many than not enough.
What puzzles me is that the second controller didn't intervene, forcing the easyjet pilot to do their job for them.
@@Goreuncle The way I understood it Easyjet was just a tiny bit faster in noticing and calling out.
@@Goreuncle the second controller would not have been setup to speak on the proper frequency if he was just coordinating controller.
@Tom so close to the ground all TCAS does is cause false alerts.
I hear about TCAS a lot but never heard about RIMCAS. How does RIMCAS detect incursion? Could Mentour make a video on this?
So awesome that both airplanes were able to recognise the issue just in time and weren't afraid to take the necessary steps without clearance. Recognizing, questioning, and responding with confidence saved the day!!
Fortunally there was no mist, otherwise it could have been a second Tenerife...
@@NiekEdeling OOF. I saw that video. Two planes collided while one was taking off right?.
@@NiekEdeling not quite, Tenerife was two 747s hopefully there’ll never be another such terrible air incident
@@X737_ one was taking off though
Tenerife was a disaster in it's own class. Arrogance played a big part in that. This would have been something different, but I also see your point in terms of lives lost. Similar in results, different in cause.
Honestly I like these videos more than your "normal" accident ones. A chance to see things go wrong, see the procedures, and see the professionalism, while also knowing no one was hurt? That's a solid win all around in my book.
I just wanted to mention how insanely good the MSFS scenery and planes look, this is spectacular
I have thought it was drone footage of real planes sometimes.
The simulation aspect is serverly lacking though
@@DC3Refom yeah, they‘ve still got a way to go. In terms of default planes it‘s not bad though. There‘s a ton of free mods that improve on them too. And quality addons from third party developpers like Aerosoft and Just Flight.
Until PMDG and A2A will release their add-ons this is only arcade game with fantastic visuals, but good tool for documentary graphics, much better than Air Crash Investigations have used.
@@icepeakengineer1702 I find it really entertaining to see P3D users lash out against MFS with almost the same arguments XP users used for more than a decade to disparage P3D. That must be SO satisfying to be able to dish out for a change. :D
Taking off on my very first solo flight I experienced that effect where I couldn't tell if the aircraft on final was lined up for my runway or the parallel one. As a nervous rookie I waited. ATC was accustomed to student pilots and was very patient. Also once had an incident where I was cleared to land but the prior plane had turned on to the taxiway and stopped with its tail still sticking out into the runway. ATC kept telling him he needed to move but there was no response. I went around. Later found out this was another student and the instructor was one I had chosen not to hire as I got an odd feeling about him.
Yeah, it's a bad place for confusion to happen.
Just goes to show that when your gut is yelling at you, you listen! It's better to do an unnecessary go around than not do a necessary one, or in your first case, stop and wait until you yourself are happy, not just the controller. There's no 100% guarantee that the controller is able to see exactly what you are. Just very glad that you are here to tell the tale! Keep flying safely, and make sure your takeoffs equal your landings 😉
Not the flight instructors fault. Student or not its common sense to get your aircraft off the active runway. Kind of like turning off a busy road but leaving your rear end on the street.
@@michaelbeattie8106 The instructor was on board that plane and was legally the pilot in command. It was definitely his responsibility to promptly correct the student's unsafe mistake.
@@michaelbeattie8106 Better than copping a tail strike
As a pilot that flies out of one of the busiest GA airports in the US with 2 very closely separated parallel runways, I can see how it’s difficult to determine if the aircraft is lined up on your runway or the parallel. It’s very easy to make that mistake
🤔well as a pilot you say " can see how mistake can be made " you shouldn't be flying ,flying passengers there should be no mistakes ,sterile cockpit no probs .
@@homienat3374 Thats an utopian concept... as long as humans are flying these machines, there will always be mistakes made. There is no such thing as an error-free human being. All we can do is minimize the risk and severity of mistakes through training and videos like this.
@@benjaminhutz2405 and tons of safety regulations, fixed procedures, standardized language etc etc... Yes, one might think that´s all too much and annoying, we don´t need all this if a pilot is good... But every passenger, pilot, rescue service member ... would be glad if there is a rule instead of a gap that might lead to disaster... Same with cars... Everyone thinks they´re a good driver and rules apply only to bad ones... but take away all those rules and see how good of a driver you really are... Schöne Grüße aus Berlin btw :)
@@homienat3374 seems like you should be more worried about the tower controller that told someone to switch runways and land on top of an aircraft on the ground, rather than criticize a pilot at Atlanta Airport that's looking at literally multiple planes landing on parallel runways
I thought you meant Georgia too😂
I love this one due to the professionalism of the pilots and ATC. The quick reaction with the succinct call to go around, the ATC following up quickly even after making a mistake, and the pilots on approach who heard the call and followed it. We are all human and mistakes happen, but there is no room for ego when people's lives are on the line.
Both pilots to the tower.... we have a number for you to take down 😲
Hahahaha! 😂😂
I wonder if European ATC give numbers to call to pilots? I have only heard this in american ATC excerpts.
Lol good one!
@@MrPomelo555 Yes, it happens, but we do not have JFK controllers here
@@chrisb9143 Lol !
When we taxi our piper we also always check the approaches before entering a runway, even with ATC clearance…guess this is the reason it’s a good habit!
Exactly my friend! You never know when this can happen!
Don’t trust, verify! 😁
@@ehuntley83 Verify and verify again.
I reckon that's the same skill you learn riding motorbikes too! Always scanning your surroundings, the first priority is to stay alive, the second priority are traffic rules \o/
Yes. We once got clearance to line-up. Had we not looked, an aircraft cleared to land had landed on us. Always look!
I was on a plane where this happened. Of course, at first as a passenger all I knew was that our rear landing gear bounced off the runway and then throttles went to full. I had no idea a commercial aircraft could climb that fast. Moments later the captain explained what happened.
TOGA thrust. Normally the engines are never used at full power even on takeoff. But it is used during go arounds and to avoid crashing into terrain. But the TOGA thrust can only be used for short bursts otherwise the engines will burn out.
I had it as well, but our go around started about 20 ft before the wheels touched. No explanation from the pilot for about 10 minutes, then he came on and calmly said that the plane that landed before us just never got off the runway.
was it a bad feeling? like a rollercoaster a bit?
“Confirm clearance” is the best response and avoids confirmation bias. Much better than, “confirm cleared to land” and I feel much more confidence in pilots when they seek confirmation of a landing clearance, gives opportunity to make a full check in my mind “is this safe? Yes, cleared to land”
Would the pilot mentioning their original clearance in that radio message have been appropriate or too long a message? Something like "United 57 confirm clearance 09R not 09L"
My daughter took me out last week for the first time since earning her private pilot. ATC cleared us to use runway 31 to taxi back to the FBO. Before we turned onto the runway, she stopped at the hold short line and verified the runway was clear in both directions, even though she knew that runway wasn’t even in use that evening. She was trained well! And I asked her to always always always remain that careful. Trust, but verify. ❤️
Thanks for sharing. I do that too, when my daughter is about to take off from our driveway in our car ♥️
When we have had private pilots land on a taxiway, taking precautions is prudent.
@@gorillaau when we’ve had PROS almost land on a taxiway! 😂 for sure. I think familiarity can breed laziness (not just contempt), and I’m not afraid to remind my kids of it. They may roll their eyes, but I’ve never caused a car accident and I will always do my part to prevent one. I expect my kids to do the same in their cars - AND planes. 😂
@@gorillaau ... particularly when the private pilot tried to laugh off the incident and the controller was so in thrall to him that he failed to report an extremely dangerous incident.
No different to actually stopping at a stop sign.
Kudos to the Easyjet crew for situation awareness.
Equal Kudos to united who saw the same thing and to the controller that saw the same thing and the collision avoidance alarm that sleeved on the same thing.
@@airgliderz anyone else you wanna add? Maybe a friend or relative? ;) You raise a good point that may be lost on some. With enough people looking out, things should be safe!
@@airgliderz The British bailing out The Americans again.
@@tradeladder146 you have it backwards, it America bailing out the British again and again. Why America ditched, kicked dirt in the face of your King Queen aristocrat elite class bullshit .
@@airgliderz you can’t blame the brits for being a little ashamed over transforming from a once gigantic empire into an irrelevant little island
I commend the airbus Captain for visually checking not once, but TWICE & broadcasting a "go around" listing the runway#, as U say, no confusion where a go around is needed! EXCELLENT Job👍
I recently experienced an incident at work with non-standard “colloquial” words being used interfering with communication. At 4 am, it wasn’t until a few minutes passed that I understand the help being requested. These videos are useful in other areas as well.
It's shocking how, in something so universal as flying, how there isn't strict phrasing standardisation. "Understand" is not the same as "Confirm" - even, as we see here, for professionals working in the industry.
As a rule in aviation, ANYONE can call go around. We are always ready to do a go around until the gear is on the ground. I brief the go-around call outs and flow for every approach briefing. As an FO, the day before my first annual recurrent training, I found myself cramming for the go-around/missed approach procedure. I thought to myself, I should be ready for this every time I land. Why am I not ready for it now? I then realized that my approach briefings were insufficient. I then incorporated the go around into each of my approach briefings so that I could react to it instinctively. Like performing a dance. I now teach this concept to my FO’s.
"until the gear is on the ground" Maybe don't make that a hard rule, what if another aircraft enters the runway just after you've touched down? You should still try to go around instead of colliding with them.
@@HDJess If the gear hits the ground first, it would become a touch and go rather than a go around. And that's not so easy in a large airplane with the spoilers armed and deploying upon touchdown and autobraking taking effect. It might make an unplanned touch and go impossible depending on runway length available and how close the hazard is ahead on the runway. Unlike smaller piston engine aircraft, a turbofan equipped plane will require some some to spool the engines up and could be easily halfway down the runway before sufficient power is being generated to facilitate a takeoff after the gear touches down, even if it's added as soon as touchdown occurs. (It's one thing to brief and execute a planned touch and go in a large transport category aircraft at an airport with sufficient runway with no spoilers or autobrakes armed; it's another thing entirely to attempt it at the last moment when you're configured for a full stop landing with spoilers and autobrakes.)
@@skyhawk_4526 generally speaking a go around is available in large passenger jets up until reverse thrust is selected. It isn't ideal but usually commitment to land is upon selecting reverse thrust, not touchdown.
That is a rule inside the aircraft, but it is very unusual for one aircraft to call it for another, especially at a towered airport. It was the correct action in this case and all worked out well, but if for example the United flight had been on final for 9L and the EasyJet had mistaken it for being on final for 9R and called a go around when one wasn't necessary there would have been different conversations happening.
i think he knows Jeff he teaches pilots n stuff
Mentour's attitude towards analyzing situations, is a how-to guide to life. These analyses are all so purely technical, detailed, level-headed and factual. There is no embellishment, no "coloring," no shock value, just pure professionalism, and yet, he manages to show the appropriate level of emotional attachment, where appropriate, all the while without letting it affect the facts. This is always just a pleasure to watch. I really hate when the presenter tries to force an emotional response through theatrics, and the stark contrast this channel has to that model of presentation is so refreshing. This is really valuable content.
agreed, the polar opposite of any conspiracy theorists
Indeed, this is one of the best aviation channels on KZhead.
Yup. Also, clearly explained with really well done, understandable graphics that make the whole situation so much easier to visualise.
That's unremarkable. What is remarkable is that most people don't think this way. Purely technical, level-headed and factual. Three qualities that the stupid masses severely lack. The planet is becoming overpopulated with people who aren't capable of comprehending technicalities, who can be described as emotionally unstable and who simply don't care about real facts but instead inject their own substitute reality into the way they interpret things that happen, societally or personally. The fact that your comment conveys a sense of astonishment at the simple act of being a reasonable person is a testament to the sad, pathetic, loathsome state of humankind.
🎯
That Go Around call on the frequency by the EasyJet crew was absolutely next level boss mode. They took control of the situation. Someone had to.
Yeah because the ATC woman should've stayed at home that day..
@@maxverschuren6858 And your qualifications are ?
@MaxCDet This is not about me or you, is it? Fact is she didn't do her job very well. To say it mildly. Have a good one. Take care.
@@maxverschuren6858 You should try and think a little bit more. There's a thing called empathy, try to put yourself in someone's shoes. Mentour explains everything perfectly here. No one is perfect, there's not a single human being who works a high pressure job who never made a single mistake. She will learn from that mistake, and no, she shouldn't have stayed at home. But again, what are you qualifications ?
in the crash videos you see all the systems put in place fail one by one, but here seeing every system work to prevent an incident after that one mistake is just beautiful
I remember getting a clearance a couple of year ago that wasn't quite right. I confirmed it with ATC who thanked me for catching the error and cleared me for something that made more sense. I also remember how pleased my instructor was the first time I rejected a clearance.
Yep, it’s a nice feeling when you catch them and it shows you how careful you need to be.
Sometimes, after a long day and an early landing clearance, you forget if you're cleared to land on short final. ATC generally doesn't mind being asked for confirmation; London ATC regularly throws in a 'thank you!' after confirming!
French will never thank you...
As an American Private Pilot, I always use the term "confirm" any time I get an instruction that seems incorrect or leaves ambiguity.
@@dav1dsm1th The actual term is always accompanied by emphasis on whichever part of my clearance I want clarified. Example, there's an airport nearby, where runway 24 is rarely used and I've gotten taxi instructions that do not include either crossing or hold short there, such as "Cessna 123 taxi alpha to alpha 1, hold short runway 27" My readback will usually be, "Roger, taxi alpha to alpha 1, hold short 27, confirm cleared to cross 24 on alpha for Cessna 123?" If a clearance that appears to indicate crossing a runway does not specifically include the phrase "cross runway x" than I will get confirmation during readback, or I will hold short and call again. If a controller gave me a landing clearance for a different parallel runway than the one I'm on final for, then I'm going to bring attention to that in my readback, i.e. "Cessna 123 approaching 21 left, confirm cleared to land 21 RIGHT?"
I hope they continue to reinforce the fact that anyone on frequency can call out safety or traffic issues. Even if it's an American controller and he'll rip you for it afterwards.
I'd rather get ripped then die so hell yes
Agree with both of you. Same goes for mining. See something, say something. Better to STOP things/declare an emergency/whatever, and deal with the paperwork. No desire to go to funerals.
@@nitr8 Indeed, crypto mining is a dangerous business.
@@nitr8 This does cross all industry where the work is high risk.
ATC in the US is a law unto itself. With some wonderful exceptions, they are generally some of the most sloppy, ambiguous, unintelligible, impatient and arrogant ATC in the world.
Great video! I think it is very important to review "uneventful" events like this one, as this: a) Show us the amount of safety barriers that the aviation has in place; b) That aviation is a very safe mean of transportation; c) That the human resources in the aviation industry are one of the most skilled personal in the World; d) The respect we shall have towards everyone working in the aviation industry. Cheers from Portugal!
Great video. My experience of Paris CDG is that it is essential not to let confirmation calls go unanswered. It is not unusual for the controller to clear an aircraft for landing and one of take-off on the same runway which in my mind is unacceptable. I’ve also had aircraft cleared to land BEHIND me, when on the same approach, and had to demand my landing clearance - this challenges my view that a landing clearance assures me of sole use of the runway. Of course the good news story is that the barriers mitigated a disaster. As pilots ultimately we are the last barrier, and as Mentour says, great practice to check the runway and TCAS before lining up. Great call from the EJ too. Nonetheless CDG (and ORY) remain in my mind as airports that one needs care with. The controllers are issuing instructions in French to local aircraft and English (which disturbs SA), the layout is complex with risk of incursion and busy. I am not apportioning blame. But in all accidents/incidents it is important to understand the systemic failures that lead to the problem (the individuals are not to blame they are just operating within the culture of the system). The system should be ‘tightened’ to not allow multiple landing clearances and non-English on R/T in order to mitigate the risks. In the US, as stated in the video, controllers frequently switch runways at a late stage which works well for the airport but introduces risks for the aircrew. This can be mitigated by setting bottom lines for the level at which a change will be accepted or refusing the change, as I have had to do in the past. I wonder if the audience is aware, for example, that in the 777/787 below 1,500’ when established on the ILS it is not possible to just ‘unhook’ the automatics. The flight director must be turned on and off to cancel LOC/GS and then the FMC recoded and modes re-entered. This is almost impossible to achieve in time at low level, ergo the UA pilots have disconnected the autopilot and are manually flying into a different runway, into the sun after an all-night flight. We are professionals and this isn’t an issue, but it does reduce safety barriers.
I'm a bit confused. Isn't there an autopilot disconnect button that pilots can pull down on to disconnect the autopilot and to take manual control, regardless of altitude?
@@F35Nerd Yes, that is correct. There is an Autopilot button which disconnects the Autopilot, giving the pilots manual control. However, the flight director will still be displaying command bars to the original programming. It is possible to ‘fly through’ the flight director, but this isn’t common practice. 99.9% of the time the pilots will follow the flight director crossbar so there is a risk of confusion if one is not. In order to reset this at low level when localizer abs glide slope are captured as I’ve said it would be necessary to cycle the flight director OFF/ON, or of course go-around. A further risk with not catching up the programming (ie just disconnecting the autopilot) is if the approach doesn’t complete. Typically there are different go-around procedures for each runway. So, going around the flight director would command the procedure for the old runway, and it would be very high workload to manually fly the go around procedure NOT with the flight director because it was commanding the wrong one. Hence we sync what we are flying with what the aircraft is flying. So yes, while the pilots can take control at any time it’s actually critical that the instrument presentation is correct as well, and this isn’t straight forward on a short final approach
Swiss cheese effect in a positive light - catastrophe will be avoided almost every time, thanks to the training and the redundancies. I watch your videos as I used to be an extremely nervous flyer; now I am just a fairly nervous flyer but with a technical fascination and an appreciation of the professionalism on display.
Let's get out there team and AVOID some catastrophes!
Need all the wins you can get, eh?
More like melted cheese in the fondue. No more holes, delicious outcome and melted goodness for all to enjoy! But it doesn't matter how many layers you have in your swiss cheese model, chance, coincidence, probability will always result in that 1x10^-6 occurrence. ATC lacked the questioning attitude.
Exactly! These disaster videos don't make me any more scared of flying. In fact they make me feel safer. Knowing accidentshappen when all safety fails. And that near misses like these are alot more common. But even if they got through that first 'hole' in the swiss cheese, there were 3 more slices that would have prevented an accident from happening.
I'm not sure if these videos reassure me or convince me never to fly😄
Haven't flown anything for 20 years, and even sitting in 40A I still clear final as we line up. Old habits die hard.
The adage about old pilots comes to mind 😁
So if you notice a plane about to crash into you, what exactly are you going to do?
I havent flown P1 for a while, but started my car the other day and shouted 'Clear Prop!' 🤣🤣
@@stuartessex4535 lol
Great comment, I chuckled. 74-Kelsey had a story about someone in the cockpit on a jump-seat making a useful contribution about a missed checklist. You'd really have to speak up from row 40, though! :D
great content. you very rarely get to hear about these incidents where there wasn't an actual accident. Please make more of these, really interesting
Had the controller responded to the United pilot's readback request the EasyJet's crew might have also heard the 9R clearance and waited to turn onto the runway, further reducing the chance of an incident. Thankfully pilots of both planes were looking where they were supposed to and avoided an accident.
I agree, when I heard the word understand used I instantly thought oh that must mean he understood the request, not that he was looking for confirmation. I love these videos, you explain everything so well.
Pilots seem to have unusually calm demeaner. A normal person would say "What? Why are you switching runway on me at the last minute?"
Regardless, the readback information was incorrect. United was not cleared for that runway and they weren't corrected.
@@xonx209 Pilots are -- presumably! -- also aware they're transmitting on a whole broadcast channel, not just having a person-to-person conservation. So they don't want to end up on one of these vids as "cranky pilot gives ATC sass, loses all respect of their peers, cabin crew now sneer openly at them". And also that the ATC is the person able to keep them from their connecting deadhead home, their dinner, their bed, etc...
@@daniellewis1789 Watch the video. At 4:09 the tower controller clears UA57 to land on runway 09 right.
Would that matter if ALL of the request he read back was incorrect? Should an ATC be able to tell that the request read back was incorrect? I thought the entire point was that the readback is for the ATC to ensure the pilot was listening, and understood the directions given. The ATC is 100% at fault; the Pilots did everything in their ability to confirm that the directions were correct, and the ATC did absolutely nothing, indicating she did not even listen to the readback at all. If she had listened to the readback, this would not have happened, because even if they "understood" the incorrect directions, they repeated them back, and she clearly was not listening. This is what Daniel meant. She should've heard her mistake when he said "Side step", she should've heard her mistake when he said "09 Right" not once, but TWICE; but again, she was not listening.
Nothing makes my day more like a new Mentor video! Thanks as always
That makes my day to hear! Thank you
Same!!!
@@MentourPilot That's right. First, we had Volvo. Then Saab. Then Abba. Then Mentour Pilot. Simples. Oh, I forgot the meatballs.
The final outro is exactly why i am so amazed by these accident reports and ur videos. This system of finding out even the smalles details about an accident or almost accident is the best example of learning from every mistake possible regardless of ego, money or anything for that matter!
I prefer flying blindfolded to train, especially near residential areas with lots of families
Good work by the two pilots. Quick reactions and being alert. Also shows us that ATC is demanding work too and we should never take the ATCs for granted. A huge team of people is needed to fly us safely from a to b and it's easy to forget that.
American pilot said 'understand' when he should have said 'confirm'
I’m a low hour private helicopter pilot and I get free instruction from a training captain - thank you Petter.
You are more than welcome
Incredible story. Even though everything would have most likely worked out either way, that EasyJet captain monitoring should definitely be commended. Thanks, Petter!
I loved it that this situation, challenged in several ways, started to go wrong, and then professional pilots did everything right to prevent that.
Shows that even though Easyjet has not the best reputation overall, they do have professional crews.
@@countluke2334 Any pilot who does not take pride in flying safely and in accordance with the rules and regulations ever achieves CPL, let alone the rarified heights of ATPL.
I am amazed that there are so few airport incidents. One reason is that I am not, and could never be an air traffic controller. That is a job that I would never want.
As a non-pilot, it is reassuring to see that with near misses, where no one was hurt and no equipment was damaged, investigations are still performed and improvements are still made to keep everyone all the safer.
It should be made SOP that if there's a last minute change in the procedure, the controller should prefix the instruction with a phrase like "procedure change". this will prevent inadvertent misinformation.
I say amendment especially for altitude changes cus I’m not stopping the plan either above or below other traffic that was either missed or wasn’t in the picture when then initial altitude was issued. If I changed an approach I would say approach clearance canceled then issue the new approach. But I’m a center controller so I wouldn’t be involved with a sidestep. But there’s certainly ways you can really get their attention
GREAT point: in the US, "understand" is actually a valid interrogative term. It's very important for those of us who fly international, to be judicious about using ICAO phraseology, even when in the US if it helps us be consistent when we're flying internationally.
Indeed.
For whatever reason, whenever the world gets together and comes up with a completely unified standard to make everyone's lives easier and more consistent, USA always *insists* on not joining the standard and doing everything different from everyone else. It kind of boggles my mind. When it's about using Imperial units and Fahrenheit when the rest of the world is metric and Celsius, or when they want to change to daylight saving time at a different time from Europe to maximize the amount of confusion, it's just something a bit silly and fun to joke about. But when it's about using a *different ATC communication phraseology*, it actually infuriates me. It's just dumb. At best, the US having their own phraseology is a completely pointless extra layer of work and complexity for all international pilots who essentially need to learn two different ways to communicate clearly. At worst, it can actually help create life-threatening situations like this one.
@@wloffblizz aside from which, using the word "understand" as a question makes no grammatical sense. In this case the pilot continued the unusual manoeuvre without receiving confirmation from the tower. International standard language is critical.
To be frank, the ATC has every reason not to treat "understand" as an interrogative word. As a non-native speaker who lived in the US for more than 5 years, this is the first time I learned "understand" can be interrogative.
I agree and I see it so many times so many mistakes which can be catastrophic from thinking the whole world must be the same as USA. 250 years ago It caused havoc for boating when Americans changed the Port and Starboard colors to entice the British to shipwreck and that fact causes many accidents with Americans sailing abroad to this day. There are many rules, laws and conventions different in countries all over the world and I think the United pilots in this case should learn the differences. In this case they were not the main cause. André
What you described on clear “go around” communication is really critical. This could have saved a mid air collision at Watsonville Airport California. A single engine Cessna was hit by a twine engine Cessna from behind/side when both were attempting landing on the same runway. The single engine Cessna pilot saw the twine engine Cessna fast approaching, instead of saying “go around” he said to the twine engine pilot: you are too fast onto me.
These videos are even more important than the ones where accidents happen. It’s very easy to get comfortable on a routine and forget that even small details like the wording used on the radio can lead to these dangerous situations. These videos are a great reminder of the mistakes that can happen, and they also serve as a good learning experience to become even better pilots. Thank you for making these videos, have a nice day and and fly safe o7
I'm feeling proud to work for easyJet today after watching this- thanks!
You should be. It’s a good company
In summary, 'nothing' happened only due to the fact that a *lot of things* had to proactively happen in advance to prevent *anything* from happening.
Indeed, it would be more accurate to say nothing *_bad_* happened.
Just started watching these and I really appreciate hearing about near misses because it hits the technical interest about how things can go wrong (and what is in place to try and stop these things) without the casualties and highlighting that the precautions do work.
Thanks for going over not just accidents but near misses and incidents too. it is a lot more interesting to hear about near misses that i've never heard of, as opposed to accidents i've been hearing about all over.
When I drive and the light turns green, I always check both ways!
I completely agree. In addition, while already in motion, it doesn't hurt to scan the cross traffic just ahead of crossing the intersection on the green light anticipating a possible collision.
I pull up slightly short and am rolling slowly on amber so that I only cross the line when it is green. Not only does it avoid stalling it gives you time to ensure the road is safe.
@@suzieq2268 I got into the habit when I was waiting at a lightly used intersection for the light to change. To my left I noticed a truck that seemed to be approaching fairly fast... then my light turned green and the truck was still coming. Just as the truck reached the intersection he hit the brakes and skidded completely through. Since then I figured looking around was a good use of my time.
@@flagmichael You didn't have driving lessons before getting your license i then, i assume? This is nothing special to do and is taught.
I have discovered this channel and now I'm binge watching it. His storytelling is amazing.
Thank you! Welcome to the channel!
It would be great to have more near-miss incidents on this amazing "aviation accidents explained" series
After viewing quite a few of your videos I enjoy your professional yet relaxed manner and your respect for other pilots as well as explaining things in such an interesting manner that I, who knew nothing about aviation have developed a sincere interest and am learning so much from you. Thank you for giving me a new interest which is down to the respectful way you present the story. 😊
I have been flying a lot of general aviation IFR in France and I have to say that this is no surprise to me. Even using the word "confirm" for clearing up misunderstandings did not trigger any reaction from many french controllers. I experienced multiple situations with different stations where I had to ask multiple times and even try to rephrase things for them to understand.
France, Brazil and China seem to be the usual trouble spots for language snafus, from what I have gathered.
The Swiss cheese model works in railroading too. At our railroad museum, we operate on verbal orders from the dispatcher. They give us the orders at the beginning of our run, telling us what trains we will meet and where. If they make a mistake, we question the order, and we also have signals to tell us when we are clear or not. On the mainline railroad, there are even more "slices." Positive train control, more complex signal systems, timetables, cab signals, etc. The workload of a mainline dispatcher in rush hour is about that of ATC at a very busy airport. On the line I take to downtown Chicago, there are 94 commuter trains each weekday, 8 longer-distance passenger trains, and around 30 freight trains, plus equipment moves, local freights, maintenance equipment, etc. The dispatchers are quite busy any time of the day. One day I want to learn to fly.
We use the term "confirm" in the US when necessary. It appeared (in my opinion) that the United crew was not looking for confirmation; but, informing Tower that they heard the transmission and understood it and would comply with it and and said they would land on the 9R.
wrong, he should have said 'confirm'
I agree. I understood it as them telling CDG that they heard it, not questioning it. The thing is in the US last minute runway changes are very common, you could have a runway change 600ft off the ground (i've seen it at SFO). Outside the US/Canada, this is extremely rare (in fact, I've never seen an airliner do it in Europe within the FAF, maybe it happens, but it's rare), if only the crew knew that in Europe a runway change does not just come out of the blue like that.
Precisely, to you it is understood as "confirmed" (understood) whereas to my ears it is heard as "please confirm I have understood correctly" (re- confirm = please confirm your intention).
@Phillip Banes I'm no pilot/ATC but the problem is that both of those words often sound the same over radio.
Really depends on the person here in the states. I typically use the term “just to confirm” but I hear guys and gals use the term “understand” an example “understand you want us to climb via the SID except maintain 3,000’?” I’d have to hear the ATC recordings/CVR to comprehend which way they meant the term “understand” and that’s as a native speaker. Not surprised the controller might not have understood the crews query.
Wow!!! What an amazing channel. I love watching Aircrash Investigations but your videos are actually miles better. Really love it that there’s zero dramatisation, you just deliver facts in a great way that makes it super easy to connect the dots for a civilian. Definitely a new favourite channel. Thank you ☺️
I am not a pilot, but these uploads are so intriguing and I learn so much! The attention to detail is impecable. Awesome job man! 👍
BTW. It is impeccable.
Since the first Covid lockdown I've been getting into these kind of uploads, I'm never going to pilot a plane but I'm fascinated by all of it
@@Dirk-van-den-Berg aghh is that spelled correctly
agreed! very informative and professional
Mentour Pilot deserves a spot in National Geographic or Discovery channels. Factual, impartial, infornative and easy to understand by non-pilots like me. Thank u, sir.
I think that would not work out. With NatGeo or Discovery you need to spoon-feed the stuff and not expect people to hold on to a train of thought.
@@seriouscat2231 and you have to repeat the same thing many times to fill up a 45 minute show with 5 minutes of information.
Your content not only provides a lot learning about aviation but about the life itself too. Keep going ! Regards,
As an avid flying passenger, i have seen all of the Mayday and Air Crash investigation episodes till date, but you have taken it to another level. Showing videos where everything went well is the best insight someone can get for a safe flight. The technical insight you bring really helps being the perspective to an unsuspecting passenger. I am not afraid of flights but at least with the knowledge I will know what might have gone wrong if something goes wrong. Kudos to the captain!
I’m not really sure how or why KZhead introduced me first to Kelsey with 74 Gear and then to you, but I have been enjoying learning about the aviation industry. I have recently watched a video on the 74 Gear channel where Kelsey was advising aspiring pilots to make a habit of not using American colloquial language (as was used here). Because as an American English speaker, I would likely have understood the pilot’s inquiry based on the combination of word choice and tone of voice. However… problems can arise when we Americans forget (even briefly) that just because English is the “official language” of aviation, that doesn’t mean that everyone in aviation speaks fluent “American”. And of course, as you mentioned, the ripple effect of the global pandemic played a role in near miss as well. Thank you for your compassionate explanations, where the humanity of people making simple or grievous mistakes is acknowledged. With the hope that we can all learn and improve from someone else’s hard learned lessons.
Can I add to this that I frequently watch videos with American ATC, and even with subtitles turned on what is written on the screen is still sheer gibberish, yet while watching Mentour’s video, a non-native English speaker, every single word was picked up correctly. When English has become the official language of aviation, largely to accommodate the Americans, the very least that the Americans could do is to enunciate clearly and use proper terminology, both at home and abroad, because this problem is only getting worse and will lead to a catastrophe sooner or later.
Using colloquialisms can go both ways. Watching a non-aviation video, where an English border control officer was interrogating an American, things got off to the wrong foot when the officer started off with, "Are you *happy* to be interviewed?" And the guy got ticked off and said that of course he was not happy about it. No shit. Now, if it weren't for the fact that I watch a bunch of Aussie TV, I would have found the officer's phrasing to be snarky and offensive too...BUT I knew that it wasn't meant that way. What she should have said was, "Do you consent to be interviewed?" instead of using British/Aussie colloquialisms. What this points to is the need for standard phraseology, just like what the report with this incident pointed out.
@@virginiaviola5097 My thought is that a lot of American pilots in the States don't get true international experience due to how big the country is, AND our neighbors to the north largely speak the same language. That's a long range you can fly without ever going outside of a native English-speaking area. European pilots like Mentour can practically throw a rock and hit another country with another language, and probably have it drilled into them much more to be careful. More training on standard phraseology for Americans could be a good idea...just explaining how it happens.
As a non-native english speaker myself, someone reading back to me what I have just said would have still raised exclamation marks in my head. But yeah, it makes sense for language to play an important role in this situation. Most likely the ATC communicated in French with the Air France plane, just before, making everything a fuzz in the ATC's mind. It is well known fact that french people are not comfortable with English and most of the French people I've met they tend to think in French and then translate everything in English. I remember doing that myself, and it's amazing how wrong things can get. Once I've started training myself to think in English, that was a life changer for me.
Brilliant video. I come from the UK rail industry and for every contact incident there are at least 10 previous near misses. Reporting and investigating near misses are always encouraged and acted upon , it is a management responsibility to encourage near miss reports.
Are you with Network Rail or one of the TOCs?
Agreed! It is much better to have a system that encourages reporting near misses so they can be used to learn from rather punishing the error.
Jesus 10 near misses proves their reporting and actioning process is pretty fucking shit. Hahaha
It is amazing how much work you put in your videos. Watching your content is so professional and objective that it relaxes my mind because I am entirely certain that there is no bullshit to come.
As an aircraft maintenance engineer ... I do highly appreciate your materials and the proper presentations you simply use for even us in maintenance do understand appreciate, very well done ... Essam
The first thing my flight instructor pounded into me was "Keep your head swiveling!". In the end you are responsible to pay attention to what is going on. Great video, thanks.
While you place enormous trust in the ATC it is your life in the end and an extra safety check like looking to the left again just makes it harder for the holes to line up.
Yes, I wouldn’t have understood ”understand” as a request for clarification (as ”confirm” clearly is to me). I thought it was just me not speaking Aviation Language, until you explained otherwise... Loved that there was a good reaction of all actors involved - no further mistake, no cheese holes aligning, phew! It’s also great to see that recommendations can be issued without a major accident happening. Thank you for the video, Petter.
Same for me. I would expect something more explicit like "confirm landing clearance to 9right instead of 9left".
In normal dialog, how it is interpreted depends a great deal on how the emphasis of the statement is made. It would have been good, perhaps, for the actual recording to have been played here for us all. The exact same statement could sound like a question or itself as a confirmation depending on how it is spoken. Though obviously, in air traffic conditions, word inflection shouldn't/can't be depended upon to infer meaning, especially given international native language differences.
I'm not really into the "lingo", so, for me, "please confirm" would've been clear, while "confirm" could also have been "I confirm you cleared me for ...".
As a pilot in the U.S., I would understand it to mean exactly what the crew meant it to mean - and I think most American controllers would have, too - but, at the same time, I agree with the report that "confirm" would have been a better choice of wording, as it's the standard aviation radiotelephony phraseology for this. Even if they didn't understand exactly what the pilots meant, though, silence wasn't a great response on the part of the controller. Prefacing it with "understand," precisely because it isn't the standard readback, should have triggered at least some sort of thought or response from the controller. Otherwise, though, this incident is great for illustrating what looking out the window is so important and, thankfully, both crews as well as another controller were doing just that. And it's also good for illustrating how the industry is supposed to work after an incident where something didn't go right, even if the end result was ok. A major contrast from the RAM 737 incident at Frankfurt, where the incident was never reported to German authorities and the FDR/CVR data wasn't retained by RAM for investigation. Indeed, the aviation community likely would never have known about that one had it not been for some guy watching planes take off for fun recording it.
@@vbscript2 You're right. "Understand" is not standard phraseology and we shouldn't encourage the use of such words. Many ATCs in other countries complain that US pilots regularly use non standard phraseology. ICAO introduced standard phraseology to prevent incidents like this from happening.
Started watching your videos yesterday, now im addicted watching the entire season :)
You could be the finest teacher/ mentour, the always positive nature of your lessons are so apreciated, can’t get enough. Thanks mentour!
As a native English speaker from the UK, the use of the word "understand" by the pilot definitely comes across as a confirmation that he's understood the clearance he's been given. Having standardised confirmation calls will definitely help with this.
But to be fair the controller should have noticed that he’s (seemingly) confirming a wrong clearance.
That’s probably confirmation bias from your location
I agree. I'm also from the UK and have spent time in the USA and over time I was really surprised how many subtle yet important differences in the use of language there are which can lead to confusion. It's hard to remember them because they're so small sometimes. Like when you say 'thank you' an American may often say 'sure'. To my English ears this sounds a bit rude or impatient as though they are actually a bit annoyed with you but in fact it's just the equivalent of 'no problem, no sweat, you're welcome'. And I agree, to me too the single word 'understand' doesn't come across as a question, it sounds like you're saying you understand.
@@Markle2k The point I'm making is that to a NON native speaker, such as someone from Europe who probably learned English in a classroom setting, the terminology used by the pilot would have definitely come across differently than he had intended. Also, this aspect of the incident was raised in the final report, so not bias on my part.
@@Jimbits. I'm from Germany and can confirm this. German schools teach British English. Nobody talked about difference between American and British English, except the spelling. American spelling is even actively discouraged in German schools and can affect the grades. I have seen this with a fellow student who is German-American -- it was just ridiculous and embarrassing.
Another interesting factor in this is that the flight originated in EWR which is a United crew base and probably the base for this flight crew. Getting a request to sidestep from 22L to 22R from ATC at EWR is very common. This is another reason why the crew may not have questioned the instructions any more than they did and why they were comfortable accepting the clearance as they are likely use to doing such a maneuver.
New subscriber! Love this channel. You get a real appreciation of what was done well and an excellent analysis of mistakes involved. 👏
Love your videos and the presentations. Thank you so much for sharing. God bless and keep you and your beloved family🙏💖
These are the videos I look forward to most on KZhead. Always something new to learn about. Thanks again!
Awesome!
@@MentourPilot It's good the Easyjet pilot was observant and cautious, otherwise this could have ended rather differently.
@@izzieb Agree that it was excellent on the EasyJet captain's part!.The primary thing I took from the video was that there were three other excellent, and probably sufficient, opportunities to avoid a disaster (UA pilot seeing the incursion and initiating go-around on his own, RIMCAS. and the secondary controller). It's always good to see multiple lines of defense.
You never like seeing these incidents happen. But, when they do, this is how you want them to play out - with multiple fail-safes engaging as designed.
I’m so glad you make videos on close calls! I’ve been fascinated by commercial airline disasters for over a decade, and a lot of that fascination is with procedure, policy, communication, and other parts of the safety system/culture within aviation. All of the major crashes have been covered many times over, but not many people cover this kind of incident, which still has a lot to teach us about this incredible web of safety systems we have in the modern aviation world. I am so pleased and impressed at the research you do to bring us these detailed stories of lesser-known events. Fantastic channel, huge win for us oddballs in the commercial aviation fandom. Cheers. ❤
Thank you! I’m so glad to have you here
A good friend flies for United, often internationally, and his accounts of how mistakes happen and, more importantly, how layered the safety cross-checks between aircrews, controllers, and control systems are is eye opening.
Being a pilot is just so awesome
It can be, for sure!
As a tower traffic controller I want to congratulate, very well done Mentour
Confirm congratulations ;P
Cleared to congratulate, @Vera de Wolf :-)
@@Timoohz Understand.
What I love the most about your videos is the mindset that you bring to your analysis. You're not out chasing the sensational for the sake of it. Instead, there is a reason for doing a video about a particular incident- a wider context, a bigger lesson that you bring with each analysis.
As always another great episode and thanks to alert personnel, nobody was hurt or worse. I like stories like this where there is a happy ending and highlights things that could use improvement. Clear communications is important in a lot of things!
When I did my training in Florida back in the early 2000s, a Thompson 767 was on the taxiway during my approach to runway 9L at Orlando-Sanford, and while on short final (had already received landing clearance from tower), the tower proceeded to clear the Thompson for take-off. As a C172, we don't do a fast landing at only 65 knots, so the 767 began turning out onto the runway in front of the instructor and I, to which the instructor asked if we could sidestep to 9C, and tower responded by saying that we were far enough away for the Thompson to depart first. The tower controller had lost track of where we were, and thought we were further back than we actually we, to which he apologized after we landed as he saw just how close we'd been to an impact with the 767.
"Tower, I have a number for you to call"... ;-)
Personally I would have gone around being that close to the jet blast of the departing 767. I play conservatively around large a/c with my RV-8.
The quality of these videos are just outperforming main stream media... Love from India Peter and team ❤️
Thank you!
I love seeing videos like these. Where disaster is averted. Good job, I love all your videos🍀
This guy is AMAZING! I’ve watched several episodes now. It’s magically done! The graphics are top notch and the way he explains it is so good and thorough that I’m actually learning a lot as well. I love this channel!!!!!!!!
Pretty sure the graphics come from Microsoft flight simulator. It's not possibks they've made these themselves.
In such a case you have to talk to ATC as you would to a child. (all due respect) Very calm and clear and with correct phraseology. I have only ever done 1 side step approach in Europe, Frankfurt to be precise. My company does not allow runway changes when offered (or asked) below 10,000f AGLt. It has to be briefed and performance figures need to be run.
Thank your company for a safety-conscious order! I wish all the other airlines would mandate the same, that any sidestep must be well-briefed and planned long in advance.
@Dutchbird757 just to confirm below 10,000 ft AGL, or 1,000 ft AGL?
@@user-wl6bw3jl4n 10,000ft AGL.
@@Dutchbird757 Very conservative.
Incredible. It reminded me of the 1991 Los Angeles runway disaster, in which an USAir 737 landed over a turboprop airliner and a lot of people died. Thank God nothing happened in here, and it’s because of the excellent skills of both of the flying crews involved. Great work Mentour 👍🏼👏🏼
Breathtaking episode. Perfect analysis, clearly presented. I do always expect this from @MentorPilot's videos but still every video exceeds my expectations and this one is not exception. Thanks for great work!
I love these videos. I love your capacity for in depth knowledge about all these incidents, from the minor to the tragic, Also love the virtual animations and presentation. Thanks ....so insightful
Loved it Brother! I've landed on 9L coming from the US many times, and never had to sidestep before. Here in the States it is not very common, but neither is it unusual to get a sidestep clearance. I'd say I get one once or twice a year, and unless issued late in the approach it is usually not a problem at all. Your comments on phraseology were spot on, and I agree with you that the Confirm Clearance wording would have been a more unambiguous choice. I will add that "arrow" to my quiver, especially in France. Ciao, Marco.
If I was a pilot, I just wouldn't accept a side step. Just tell me to go around. This side stepping has trouble written all over it
Is "side step" even considered standard phraseology that would be understood outside North America? Seems like if the ATC had understood side step on the readback she would have reacted, in spite of the pilot's "understand", since she did not think she was clearing a side step (or whatever term is used in Europe).
@@sootikins side step isn't considered correct phraseology even inside north america. It gets used informally but is not correct to say under any circumstances. Per FAA rules, the correct phrasing for that kind of landing clearance would be '"Change to Runway X Cleared to Land" Whenever clearances are changed, that would always be clearly communicated. Other ways this could happen is with "correction" used to modify the clearance - "Correction to clearance to land. Cleared to land Runway X" or the clearance would simply be cancelled and reissued. "Cancel clearance to land Runway X. Cleared to land Runway Y" If I was in the United crew in the scenario here, upon hearing none of these things that would indicate to me the controller deliberately wanted to change my clearance, I would have read back "Confirm Change to Runway 09 Right Cleared to Land" which is standard FAA phraseology and would be quite clear to everybody internationally as well.
@@robertmarder126 “Side-step” is correct phraseology in th U.S. This is the example given in FAA AIM para 5-4-19 “cleared ILS runway 7 left approach, side-step to runway 7 right.”
As a former ATC at a busy center, excellent analysis! Communication, communication, communication. It will solve almost every problem, not just in aviation.
in every single area of life really...
Great videos as always. Very informative and detailed and you don't fall into the usual issue of making the video about yourself like many youtubers do. Thanks again ! 10/10
Great video. It is very good to see analysis of incidents that are not having a loss of life. Please keep it up.👌👌
wow shows you how stressful air traffic control is and how easy it is to get wrong. It's probably a blessing in disguise that this happened during covid when traffic less.
It was just some fog away from a collision
A long time ago I was a passenger on a Piper Aztec twin cleared to land into La Paz, BCS. The ATC realized after granting us clearance that a commercial jet on 5mi. was rapidly overtaking us. ATC said 'Yellow Aircraft - Go Around!'. The pilot I was flying with refused the ATC command (?!!!) and the jet was forced to go around instead. It was pretty loud and scary, I must say, as he pulled up the gear and flew directly over us. The controller was waiting on the ramp with his headphones still on, cord dangling in the wind. He was very unhappy with the pilot, who argued it was correct for him to continue the landing once clearance had been given. What a strange day that was. 😳. I was 14 at the time. (40 years ago now).
That is the attitude of the moron in a car crossing a junction on a green signal when there is a truck coming down a hill towards the same junction which doesn't look like it's going to stop. You might have right of way but there are plenty of dead people in cemeteries who had right of way....
If on course to collision, always give way to a bigger vehicle
I'm not a pilot and I know that unless it would put you in danger you absolutely obey ATC. Also, There's a poem I was told by my mother when I was learning to drive. "Here lies the grave of Mike O'Day who died maintaining his right of way. His right was clear, his will was strong but he's just as dead as if he'd been wrong.
@@JamesF0790 It’s like pedestrians in cross walks you might have the right of way but physics isn’t on your side. Never assume a car has seen you or even if they have that it’s going to stop. Sure they might be in the wrong but those lines on the ground aren’t a forcefield.
@@bornclutch131 Better to be late than dead
Your videos always make me cry. Well maybe not the technical ones but these post mortems