Viral Debrief. Sink rate. Sink rate. Coming up! Hey, 74 crew! Welcome back! If you don't know me,
my name is Kelsey. I'm a 747 pilot. My channel 74 gear
is all about aviation. Several of these videos
got sent to me by a lot of you. So I just want to thank all of you in the
74 crew for sending me all these videos. Honestly, without your help, there's
no way I could keep this series going. If you have a video that
you think would be good for this series or you
want to see in this series, just send it to my Instagram. All right. Let's get into it! Bank angle. Bank angle. Sink rate. Hold up. Hold up. Sink rate. Sink rate. 50. 40. 30. 20. 10. Wow! I mean where do you even
start with something like that. There's going to be some
things that you probably noticed but maybe some
things that you didn't notice. So let me show you this. See this right here? This PKYGW I think it says. That means that the plane is
actually registered in Pakistan. Now, there are two terms that
the plane started screaming at the pilots that you never want to hear
if you're a passenger in the back. One of them was "Sink rate" and
the other one was "Bank angle". I'm going to play it again so you
can hear what I'm talking about. Bank angle. Bank angle. Sink rate. Bank angle basically
means the plane is leaning too far to
the left or to the right. So it's kind of the safety protocol or
the safety net that's set in place where if the plane banks over too far to
the left or banks too far to the right, the plane yells at
you and tells you: "You're going too far!" So that's what Bank angle means. You'll never normally ever hear
that especially when you're landing. You should never
be hearing that. And the other
thing is Sink rate. Now, Sink rate sometimes in very
very rare cases there are some airports that sink rate is something
that the plane will call out. There are some very rare
airports where that's going on. But sink rate basically
means that your descent rate that you're coming towards
the ground is too fast. Means the plane is coming
into the ground too quickly. So when you're playing yells sink right
to you, usually you have to add power and you heard that guy
say: "Add power" or "Power". That usually means if you add power
that slows down your rate of descent. Now, my guess is here based
on the terrain around this airport that this is not one of those
airports where you would hear Sink rate as you're
coming in to land. Something else that you may have noticed
was that the pilot on the right hand side where you're actually
seeing kind of more of him. The pilot that's in the
right there has four bars. Typically, the pilot that's sitting up
there, that's on the right hand side, is wearing three bars like me. That makes him a First Officer. He has four bars. Typically what that's
going to mean in this situation here, is that
that's a Check Airman. So he's especially Qualified Captain
who's going to train other pilots and in this case,
it would be another captain that's sitting
in the left-hand seat. So my guess is that it's a new
captain sitting in the left-hand seat, and this is a Check Airman
that's sitting in the right-hand seat. So you see these
four bars right here? That means that he's the captain and because he's sitting
in the right-hand seat, I'm guessing that it
just means that he's actually doing some
training for the captain who's in the left-hand seat. You'll also notice that right after this
very hard landing his cell phone is out. Which honestly is really
surprising after a landing like that. You would not be typically thinking: "I
need to get my phone out right away". That really surprised me. Now, you've seen a lot of hard
landings in this Viral Debrief series. I've had my own share
of very hard landings but that's actually not what
concerns me most about this video. A lot of people think that being a pilot
means you're flying the plane really well and you're making
really smooth landings and really smooth takeoffs and they
think that that's really what a pilot is. But really the most important thing
about, especially when you're a captain, the most important
thing is making decisions. And making good decisions. And this whole video has lots
and lots of really poor decisions. The way the plane is
going back and forth while it's trying to line up with
the runway, that's bad. The rate that it's descending towards
the ground, that's also really bad. And all those bad
flying skills are actually easier to fix even
though these are terrible. They're actually easier to fix
than the most important thing here. And that's a terrible
decision to try to land. The truth is one of the
most important things about being a pilot is how well
do you make decisions. And how well do you
make safe decisions. And a lot of times you have to make
those safe decisions on very short notice. And you have to make
a split second decision of what you're going
to do in this situation. So really the inability to fly here and
the fact that he is all over the place, that's terrible. That's
terrible piloting. I'm surprised that the
other pilot let that go on and then there's a
third pilot, I'm guessing, who's recording and
he's not saying anything. That really blows my mind that none
of them said go-around or said anything. They just kind of
let this all play out. But here is the thing, all that bad piloting that
can be fixed a lot better than someone who's going to make
that terrible decision in that situation to say: "Yeah, yeah. We're
going to put it in there". That's the worst decision. Because if the person's continually
making those types of bad decisions, they're going to get themselves
in trouble sooner or later. The bad piloting, you
can teach somebody to fly. Maybe not this guy. If he's been flying
around for this long and he's still doing
these types of things, I don't know how
he's gotten that far but that is less of a concern
and more of the concern is that they saw all
this and thought: "Yeah, no. We're
gonna make it fit". I have in simulators and you've seen in some
of my flights sim games, I've done it. But in real life,
almost, if you had a bank angle as you're
turning into approach, every pilot that I know that's going to go-around. If you had something
like a sink rate, unless it was previously talked
about ahead of time, where this airport for the terrain
situation, you might hear sink rate, in any other situation, sink
rate, we're going around. And just how far he
was over to the side of the runway as they
were coming into touch? They weren't like lined up
with the runway at the very end which again in a simulator, I
have tried different crazy things but in real life, you would
never be coming over the runway getting ready to touch down but sliding
from one side to get over the runway. You would never do that in real life
or you should never do that in real life. Because it's not safe. A lot of people sent me this clip
and so the biggest takeaway from this isn't really the
bad flying itself. It's the terrible decision
making to try to land when they really should
have gone around. Typically when
you're taxing a plane, which means, when you're
driving the plane on the ground, we call it taxing. When you're driving that plane on
the ground, there's a painted line. A little yellow line that's painted all
over the airport. You may have seen them. And that line is what you
want to have your nose tire on. You want your
nose tire on that line, and that will keep you
away from hitting other planes or lamp poles
or things like that. This is actually what that line
looks like from the flight deck. When we're looking down at
the line, this is what it looks like. And you just want to keep
your nose tire on that line there. Now I can't tell from this
footage because it's really grainy but it doesn't look like there's a
painted line out there anywhere. So in some airports
you have a ramp area, which is uncontrolled. Meaning Air Traffic Control isn't telling
you what way to move or anything like that and then you just have to get
your plane safely out of there. So when there is nothing
that's painted out there, then it's your
responsibility to get it out. And the other thing to know is
that even if there is a painted line and you still hit something there's two ways
to look at this. One if your nose is on the
yellow line and you hit something it's going to be a lot easier to explain
to your Chief Pilot how it all happened. Nut if your nose is not on the
center line when you hit something, it's going to be a
lot harder to explain. Either way, when we're taxing
and our nose is on the center line, we have pretty long
wings over 200 feet long. When our nose is on
the center line, usually if we're passing something
that we think might be close, we'll have the other pilot look
out the window to make sure "Hey! We're going to be
fine. We're not going to hit it". Because even if your nose is
on the line and you hit something, well one, you're not
flying anywhere and two you're going to
be in a lot of trouble. But it's better to have
your nose on the line and hit something than
your nose not on the line and I don't think
there was a line. So they should have been
looking out that window to make sure that there was nothing out
there and it was the middle of the day. So you'd think that they
would see a lamp post out there. If you ever do something like
this and hopefully you don't, but if you ever do something like this,
it's going to be on your permanent record. You're probably going
to get drug tested and it's going to be a very
expensive mistake. I don't think the pilot
would get fired but everybody would
know his name after this. You probably noticed
that the tug stopped, there was a guy on the ground that threw
his arms up in the air, all that stuff. And that's because
everybody would have heard that wing hit
that light pole so hard that it knocked it over. And actually, threw a
thing off of the light pole. I mean, they hit it pretty hard. To recap, even if your nose is on
the line, you're responsible. If your nose is not on the
line, you're still responsible. You're responsible as soon
as that plane starts moving. The other thing to consider is
that these possibly weren't pilots. Sometimes you'll have trained maintenance
personnel or people that are trained and actually moving
planes around on a ramp. I don't think anybody
would have noticed that and thought their
wing was going to clear. I think they probably just
didn't even see it out there. So that's another possible scenario
that these weren't even pilots at all. And they didn't even see it. And that happens. People make mistakes.
That's just a part of life. Concord tower Cessna 117 Tank goes zero. I'm identing. I'm losing my engine. Who says have an engine trouble? Cessna 117. Tango Sierra. I have... I'm sputtering in and
out and losing power. I've pulled carb heat. Everything else is in the green. Once my oil pressure is dropped. All right! Well, you can
proceed direct to the runway. 117 Tango
Sierra here clear to land and I'm ready for you. Okay. It's coming back
and I'm losing it. And I'm over residential area. I
don't have a lot of places here. I have pitched for altitude. Okay, Roger that. This video also
got sent to me a lot. And there's something that the
pilot did here which was really smart and that was what he
started transmitting here. I'm sputtering in and
out and losing power. I've pulled carb heat. Everything else is in the green. Once my oil pressure is dropped. There's a few things
that were going on here and I suspect that he was talking
more out of nerves than anything else. But it was actually
really smart. Here's why: One, he's transmitting
to tower what's going on. And it's allowing him to
kind of hear what he's doing and possibly catch something that he's
doing. He's kind of talking aloud, right? So that's good. But the other thing is
that there might be other pilots that are listening
to that frequency and they may have an idea of
something else that he can do. So he's transmitting, I'm
suspecting out of nerves, he's making that transmission but it's possible that another pilot
hears what's going on and says: "Hey, do this or pull your
carb heat or whatever". Gives another
idea or suggestion, maybe they've flown that plane, maybe
they had a similar problem on that plane. Who knows. But it actually works
out to his advantage by transmitting that
to Air Traffic Control. Now, Air Traffic Control can't
really do much in this situation here but so far it looks like
he's doing a really good job handling this engine
as it's starting to fail on him because he's
looking for a place to land. He's realizing
he's too far away. So, so far he's
doing a good job. Let's see what's next. I have lost I have
full engine power. I have no engine. Roger, no engine. We got guys coming to you. I got Charlotte notified and they're
coming to you, 117 tango sierra. Roger, I'm looking
for a field here. I'm going to try to drop in. Roger that. I wanted to pause it
here real quick because there's something that
he put on the screen, and I don't know if the
guy who made this video is the same person
that is flying into this. But there's something
that put up on the screen that I just want
to show you real quick. In this situation, the pilot is
trading his altitude for speed but you notice here
that they put this "Keeping an eye on
the altitude" right here. So this pilot is doing
a really good job. He's looking for a place
to land, he's circling, he's aware of his
overall situation being too far away to try to
make it from the airport. And he also knows that
he's over a residential area so he doesn't want to keep
going closer to the airport and then get jammed up and
possibly crash into a bunch of houses. Because that's never
going to end well. So he's made this correct
determination too far away. He's not going to make it. So now look for a place to land
and that's what he starts doing. So he's doing
everything correctly. But one thing that he did is that he put
up there keeping an eye on the altitude. Now the reality is is that your
altitude here is not that important. You can look out the window
and see roughly how high you are. In a small plane like this, you can
circle around in a pretty small range and stay pretty
tight on an area. The most important
thing here is really that the air speed
stays at a certain speed. If you get the plane too slow, you
can take it into what's known as a stall. If you stall a plane, the
easiest way I can explain it is there's not enough air coming over
the wings and if you get too slow, the plane will actually nose over and
will have to pick up speed really quickly to get back up and
create enough lift. And what happens is you'll
lose a lot of altitude really fast. So in truth, the more important part
here is keeping an eye on the air speed and that can happen. You get nervous. You're worried
about trying to stay up longer and you keep up at that
higher altitude and then you stall the plane,
lose a bunch of altitude and now you put
yourself into a really small corner of what your
options are as far as landing. He was really doing a very
good job keeping the speed up and turning around to keep
an eye on where to go to land But he just put up that
thing about the altitude or somebody put up the
thing about the altitude so I just want to let you know
if you're ever in this situation, really one of the most
important things to do is keep an eye on that speed and
make sure that you have your speed up because if you stall you're
going to be in a lot more trouble. Another thing that
I really like about this clip is something
the controller said. Listen to this. Roger, no engine. We
got guys coming to you. I got the Charlotte notified and
they're coming to you 117 Tango Sierra. Like I said earlier, there isn't a
lot that the controller can do here. But he is talking with this guy and
making him feel like he's not alone. The truth is if
you're flying a single engine plane and you
lose your only engine, you're gonna feel very
alone and understandably so I'd probably feel the same way
even with all of my experience. So by him talking about the
problem the controller letting him know, "I have people coming" It feels like there's
somebody on his team. And you've heard me talk about
Air Traffic Control is there to help you and that's what's
happening here. This guy is remaining calm.
This controller is remaining calm. Letting him know: "Hey, I
got people coming to you". "Don't worry!" He's letting him feel
comfortable having someone else to talk to because he's probably feeling
very very lonely at this point. So the controller is doing a really
good job and it's a really good example. Even though the controller
can't do anything for him, he's being a teammate for him. Giving him as much
support as he possibly can and using all of his available
resources to help him out. One of the great things
about being an airline pilot is you have
a situation like this I mean you're never
going to have a situation where you've
lost your only engine, you might have a
Sully situation but that's kind of like a one in
a trillion situation but, in most emergencies
that you will ever encounter as an airline pilot, you
have another pilot there. And they're your
teammate to help you out. And in some cases
like when I'm flying, a lot of times I'll have
three or four people. And I'll tell you what, having that third and that fourth person
makes all the difference in the world because you can get task saturated
meaning you have a lot going on. You'll have one pilot working
the radios and flying the plane, you'll have another pilot who's
trying to resolve the problem and when you have a third or fourth
pilot up there it makes a huge difference. Because now you have
a guy who's kind of sitting back and seeing the all
everything that's going on. They call it: "Sitting
in the smart seat". Because when you're sitting
back there, you can see both pilots. Everything that's going on,
you can see the whole picture and so they call it
sitting in the smart seat. And it's kind of interesting because
I've been that seat, that third seat, when things have gone sideways. And now, I'm seeing things
and saying to the captain "No, this" or to the
First Officer "No, this". And I'm seeing things that
I have a better perspective. And that's one of the really important
parts of crew resource management and working as a team. Now this pilot doesn't have that but he's
using Air Traffic Control as his teammate to help him and that teammate is
helping him get the police department and fire department and all the other
people organized to get over there to him. So, so far this pilot has done a really
good job, getting everything situated, communicating with
Air Traffic Control, keeping an eye on his
air speed and altitude. And finding a place to go land. But he's done everything
right so far but none of it matters unless
he does the last part and lands the plane well. So let's see how that goes. I'm gonna attempt
to landing in a field. Right now. 117 Tango Sierra, Roger. I notified Charlotte. I got people
sending as soon as they can to you. I have touch down. Holy sh***. Well, this is a little
embarrassing for me. This is a grass field
that he's landing on and I imagine it's full
of bumps and holes and his landing looks
smoother than most of the landings that I made as I
went through flight school. Which is on a paved
runway designed for landing. One of the nice things
about flying these smaller planes, even
though you have one engine, is that if you do lose an engine,
you can land in a lot of areas. And that's what he did here. He had the situation where he
wasn't going to make it to the airport. He put it down on a
grass parking area I don't know what they
were using that lot for but either way it looked very
very smooth and smoother than most of my landings
when I went through flight school. It's amazing what you do
when you're super hyper focused and I don't know what his flight
experience was but he did a great job. Now there are two points
I want to show you here, one thing that he did very well and one
thing that would be something to consider if you are ever in this
situation, you probably want to do different
to prevent a problem. Look at this. What I like here is that even though his
adrenaline is probably at full throttle, Pun intended, he didn't stomp on the brakes
and that is the right move here. Because when you have this grass
here if you were to stomp on the brakes, you could shove your
nose wheel into the grass or the dirt or the
mud or whatever it is. And by not stomping on the brakes,
you're keeping the weight off the nose. So that's the thing
that he did really well. And this other thing is
something that would be good to consider if you
are ever in this situation. Notice as soon as he
touches down here? He doesn't really have a lot
of back pressure on the yoke. Which is this thing right here. Normally, you'd want
to keep that thing back so that way if there is any pothole or mud
or anything like that that's on the nose, your nose doesn't get stuck into the
dirt and possibly flip your aircraft over and now you've taken a really
great landing and made it terrible. There was a similar landing that I
did on a Viral Debrief a few months ago where they landed in a field. And the pilot did a great job. The landing wasn't as
smooth, I don't know what the ground was like, but the
landing wasn't as smooth as this but they did a great job
keeping the nose pressure pulled back, keeping
that yoke to their chest and that relieved
that nose pressure. So at the end of the day, I always
judge everything based off the results. The results here were, man, I would
be happy a hundred percent with that and it was great because
he's got it on video so he shows just how
calm he is under pressure. So he did a great job. But if you're ever in this situation,
something to keep in mind, you want to keep a
little bit of pressure off of that nose, just in case it
doesn't grab into the dirt or the mud or
anything like that. If you do hit a bump and
you have back pressure, what it's going to do is
help your plane go over that. The mains are going to take
that pressure and not the nose. Just something to consider. Otherwise Sir, you remained extremely
calm and you did a very good job. You should be really
proud of yourself. Okay. This job was not nearly
done as well as the previous video. Something you never want to see
when you're taxing your plane to park, is a bunch of people running
away from your aircraft. A bunch of people running
away, usually means you're about to be in danger or
you're doing something stupid. Neither of the two
are good situations. I mentioned before that
when you're coming into park, you want to be
going at a pretty slow speed. And the reason is that they're trying
to get you to park on a pretty small spot so if you're going
too fast, there's a high chance that you go
and roll past that spot. You don't want to be going
too fast for that reason. The other reason is, there is a
lot of stuff that's around there. People, boxes, whatever,
who knows what. And if you're going
really fast, it's possible that someone's maybe walking
backwards or walking around or trips or whatever. If you're going really slow,
you can stomp on the brakes and you're not going to be
moving and going over them. If you're going really fast
as in this situation here, you could possibly end up running over
somebody or sucking them in your engine. So when you're in a ramp area, usually
what I try to do is stay under five knots. So it's just a couple
miles an hour. You don't want to
be going too fast. And as you get closer
and closer to the parking, usually I'm trying to
stay under two knots and that way I can get it as close to
being on the spot as I could possibly be. You notice here as they're coming
in, they're going pretty quickly? And then you start seeing
all these people running away. You never want to see any of those types
of things when you're coming in to park. A trick that I learned
at the regionals for this particular situation
is how you can taxi in and park your aircraft
without anybody noticing. The thing is sometimes
pilots will keep their power in, and they'll come in and
stomp on the brakes and everybody in the back of
the plane gets thrown forward it's not really a good
experience, right? But if you're trying to be as smooth as
you could possibly be when you land, and as smooth as you could
possibly be when you come in and park, this is what I would
do in this situation. These regional jets typically don't have
enough thrust that when you're at idle that they're going to
move your plane forward. Which means to move
forward, you've got to add power and there's this big run up
so then those engines rev up then you move forward a few feet
then you got to stomp on the brakes and it's kind of jarring
for everybody in the back. But, if you leave the power in, what's going to happen is the plane's
going to be pushing you forward. Then you use your brakes is
actually your way to slow you down. So if the plane is already
being pushed forward, it's going to use your
brakes to slow you down, and then that's going to
help you stop a lot smoother. The other trick
is the last few feet instead of using both brakes, if you use just one
brake, it's a smoother stop than if you use both
brakes at the same time. This is a trick that I
learned what worked for me. You can try it. Let me
know how it works for you. If you want to see some more pilots
making mistakes while they're flying, check out this video here. And if you want to see some
pilots fighting with Air Traffic Control, Check out this video up here. I look forward to
hearing from you. Until then, keep the blue side up.
