Airplane Atlantic speed record!

hi everybody welcome to mentor and yet on the video podcast as always I hope you're doing absolutely fantastic today on the video guys storm Kiara has been raging absolute havoc all over Northern Europe you've seen some crazy approaches from landings and also some go around so we're gonna talk a little bit about that why is it that sometimes an aircraft will be taking off again after it seems like they're safely down on the ground but first of all we're gonna talk about the new sub to transonic speed record over the Atlantic that was set by a British Airways Boeing 747 the other day so stay tuned [Music] right guys so the reason I'm doing this video is because I am being inundated with messages on Twitter from hoping that you're following by now Instagram Facebook YouTube and of course the mentor aviation app and they're all asking pretty much the same questions and the most common questions have been how come that a transonic aircraft like the Boeing 747 can fly quicker than the speed of sound over the Atlantic wouldn't that be dangerous wouldn't it you know go over their maximum speed what about when they're going into a jet stream or out of a jet stream wouldn't they potentially hurt the airframe when they do that we're gonna be talking about that but we're also gonna be talking about the approaches that you see during these kind of severe storms how is it that the pilots can actually decide to go around even though it seems like they have been safely touched down already on the runway but if we start with a new transonic speed record over the Atlantic so a British Airways Boeing 747 managed to cross the Atlantic in only four hours and 56 minutes which is an amazing speed alright the reason they were able to do that was because they use the help of atmospheric phenomenon called a jet stream so jet streams are very narrow bands of high speed winds that normally during the winter the temps to be two jet streams the the one up in the north the arc jet stream and then the one that going further down south and the quickest one is always the one up in the north these jet streams are formed because there are different masses of air hotter air and colder air so the polar air where that meets up with the slightly warmer air down south it creates the the required changes in both pressure and temperature in order to produce these high winds and the fact that the earth is rotating makes them always go from west to east so they're always westerly winds in these jet streams this is why you never see one of these speed records being being done the other way when it's go from the UK to America it's always been done when it comes from America to the UK and has to do with the direction of these jet streams so so the aircraft the seven four seven in this case would have climbed into the jet stream somewhere over the coastline of America in over the Atlantic and initially the passengers would have felt some buffeting some some turbulence but it wouldn't I wouldn't necessarily have been that bad and after the aircraft clamped into the core of the jet stream since there's not much wind different wind speeds rubbing up against each other since the wind is very homologous there there wouldn't have been much turbulence during the actual crossing and then as the aircraft is descending out of the jet stream there might have been some turbulence again but like I was saying it's not like the wind changes coming like this there would be a what will be perceived as a constant increase in speed as the aircraft is coming out of the jet stream into slower air because the the the kind of movement the inertia of the aircraft is still moving very fast and as it moves into slower moving air it would be like an increase of headwind and increase of indicated airspeed so to a certain extent you have to be a little bit careful when you descend out of or climb into these jet streams you have to monitor your speed very very carefully because you can have fairly sudden changes of indicated airspeed but to answer the question that I've been asked whether or not it's dangerous and whether or not they're increasing speeds above their maximum airspeed the answer that is no they're not in fact while we're in the jet stream when we're traveling with it in the cockpit everything looks exactly normal so if you think about it like if you're traveling on a boat all right the actual speed of the boat that's in the speed that the boat is pushing through the water it's going to be the same if it's going upstream or downstream but if you're looking at it from you know from the banks of the river it will look like this the boat is going much much quicker when it's going downstream then it's going upstream and it's the same kind of principle when the aircraft fly in a jet stream so the indicated airspeed that the pilots are seeing is the same as their offices only on a Boeing 747 they would probably be cruising at a Mach number of point 80 point 81 somewhere like that and that hasn't changed whether they're in the jet stream or outside of jet stream what does change is the ground speed so that's the speed relative to the water underneath them and that doesn't from an aerodynamic point of view doesn't have any kind of effect okay the only effect that has is how quickly they get from A to B which is why the newspapers are making a huge deal of the fact that they're now have a new speed record but the pilots didn't do anything out of the ordinary and they were basically just lucky that they managed to get into a pocket of air that was moving so fast that they could break this speed record right so except for the fact that you have to be a little bit careful when you climb into and descend out of a jet stream there is nothing dangerous with a crossing of that speed now I did have some questions as well about what happens if you turn up at the gate at a busy Airport two hours before you're supposed to be there and that's a great question actually it will cause a little bit of problems for ground stuff if an airplane aircraft coming into Heathrow for example is turning up two hours before they're supposed to be there because the gates that they should have been allocated might be might already be occupied at that point so there is a possibility that these passengers might have had to sit and wait on the taxiway until the gate is clear or most likely they will be allocated a new gate and the passengers that are going outbound will get a gate change announcement so that's most likely what will happen now the other questions that I've received is what about the other way done if the speed was four hours and 56 minutes going over the Atlantic from America to the UK what about the poor ones that had to go the other way and that's true they would have had a much much longer flight probably more than two hours longer than that but the thing with jet streams is that they're fairly localized they're small so there is a possibility to fly either them or below them or even to some extent on the sides of them and when the flight planning department is looking into this they will be looking into is there a possibility to go outside of this very very strong headwind as they're flying over the Atlantic and if there is they will so you can utilize the maximum speed of the jet stream when you're going with the wind tail you in but you can also try to avoid the jet stream to a certain extent if you are going against the wind so they wouldn't have managed to be you know to completely avoid the effects of the jet stream it would have been a very very long flight going the other direction but providing that they're flying an aircraft like for example the 747 which has a huge range it's not an issue right that will take as much fuel as it's needed to fly those extra hours that will take and they will still have enough fuel for their diversion if they need to when they get to their destination and their minimum final reserve fuel you can never dispatch with less than that so those of you grants were asked well what about if you run out of fuel that doesn't happen if a flight is planned to fly a certain distance we the flight planning department will always look at what kind of winds do we have what already atmospheric conditions and make sure that you can carry as much fuel as you need if you can't if you're flying an aircraft that doesn't have the endurance to fly for those extra hours well then the flight will be canceled or it will be moved to a different time when it is safe to do so everything that has to do with aviation guys is about safety and it is not happening by chance we don't go for a flight and just hope that we'll get to our destination no no that's not how it works it is all very carefully planned before we have a depart so don't worry about that now the storm Chiara also caused a lot of tricky conditions during landing and during takeoff I've done several videos on that right so if you're interested I'm gonna link to the the videos up here both how to do a crosswind takeoff correctly from a pilot's perspective and also how to do a crosswind landing because there are quite some techniques to it but what I want to talk about today is the concept of stabilized approaches so the pilots coming in during crosswind conditions like this so during windy conditions like this first of all in their briefing before they even started the Sun they would have briefed about the different techniques that they would have to use and the threats that comes with very gusty conditions we also adjust our approach speed so if we have very gusty conditions we increase the approach speeds to have a lot of margin in case we would have a sudden increase in speed during the approach or our a decreased speed because of the Gaston in the wings okay but then as we were flying the approach normally during the initial part of approach is not really an issue the turbulence will come as we get lower down because that's when the wind catches buildings or small Hills and start creating these kind of rotors that creates the very bad turbulence that you can get sometimes and now it is over to the pilots to actually make sure that the aircraft is safely for flying within all of their parameters during the approach so the pilot flying would be concentrating on flying the aircraft that's done either by autopilot but if it's really severe we probably disconnect the outer part a bit earlier in order to feel the aircraft properly Jane the pilot monitoring has a hugely important job here because the public monitoring will be monitoring all of the instrumentation making sure that we don't do not exceed our approach speed for example if we do that we might get flat blow back so that the flat will start to retract in order to protect themselves from structural damage and if that happens we have to go around it's mandatory to do so but also that will speed doesn't drop too low so that we approach our stall speed we also have to make sure that we're staying in the slot as in that we're flying within one dot lock light from one dot light slope that's just to make sure that we don't suddenly become too high or too low on approach together with that we also have rules about how much and how little trust we can have for a prolonged period of times and there's a lot of different things that the pilot monitoring has to look at when we're flying in tricky conditions like this and at anytime if either the pilots flying or the public monitoring feels like nope I don't like this I don't feel I have control or we're outside of our stabilized criteria any one of them can call go around the other pilot will respond appropriately right so if the pilot monitoring who might or might not be the first officer or the captain calls nope go around the pilot flying only execute stick around there's no question why there's no nothing like that you execute to go around which is the safest thing to do and then afterwards you can talk about what the reason was but it's most likely that the pilot monitoring will see something that the pilot flying does not see because he or she is so concentrated on getting the aircraft down to land all right so when can you do a go around them well you can do a go around at any stage during the approach before you've selected the trust reverses right so if you feel during the you know initial part of the approach that something is wrong you've get a muster caution warning or something like that you can stop the the approach at that point during the intermediate and low part of the approach you can go around whenever you feel like there is a reason to do so and off the landing you can still go around providing that you haven't selected the trusty vs. and the reason that the trust reverse is the cutoff point is because it will take so long for the trust reverses to stow themselves for the thrust reverser locks to go into the position and for the engine to spool up that if you're down on the ground and you select the trust reverses and you select full trust again it's going to take you anything up to maybe 3040 seconds before you can start to get thrust back on the engine at that point you will have decelerated so much and you will have used so much runway that it wouldn't be safe for you to try to go around again so if you touch down which we saw some examples of during storm Kiara the other day you touch down and the the pilots feel that no I don't like this the aircraft is going to watch the end of it was going to watch the side of the runway or I am NOT fully in control you just pressed hoga go around flap 15 set go around trust it's very carefully rotate so that you don't hit the tail because that is a threat in this case and then you go around and you do a second attempt now of course for you the passengers in back if you feel that you've touched down and all of a sudden it goes up again especially after a really really turbulent approach it's gonna feel very very bad but remember that the pilots are only acting on safety all right if they feel that this is the safest course of action this is what they would do this is what they're trained to do and pilots knows that there's a no blame policy for go-around this means that they do not have to answer up to why they need to go around it's considered from an airline's point of view to be the safest option if they decide to go through with that all right good so the pilots are not gonna be punished for doing a go-around that will never happen the airlines will always assume that that was the best and the safest course of action okay so that's why you will see these things now if you guys are interested in seeing how a go-around is done from inside the cockpit I actually done in the mentor aviation app I've done a cat 3 approach and go-around collection so you can go in you can get the cat 3 approach and go around you can use your smartphone look around in a cockpit as I'm doing the whole approach I'm doing a go-around and also doing the landing from a cat 3 that's a Fogg landing and if you have one of these which is a Google cardboard headset and you can put your phone inside if you do then you'll be able to switch over to VR mode and it will feel just like you're sitting inside of the cockpit together with me and my first officer when I do this exercises and I have many many more I do a full set up from when it's cold and dark until it's ready to taxi there is wind shear scape maneuvers there's tea casts avoidance there is engine failure of the takeoff all of that you can get inside of motivation up but you can also get it absolutely for free don't pay anything and just be part of the community so that's it guys if you have any more questions as always put them in below or you can you can contact me on Twitter or Instagram I don't know if you notice it but I've started to do some Instagram TV post as well now those are videos that I might not to send out on the YouTube channel for whatever reason like more personalized videos when I go out traveling and things like that so follow me on Instagram if you haven't already there are links to follow me all of these social media here in the description have an absolutely fantastic day and remember subscribe okay and put the little notification bell on if you haven't already because otherwise you might miss these special videos that I do from time to time take care of yourself and I'll see you next time right guys I really hope that you like that if you want more content like that motivation content but then check this out I hope that you have subscribed to the channel and that you've highlighted little notification well see you inside of the mentor aviation up and have an absolutely fantastic day bye bye [Applause] [Music]

Channel: Mentour Pilot

Views: 240,960

Keywords: Speed record, Atlantic speed record, Airbus 350, British Airways, virgin atlantic, mentour pilot, mentour pilot 737 max, mentour pilot turbulence, atlantic ocean, new york, Aviation explained, Aviation news, aviation business model, fear of flying hypnosis, fear of flying help, nervous flyer tips, nervous flyer video, nervous flyer course, nervous flyer help, Turbulence, Go around, aircraft not landing, Cross wind, Tail wind, Over speed, Boeing 747, Boeing 737

Id: W18cuvltgD0

Length: 17min 13sec (1033 seconds)

Published: Tue Feb 11 2020