@Mahim Niazi Yes I did, it took off from Trivandrum in India. But as I said, luggage can be replaced, but peoples lives can't be replaced

you all probably dont care but does someone know a trick to get back into an instagram account? I somehow lost the password. I love any tips you can give me

@Kason Dario instablaster ;)

@Baker Zain i really appreciate your reply. I found the site thru google and Im trying it out now. Looks like it's gonna take a while so I will reply here later when my account password hopefully is recovered.

@Baker Zain it did the trick and I actually got access to my account again. I am so happy! Thank you so much, you saved my account :D

Really I hope your sister friend is fine,cause 1minutes before I saw the video about all the passengers trying to go out of the plane I hope she isn’t scary about what happened to her and others people🥺🥺🥺.

If that passenger wants to stay, he can stay as the plane blows up

If you already have your laptop in hand and don't have to open the overhead compartment to get it, what's wrong with just keeping it in your hand while evacuating?

@Faliq Playz all the passengers managed to survive with several injuries reported. However sadly a firefighter died during the evacuation process

I'm guessing you've never heard of Qatar Airways

They tried to go around

@@johannespetersen2255 They "sort of tried". They pushed the magic button (Go-Around) and waited for the magic. Prob is, part of the functions of the magic buttons (the Auto-Throttles) is INHIBITED for a short duration while landing. This is common knowledge to most of the world's B777 crews and I can assure you, it is tested when the crew is receiving their initial and recurrent training.

@Mahim Niazi the first officer was, the captain was responsible for controlling the aircraft thr FO should have been monitoring airspeed ext....but it was still a difficult situation going from a tailwind that makes it difficult to get down to a headwind that makes it difficult to abort

@@lewisallan9963 Irrespective of what this video blames the accident on - 1. The wind had NOTHING to do with this crash. Knowing what the Auto Throttles were doing, and more importantly NOT doing in this instance had everything to do with the crash. 2. Which pilot was the pilot flying? BOTH are 100 percent capable of flying that airplane as the guy flying or the guy monitoring and assisting. 99 percent of today's airlines trade legs. One guy flies, one guy monitors, and assists. The Captain is ultimately responsible since he/she signs the paperwork for the flight, but to say that the Captain was responsible "for controlling the aircraft" doesn't comport with the reality of flying big jets these days.

go be in that situation and land the plane safely , then talk lol

Agree with you, I have seen another docu on this and the real mistake was that the gear was lifted without positive climb established. This video mentions it briefly but it was the key reason the plane crashed.

@@marinalaswick6906 You can't handle the truth can you, it was facts that they pilots flew terribly that's all that matters

From the report: Not all information related to the TO/GA switches inhibit logic was available either in the FCOM or in the FCTM. No reference was contained in these manuals as to why the A/T mode will not change when the TO/GA switches become inhibited. (g) The flight crew were not made aware that the TO/GA switches become inhibited when the aircraft is below 2 ft radio altitude for a period of time greater than three seconds. (l) The Operator had a single procedure for all normal go-arounds and missed approaches. Even though it is stated in the FCOM Appendix 1 - Standard Calls, the Operator’s FCOM ̶ Go-Around and Missed Approach Procedure does not require the pilot flying to call out ‘GO AROUND’. (m) The FCOM and FCTM did not require monitoring and callout of FMA changes on initiation of a go-around. (n) The FCOM normal procedure did not require a callout of thrust setting when the pilot flying pushed the TO/GA switch for a normal go-around. (u) As stated in the alternative training and qualification program (ATQP) reports, between 2013 and 2015 a number of inaccurately executed all-engines- operating go-around events which was highlighted by flight data monitoring. (k) The modification of the go-around procedure by air traffic control four seconds after the Aircraft became airborne coincided with the landing gear selection to the ‘up’ position. This added to the flight crew workload as they attentively listened and the Copilot responded to the air traffic control instruction which required a change of missed approach altitude from 3,000 ft to 4,000 ft to be set. The flight crews’ concentration on their primary task of flying the Aircraft and monitoring was momentarily affected as both the FMA verification and the flight director status were missed. SAFETY RECOMMENDATIONS: TO BOEING: The Boeing Company is recommended to: SR22/2020 enhance the Boeing 777 crew alerting system to include aircraft configuration inconsistency when a go-around maneuver is commanded and the engine thrust is insufficient for the maneuver. SR23/2020 enhance the Boeing 777 flight crew operations manual (FCOM) and flight crew training manual (FCTM) for consistency in TO/GA switches inhibiting information. In addition, it is recommended to appropriately highlight, in the FCOM and FCTM, the significance of the effects on the A/T due to the TO/GA switches inhibit logic. SR24/2020 include in the Boeing 777 Go-Around and Missed Approach Procedure, and amend the FCOM and FCTM accordingly, requirements for the pilot flying to give call outs for thrust setting with verbal verifications of thrust increase being made by the pilot monitoring. In addition, emphasis should be made on the importance of guarding the thrust levers. The existing thrust setting callout in the take-off procedure could be referred to. SR25/2020 study the benefits of adding callouts to the Boeing 777 flight mode annunciations (FMA) changes at the initiation of the Go-Around and Missed Approach Procedure, and amend the FCOM and FCTM accordingly. SR26/2020 conduct a safety study to determine the benefits of developing a common procedure for the Boeing 777 normal go around and missed approach. This procedure should consider manual advancement of the thrust levers at low altitude and after touchdown, and the requirements for go-around after touchdown including flap position, aircraft rotation speed and crew awareness of associated warning/alert messages.

BINGO! We have a winner!

Wtf

It's not the airport that is located in dangerous place , its Dubai itself being located somewhere that isn't good enough for flights in terms of wind. So should they move the whole Dubai to different country ? 🤣 and also this was a rare incident ... it doesn't happen daily. Also dubai is one of the busiest airport and best one too.

What ?

No they didn't