These Passengers Watched their OWN Emergency, LIVE!!

most people who are afraid of flying hate seeing news about aviation accidents and incidents but now imagine that you're seeing live coverage on an ongoing incident as it's happening but you are sitting inside of the aircraft it's happening to that's exactly what happened to the passengers on board jetblueflight292 and i will tell you the entire story so stay tuned a huge thank you to blinkist for sponsoring this video the story about jet 2 flight 2902 started on the 21st of september 2005 and the aircraft involved was a three-year-old airbus a320 the aircraft started its day in jfk airport in new york and before the first flight the engineers had done some light maintenance work to the nose gear where they had replaced some proximity sensors these are basically sensors that feels if the aircraft is in the air or on the ground once the maintenance job was complete the aircraft was flown over from jfk over towards bob hope airport in burbank on the west coast of the united states and there was supposed to do a quick crew change and the aircraft were then supposed to fly back towards jfk later in the afternoon for the return flight there was 140 passengers scheduled four cabin crew members and two pilots now the two pilots were both very experienced the captain was a 47 year old with 10 800 hours and about 2 500 hours on the airbus a320 he was assisted by a 37 year old first officer who had around 5 700 hours and just under 1300 hours on type the weather in burbank was beautiful with only some high clouds good visibility light winds and it was decided that the first officer was going to be pilot flying for the return flight to new york so he started setting up the cockpit started programming the flight management computer while the captain did the walk around outside now during the walk around the captain didn't notice anything suspicious so he got back into the cockpit and together the crew finished up the pre-flight preparation the checklist and started preparing for the pushback before they could go though they had to complete the fueling and they had requested quite a lot of fuel 14 750 kilos for their flight over to new york but eventually the fueling was completed the crew received the fuel receipt and at the time 1517 local time the airbus a320 started pushing back from the gate and started taxiing out for takeoff from a 1-5 in burbank the first officer was pilot flying initiated the take-off role he said to take off trust the aircraft started accelerating down the runway it got airborne and once it achieved positive radar climb the first officer asked the captain to select gear up now here is where the problems are starting because the captain reaches over and according to his statement tries to move the landing gear lever up but it won't move up instead he receives the first ecam message which is landing gear shock absorber fault and then very quickly followed by nose wheel steering fault now what has actually happened here is that two logs on the upper support of the nose wheel shock absorber has completely sheared off probably on an earlier flight now the function of those two logs is to keep the shock absorber from being able to rotate inside of the nose gear leg and without those logs the nose gear has actually moved slightly out of position after takeoff this was then felt by the landing gear control and interface unit the lg icu which stops the retraction of the landing gear and the reason it's doing that is because there's just unlimited amount of room inside of the nose wheel well bay and if the the nose wheel is not in the correct position then it might not have enough room to be retracted properly so that's the reason for the first warning that was issued and on top of that another computer called the braking and steering control unit the bscu has also noticed that something is off with nose wheel and it has deactivated the nose gear steering and that was the reason for the second ecamp warning now it was later found that it was actually the bscu that was part of the reason that this problem happened in the first place because the bscu had on previous flights been doing something called a self-test which has happened anytime that the gear was selected down the bcu would start to move the nose wheel left and right a couple of times in order to just check that the northwest steering was working properly the problem was that it was doing this as many as 57 times during the descending towards the airport and because on this aircraft the shock absorber had not been properly pressurized it hadn't been serviced properly this caused a bit of friction to build up in the upper support and when the bsu was doing all of these self-tests it caused fatigue cracking in those logs which eventually broke them off the pilots of course had no idea that this was going on they only knew that they were facing a potentially very serious problem with their landing gear so the captain got into contact with so-called control sokol gave them a clearance to climb to 14 000 feet and then handed them over to los angeles control los angeles control then gave them vectors in like a box-like holding pattern over the palms dale lancaster area at 14 000 feet now this problem didn't only stop them from retracting the gear it also stopped them from engaging the outer pallet and the outer throttle which meant that the first officer was now hand flying the aircraft with gear down at 14 000 feet and he was also taking care of the radio communication because as they were now holding the captain started to get into contact with jetblue management both the dispatch and their technical department jetblue maintenance did a remote diagnostic of the aircraft and that diagnostic showed that there was a possibility that this might be an indicator fault but together with the flight crew they decided that the best thing to do is probably to fly over towards long beach airport in long beach jetblue has a major maintenance hub and potentially come in and do a landing there to have a look at it after they had decided to do this the captain got into contact with the cabin crew and informed them about what was going on about their plans to go over towards long beach and it's at this point that the cabin crew informs him that the passengers are actually able to follow their own flight on the in-flight entertainment system because the aircraft has an uplink that enables the passengers to watch tv and of course this has now been going on for a while and because this is happening over the los angeles area multiple tv stations has picked up that this aircraft is having a problem so the passengers are actually watching themselves on news in real time which is not something that i've ever heard of before this and it's definitely not something that i would like to be part of myself the aircraft now starts to descend in towards long beach and the pilots have informed a traffic control that if they are able to do a successful landing they won't be able to taxi off the runway because they're having this problem with the north wheel steering during the descent in towards long beach the captain also asked the tower if it would be possible to do a low altitude flyby of the tower so that they can inspect the position of the nose gear prior to their actual landing this is agreed to by a traffic control and as the aircraft is entering the approaching towards long beach a local traffic watch helicopter which is nearby is able to see them on the approach and can tell them that yes the nose gear is actually angled 90 degrees towards the direction of the aircraft the pilots acknowledge this but they continue the low approach and flyby of the tower anyway and as they're doing the go around the air traffic controllers in the tower can indeed verify that the nose gear seems to be twisted 90 degrees off its axis the pilots now know that they're facing a much more serious problem than they initially thought the captain issues a mayday call at this point and then they request a climb to 6000 feet to keep troubleshooting the issue when they level off at 6 000 feet they know that there are no ecam actions for this particular problem and there's no real guidance in their manuals either however there is guidance for something called landing with an unsafe landing gear now this is not exactly the same as the pilots are experiencing because they actually have all of the landing gear extended and they have green indication on their landing gear indicated basically telling them that the landing gear is safe but they also know that the nose wheel is 90 degrees towards the axis and they're not sure that if they land with this problem the landing gear will be able to take that amount of stress that it will be subjected to it could potentially collapse and in that case they are theoretically in a situation with an unsafe landing gear so that is how they are approaching this issue now one thing that is playing in the pilot's favor here is the amount of fuel that they have on board the airbus a320 is a short to medium haul aircraft which means that it has a reasonably small difference between the maximum takeoff weight and the maximum landing weight and because of this there's not really a need for a fuel dumping mechanism on an airbus just like it's not on the aircraft that i fly the boeing 737. this means that the only way for this aircraft to reduce its landing weight and by that also reducing the potential stress on their nose gear is to burn off fuel and they have a lot of fuel on board so this is what they're now starting to do the aircraft is now once again receiving vectors and this time there are in the area between santa catalina island and long beach harbor and once again the pilots have to discuss together with the company representatives what the best solution to this problem is and the kind of things that they're talking about is for example is there any system reset that we can do that could potentially get the noise gear back into the center position again also what kind of fuel will give us the the best aft center of gravity that will take away as much as possible the stress on the nose gear of the landing what kind of configuration should we be using during the landing and how is the aircraft going to handle once we lower the nose gear are there any other checklists that we should be going through that is not immediately apparent to us and also how should we deal with the passengers how should we brief them and the cabin crew and what would we do after landing what will a potential evacuation look like now all of these kind of discussions and the way that this flight crew is discussing amongst themselves shows a fantastic use of threat and error management because this is exactly how we're supposed to deal with it you are faced with some kind of problem and then you have to kind of project how this problem is going to affect you in the future that is the management part of threat and error management and this is exactly what they're doing this is actually a very good example of how time available decision making is supposed to look another thing that the pilot needs to decide at this point is where they are going to divert to initially they were looking at edwards air force base miramar but the captain decided that he would actually prefer to go to los angeles international airport and the reason for that is because the runway is slightly longer and they have a very wide runway as well and he thought that if we are going to have problems with the directional control of the landing it is better to have a wider runway once again showing good situational awareness in the back of the aircraft the cabin crew has been briefed by the pilots about the problem they're facing they've also been told to move passengers and hand luggage from the front of the aircraft towards the back in order to try to move the center of gravity a little bit more backward to once again get pressure off the nose wheel they're also handing out blanket pillows they're explaining what's going on to the passengers they're serving them with non-alcoholic drinks and they're starting to prepare them for an emergency landing and i have to say that the description of this in the final report shows excellent competency from the cabin crew they're doing the job exactly the way that they're supposed to do really really nice to see unfortunately the passengers were still able to watch themselves on the news on their in-flight entertainment screens at this point and one of those passengers screenwriter zach dean actually started to really contemplate his own mortality in this situation and that eventually led up to him writing a script that became the movie deadfall now the cabin crew did eventually switch off the in-flight entertainment screens about 50 minutes prior to the approach into los angeles airport and what happened during that approach and the subsequent landing i'm going to tell you all about after this short message from a sponsor this video is sponsored by blinkist and i'm really happy that it is because if you're like me really curious you want to learn new things all the time but maybe you don't have enough time to do so hold on blinkis is the perfect tool for you they have more than 500 non-fictional titles in 27 different categories and what they do is they take these books or podcasts and they distill them down to their absolute essentials which they call blinks this means that you'll be able to listen through or read through something that will take you hours to read through in only 15 to 20 minutes which is perfect for your commute to work for example now i came here to dubai and i was really interested in why there were so many successful entrepreneurs that was coming from here so i just typed in dubai into the blinkist app and it came up with this link is title which was called startup rising by christopher m schroeder and it told me everything i needed to know about why there's so many successful startups here now if this sounds interesting to you then use the link here in the description below which is blinkist.com mentor pilot that will give you a seven day free trial and if you like it then you'll get a whopping 25 of the premium membership so go and check it out now before they start the approach the captain once again calls up the cabin crew and he informs them that there is a possibility that after landing the nose gear might collapse and if it does so there's going to be an evacuation needed but of course with the nose gear collapsed the aircraft is going to be at a very strange angle with the nose very low on the back of the aircraft very high so he tells them to not use the aft emergency exits if this happens because it's a chance that the exit slides are not going to be long enough to actually even touch the ground below them once again this shows exceptional threat and error management and situational awareness on behalf of the flight crew as the aircraft leaves 6000 feet and start descending down towards los angeles airport millions of people are watching this happening live this means that there is a big possibility that the relatives and the friends of the people on board are also watching this the cabin crew knows this and they kind of step up away from the procedures for a short second where they let all of the people on board take up their mobile phones and call their friends and families for a couple of minutes before they tell them to once again switch it off for landing and i think that this just shows great compassion and understanding on behalf of the cabin crew on the ground the rescue personnel at los angeles airport has had plenty of time to prepare for the arrival of the aircraft they have gathered all of the emergency equipment that might be needed close to runway two five left where the aircraft is going to eventually land but they didn't spray any fire retardant form on the runway and the reason for this i've actually talked a little bit about in a previous video that you can check out but the short version is that it has been proven that forming up a runway prior to an emergency landing actually doesn't really help it's it's very hard to judge where exactly an aircraft is going to touch down and even if you do it's not going to have much of an effect and probably the most important reason that we don't do it is because you are using up valuable fire retardant form that you might have to use if the worst thing would happen on the aircraft would actually catch fire so it will be very rare for you to ever see the fire department forming up a runway prior to an emergency arrival almost anywhere in the world nowadays now the weather at los angeles airport as this aircraft is now initiating its approach is absolutely beautiful the surface wind is 240 degrees at 13 knots that's almost straight down runway two five left and only a few clouds and temperature of 21 degrees celsius after almost three hours airborne and with the fuel reduced down to four thousand five hundred kilos which had been shown to be the optimum fuel load inside of the airbus a320 to get the center of gravity as aft as possible the captain who is now taking over the role as pilot flying initiates the approach the reason that the captain had chosen roma 25 last is pretty simple it's the longest runway around it's 3328 meters long and the crew will need all of that runway because they're now following the procedure called landing with an unsafe landing gear that procedure indicates to the captain that they need to do a couple of things but after landing they're not supposed to use neither the thrust reversers not the spoilers or the outer brake of the aircraft so why wouldn't they be able to do that well the idea is that if you're landing with the nose gear unsafe there is a possibility that nose gear might collapse and if it does so you don't really want the engines to be running when it does because there might be parts from the nose gear apart from the nose that might be sucked into the engines and the engines could then potentially catch fire so the idea is that after landing you're supposed to shut the engines down once you have achieved the safe landing one of the pilots the pilot monitoring is going to shut the engines down and of course if you shot the engines down the thrust reversers are not going to make any difference anyway but even if you are using the thruster versus they are actually causing more forward pressure onto the nose wheel when it comes to the spoilers there's probably another reason for this and that is if you're using the spoilers and the nose gear collapses there's a possibility that the body of the aircraft might become slightly skewed twisted and what you don't want to do is put yourself in a position where you've managed to get the spoilers up on the wings but because of this skew in the body they're now not possible to retract and that will make it harder for the passengers who are evacuating onto the wings to actually do so and finally the reason that you don't want to use the outer brake system is very similar when you start braking that's also going to put more pressure onto the nose wheel and here if you have a very long runway you can just utilize the aerodynamic braking of the aircraft and the friction braking from the wheels and not use so much braking thus using less pressure on the nose wheel and potentially keep it from collapsing at all so this is what the pilots are thinking about as they're now flying the ils approach into runway two five left as the aircraft descends to one thousand feet the first officer depressurizes the cabin this he does in order to make sure that there's no residual pressure inside of the cabin in case they have to immediately evacuate after the aircraft comes to a stop when they pass 500 feet he takes up the pa mic and he calls the cabin saying brace brace brace now the cabin crew has gone through the cabin and instructed all of the passengers on how to do the brace position perfectly so the passengers will now hold the brace position until the aircraft comes to a full stop at time 1820 local time the airbus a320 touches down at the speed of about 115 knots well within the touchdown zone 1.25 left five seconds after the touchdown the first officer reaches over and depresses both of the fire switches which causes the engines to shut down the captain holds the nose of the aircraft up to keep the nose wheel away from the ground as long as possible but he also knows that he can't do it for so long that the aerodynamic effectiveness of the elevators stopped working so eventually he lowers the nose gear down almost immediately the two nose gear tires are deflated and ripped apart the nose gear wheels are then grinded towards the asphalt down all the way to the wheel axle and they're creating a lot of sparks and smokes that we could all see on these famous tv pictures as they were doing so the aircraft eventually comes to a complete stop bang on the center line the runway two five left and initially the crew are awaiting because they don't really know whether or not the nose gear is going to collapse but eventually it becomes clear that the nose gear is holding up and instead of initiating an evacuation they call for some external steps to be moved up towards the front left exit and they start disembarking the passengers through that door now this is something that the crew had also pre-briefed prior to the landing because you don't really want to evacuate an aircraft unless you absolutely have to and the reason for that is that during an evacuation you can almost sure that some of the passengers are going to hurt themselves they're going to strain their wrists or maybe break an ankle or something like this so an evacuation is something that we do as a very last resort in this incident none of the passengers or crew were hurt and the aircraft only sustained some very minor damage to the nose gear as i explained before actually they replaced part of the nose gear as it was standing there on the runway and the aircraft was then towed into hangar where they started to investigate what the reason was for this situation to appear and that's where they noticed through a borescopic inspection of the nose gear that the logs have been ripped off the upper support of the shock absorber like i explained earlier and this led to airbus changing some of the software in the bscu the brake and steering control unit so that it wouldn't do as many of those pre-landing tests as it had been doing before they also noticed the incorrect pressure inside of the shock absorber and they started looking into why that was that's when they noticed that when the shock absorber was being serviced it was being done so with the entire weight of the aircraft still resting on it and it turned out that it was almost impossible to get the right pressure in when that was the case as a consequence of this it was mandated that whenever the nose gear shock absorber had to be serviced it has to be done so with the nose gear properly jacked up so that there were no weight resting on it now it would turn out that this was not going to be the last time that an airbus a320 landed with north gear set 90 degrees perpendicular to the aircraft there was going to be many many more of them but interestingly for many different reasons and if you want to know more about that i've actually done a mentor now video on my new channel that i hope that you have subscribed to you can check it out up here and i hope that you're all doing absolutely fantastic if you want to support the work that i do here and on mentor now then consider becoming a part of my patreon crew or get yourself some merchandise have an absolutely fantastic day and i'll see you next time bye

Channel: Mentour Pilot

Views: 1,389,493

Keywords: mentour pilot, mentor pilot, crash investigation, aviation, pilot, crash, air crash investigation, final report, boeing, airbus, piper, cessna, disaster, fatal crash, air incident, air disasters 2022, jetblue, jet blue, Jet Blue 292, landing gear, failure, gear, nose gear, lax, klax, edwards air force base, long beach airport, bob hope airport, mentour pilot 737 max, mentour pilot concorde, mentour pilot crash, new york, emergency landing, jetblue flight 292 inside, plane crashing

Id: Rpsgn9LM0G8

Length: 22min 57sec (1377 seconds)

Published: Sun Apr 17 2022

Reddit Comments

[u/bandley3]

I actually watched this plane land, live. I was working for a ground handler at LAX at the time, and the fire department was staging their equipment right in front of our gate onto the airfield and blocked our access; I can fully understand why they didn't want people driving around near those runways when a potential disaster was about to occur. I had no choice but to sit there and wait for it to land, and could probably have been seen on TV given the massive number of news helicopters hovering above.

[u/riceandingredients]

love mentour pilot, the quality of his videos is absolutely insane

[u/SpecialistVast6840]

Not this episode. But I'll never forget American Airlines flight 191 where the passengers were also able to watch their own demise.