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Dissipating energy as you cannot destroy energy. Absolutely fantastic videos as found out more about aviation industry watching your channel from anything else. ❤️✈️

"You can not use flaps at any given speed" bruh, I use my flaps at any speed in Microsoft Flight Simulator and it always work for me. I also turn of my engines to save fuel on the way down. Mentour, you got some tricks to learn, my friend

Good Stuff! Spread the word and hammer it home! Juan.

11:00 Excellent points about the stress cone blocking off new stimulus, like alarms, as you put all your attention into fixing your current problem. You can get into a position where you can not handle any new information. Declare GO AROUND! to calm down get stabilized and try again. The aircraft must be stabilized and so must the pilots as well.

When taking flying lessons, when I was 16, my flight instructor first demonstrated and then repeatedly emphasized the go-around: "The safest maneuver you can ever make".

I love how, between Mentour Pilot and Blancolirio, I get to learn about things like a stable approach as it is explained in the context of an incident like this.

You are always few steps ahead! Great video 👍 Awesome Channel 🤘

Great explanation. Exactly what happened in the Pakistan International Airlines crash in Karachi just about a month ago. Airbus A 320 crashed into.a residential neighborhood killing 97 people.

Great video. I’m a glider pilot and know that since I don’t have the opportunity for a go-around a stabilized approach is critical for a safe landing.

Petter, if Patxi gets any more stabilized he's going to be comatose, lol!🤣🤣

Very good explanation of how the rabbit hole becomes a funnel to disaster particularly the focus cone where no brainer warnings are not even heard and why a stabilised approach is key to a good and safe arrival.

Very helpful video. Maybe a video about manual braking would be good, you could talk about the problems hot brakes can cause, how the systems work, along with other things. Thanks for the video!

What I find really interesting is the result of some calculations I have done. An aircraft flying at 450 knots at FL390 has to lose around 95% of its energy to be flying at 160 knots at 1000 ft. Although I am not a pilot this clearly illustrates the importance of proper descent planning to manage the energy.

Petter, another beautifully explained Lesson! Sorry if this gets long, but I lost my Dad in 2012, and I've had nobody to "Nerd out" with about Aircraft since then... My Dad and I are both Retired US Air Force... I was an E-6, Loadmaster on the C-5B and C-17, but spent a lot of time in the Cockpit, because of my love of Flight. I'm also a light Civilian Pilot. Those Aircraft didn't have to placate Passengers, just the Laws of Physics! So what you talked about here was very relevant to large Cargo Aircraft. Now my DAD. He was the Hot Pilot! He's flown some incredible and significant Aircraft. I'll just mention two, as they exemplify the point I'm about to make... Starting with the U-2, and finishing with the superlative SR-71 Blackbird!! NEITHER Plane could even READ the Laws of Physics - much less follow them! 😳 The U-2 had the narrowest Terminal Velocity Band at Altitude. But Landing is the discussion here. This Bird was overly Aerodynamically Efficient when Landing. It would frequently "float" up to 7 metres over the Runway, and often had to be FORCED down. Even as slow as 65 knots! The Guys often pulled the Drag Chute - 3 metres above the Runway!!! Now the HABU (SR-71!) She was Aerodynamically Efficient around 1950 KNOTS and above 80,000ft! Landing was a whole different Animal. Kissing the Tarmac BELOW 215 Knots, meant you've already CRASHED! She was the most beautiful Aircraft, but was essentially a large Boulder with 2 giant Engines! The P&W J58 Turbo/Ramjet Engines produced over 135,000lbs of Thrust. .... And most People don't realise that she's BIG too. Roughly the same size as a B737-300, that carried two People! STABILIZED Landing?? Yeah, neither was much good at that. Now one of my Dad's Friends, flew the F-15 Eagle. Those Guys MADE their own Stabilization!! 😂 If he was up to 6000ft above Glide Slope on Final.... HE could descend at 15,000ft per minute, and stick the Landing!! Ain't Fighter Jets COOL? If you read this, thanks for putting up with me. I really admire what you do here on this Channel. I really HOPE that you don't represent a dying breed... Intuitive, Professional, "Seat-Of-The-Pants" Pilots are going away, being replaced with marginally Trained, get everything out of a Book, Computer Monitoring Devices! I've seen on too many occasions, CVR evidence of at least one member of the Crew exclaiming "WHAT'S THE AIRCRAFT DOING NOW?" Gives me a sinking feeling. When I stuff myself into a cramped Airliner - I always HOPE that there's someone like you up at the pointy end.

Good video on that topic. Even for smaller airplanes. Just recently I could experience the difference between stabilized and unstabilized approach and the resulting landing. Flying a C152 came in to an airfield, too high too fast. I realized it when I caught myself pushing for the runway threshold. Decided for a goaround, second time went like a charm. A few weeks later came in to another airfield, got into the same situation, but for some reason - maybe feeling overconfident, maybe just simply getthereytis - I decided to push on, to force her down. There was nothing stabilized anymore - I can definitely confirm that stress level is really spiking all the way down. Not helping at all. The airplane felt “uncooperative”. Of course, I was trying to make her do things that did not fit her energy state! Touchdown was barely controlled and just lucky that type of aircraft can take so much. After that I realized that this was a real life “what if” experience. Two high energy approaches, one aborted and the other showed me “what would it had looked like if” I hadn't aborted.

You and Juan Browne (blancolirio channel) have really opened my eyes about the balancing that has to go on to set up an approach and ride it to the runaway. I had thought of it as a simple thing: fly down to the runway, pull power and flare. Now I would say it is much more like a bird perching on a twig. Proud to become a patron (signed up with Juan a couple days ago).

Great instructive video thank you Petter, us as an atpl students are glad to see such videos and hope to see more like this. Greetings from 🇹🇷

I love your videos because you always have awesome explanations and examples, and your presentation speed is spot on. Thank you.

The case study at the end is AWESOME!!! Very informative, helps to practice the acquired knowledge.

Patxi takes a very stabilized apporoach!!!

I really appreciate that you chose an incident for the case study that makes the point, but wasn't anywhere near as tragic as it could have been. I earned my instrument rating over 35 years ago. Amazing, and encouraging, how much even the vocabulary has changed. I don't recall ever hearing the term "stabilized approach" back then.

That was very informative. The behavioural aspects are paramount. I know a 747 pilot in his 60s who has been flying them for the majority of his career (3rd most hours in the company) and he is anal about this stuff. Not stabilized - well we'll just go around for the scenery.

Love how you say “stabilized “. Stab-a-lized . :-) And love your show. You have good content and good context. I love it when you and Juan get together

5:08 6:36 it tends to be more like "we can get you in now with [insert shortcut here] or expect 1 hr hold pattern, irate passengers (late and missed all connections, airline forks out heavy for hotel vouchers and 3rd-party rebooks), then a call from the company regarding your career" The kind of external stresses that affect pilot decision making, for the worse.

I like the accident review and simulation. Very interesting.

Phyde4ux made a question about flight PIA 8303. I had the same question in another vlog and the answer was no. That crash's most PROBABLE CAUSE was that, when descending with engines idling, the aircraft was most of the time between 200 and 250kts, therefore they were able to deploy the landing gears. The warning signs were for extended flaps in higher speed than the ones determined by Airbus. That's why they did not pay attention to them, they knew what they meant. I believe they had the landing gears down and locked before approaching the runway. Until very close to landing, the flying pilot was calm and had not requested emergency landing due to mechanical problems. When he noticed he would miss the threshold, he called internally "go around" and the co-pilot retracted flaps and landing gears too soon. Due to the stress of steep descending and all the adjustment for the sudden decision, they did not communicated that to ATC immediately. Only after the aircraft had stricken the runway and gained altitude, he communicate problems with landing gear. Notice that the warning sounds stopped when he tells that to ATC. That's because the flaps were retracted by the co-pilot. Due to the speed and very low altitude, without flaps, the aircraft lost lift momentarily until the engines recovered thrust. That's why ATC witnessed an attempt on belly landing and asked the pilot if he was going to do it again. Another crucial point to consider is that a major international airport such as London, Zurich, JFK, Atlanta, ATC would never allow this unstable approach and would never ask if the captain was "comfortable". How that theses appeals to my Mentour Pilot's colleagues?

Thanks.. Good explanation. PIA in Karachi was NOT an unstable approach, it was a dive bomber’s dive, (with a somewhat similar outcome.)

"There's the runway! Quick, we can't let it escape!"

I was a passenger on an A320 flight into Heathrow when there was a medical emergency over Belgium. It was impressive how quickly the pilots took the plane from cruise altitude to touchdown in Brussels. Perhaps 15 or 20 minutes? I was watching out the window when the pilots began a rapid descent with a sudden reduction in thrust, nose pitch down, and speed brakes out. As no announcement had been made, it was startling. Eventually the pilots did announce that a medical emergency would require landing in Brussels. Once on the ground, someone who was not moving was put in a wheelchair and taken off the plane, and their luggage was offloaded. We proceeded to an uneventful landing at Heathrow. Never did find out what happened to the passenger.

Hard to believe an experienced crew could get it so wrong

Love the case studies! Thanks Mentour!

The energy conversion way of thinking is great

Mentour, thanks for uploading man. Love your videos. So much information that you cant get else where Thank you

It would be great if you could do a podcast about the PL101 crushing at Smolensk. It would be great to hear the airline pilot opinion about that accident.

Excellent videos! As a non-aviator, they are endlessly informative. I would consider refraining from saying “destroying energy”. The First Law of Thermodynamics is; Energy can neither be created or destroyed, only altered in form. Keep up the great work.

I learn sooooo much from all your videos 🙏🏼👍🏼 Thank you so much.

I just noticed the red and green pillows on the left and right of the couch - just like an airplane! Very clever.

Smart way to report given the interest with 8303. Thanks Mentour !

Thank You my friend!

Could you do a video on how you choose TO and landing flaps ?

Seen it described as a JU87 Bombing Run for the PIA Airbus. Very apt! !

7:36: *Oooh, if you do this you're going to be really really high.* Dutch people, walking out of a "coffee shop": Ya, that's the plan.

how does not one NOT have an absolutely fantastic day after this? Amazing content as always.

It’s awesome that a pilot can say nah I don’t like this, let’s go around” for any reason, even maybe no reason - maybe just a gut feeling that something wasn’t right with the approach, and there is a no-blame policy. I wonder if the same is true of all airlines.

I'm addicted to your videos great job keep it up big fan from algeria

Petter I’m a LONG time follower who’s only a simple AVGeek. My site kept me from going military and commercial BUT I keep up with you. Thank you for letting me liv vicariously through you and understanding everything you are explaining. This is an AH HA common sense yet DUH “Why didn’t I get it “ moment. It all makes sense now! Thank you. I would love to shake your hand and jump seat with you one day. At the least Patreon but digging the c19 life in California. BTW sincerely like the “Positive Attitude” vs. “Bad Attitude” shirts! I’ll buy one when I get back to work!! You are so inspirational. All the best to you and your family. Hope you get back in the sky soon!! Peace:

I love your dog.

Excellent vid. I'm a bit surprised that those two pilots were not fired and/or sued.

Great explanation as always! Thank you!

Your explanation is impeccable. In the case of PIA 8303 there was not an offer from Karachi's ATC for a short cut because they warned the pilot that he was not under SOP and then later ATC commanded him to turn 180°, giving the pilot a chance to circle once more, slowing down speed and lowering his altitude. But the pilot ignored that, unfortunately.

Very nice, thanks for comprehensive information.

8:30 Physics teacher here. Drag does not "destroy" energy; it just moves your kinetic energy to the air around you instead and also converts some of the kinetic energy to heat. The result is a reduction of speed. I have heard fighter pilots on documentaries mention trading altitude (gravitational potential energy) for speed (kinetic energy) and in air combat, Speed is Life. In non-combat aviation, that is not such an important detail, but when coming in to land, you have to lose (not destroy) your gravitational potential energy while not picking up too much speed. So the energy process is: chemical potential energy (fuel + oxygen in the air) is used to produce thrust, thus gaining kinetic energy which is traded off to gain altitude, thus gaining gravitational potential energy, taking you to cruising altitude and speed. To land, the gravitational potential energy is converted to kinetic energy (you speed up as you descend), but the pilots reduce thrust to allow drag to slow you down (transfer kinetic energy of the aircraft to kinetic energy of the air and heat). As you slow down, you can start using drag-inducing flaps to increase the drag energy transfer to the air. The flaps also produce extra lift at low speed by converting some horizontal kinetic energy to vertical (upward) kinetic energy, but you are descending faster than the flaps are lifting, so you keep going down). So by balancing the transformation of gravitational potential energy to kinetic energy and the translation of aircraft kinetic energy to air kinetic energy (and heat), the aircraft can be safely brought down on the runway threshold, where it can convert almost all of the rest of its kinetic energy to air kinetic energy (by thrust reversers, as well as flaps and other drag inducing mechanisms) and heat (brakes, and increased drag) in order to slow down to taxi speeds.

Loved the case study - more of these please. :)

Well said Peter knowing your configuration thank you

Thank you for explaining. Give the dog a hug from me

Very informative in explaining how pilots can get into such situations.

Loved this video!

Quite informative. Good job!

nicely explained, thanks

Very informative video. Thank you.

Thanks for that. Always a pleasure to listen to you. Stay safe. Regards. Mick🇬🇧

In the NTSB video, as soon as either pilots says "go around" you go around, period.

Thanks for the very Informative video.

lovely work Petter ! ty for that :D

Great explanation. Brings back memories on my first flight with a new Mooney. Slippery

This is the best and most sophisticated video about this topic I found by far! I'm very impressed and showing you my full respect for your work. Thank you. (Maybe Pakistan [and Indonesia and some more countries] should hire you as an official speaker and officer for airline safety and education...)

Once again, I learnt a lot from this video. Simply excellent. Thank you very much.

Very nice video, Captain.

Great channel! And watching your dog is very relaxing!

Great explanation

So good video! I learned very much!!!

Fantastic video thank you

I learned a lot today about the descent until landing operation both in nominal and degraded mode and the role of both the captain and the copilot during approach until landing. I completed the video with going to Wikipedia in order to understand what the ILS is and how it is implemented around the landing strip.

I love the case studies

Love you copilot sleeping in the background! So cute!

These videos deserve more likes and views

Atc guys are just brilliant. Salute

now THATS amazing content. More content like this captain learned so much!

Thanks for putting efforts in making these videos.

Descents ... Oh, the stories I could tell about my student pilot days ... Like the time I was on a student solo on the downwind leg in the pattern for landing and the tower asked me if I could make a short approach. My response? _"I'll try."_ ATC: _"Disregard. I'll call your base."_ (IIRC, the tower was trying to get me in ahead of another aircraft on a straight in approach.) Yes, now I know that my response should have been _"unable"._ I had done a few short approaches with my instructor, but wasn't really proficient, especially since my CFII's preferred method was to perform a slip to lose altitude.

Excellent content. Please keep making these vids.

Petter/Mentour, Great video and explanation - thank you! God bless Paul (in MA USA)

Many thanks Mentour! Your advice about stabilised approaches helped me improve my rc model plane landings a lot! :)

I love this series.

hello. Esric here!.. Thanks Capt. for a great lecture.. I learnt a ton 🙏

Very informative.

Excellent!!

One either plans or one doesn’t. “Pre-plan” is a tautology. Fascinating to learn just how much thinking and planning has to go into an approach. I just assumed you would get your shortcut, drop altitude, slow down and pop the aircraft onto the ground. Had no idea there were so many additional factors to consider.

Fantastic video, learned a ton. Maybe your best yet!

Your videos are great!

Commenting for Al, thanks for the video bud!

Great content !

Should try the Innsbruck eastbound approach over the beacon. 10,000 ft to descend in 10 miles. I go down steep so when I get to the glide slope you have time for drag to slow your down.

The second graph is wrong. The kinetic energy increases with the square of the velocity.

Can you get an Air Traffic Control staff to interview , you could learn from there prospective , I think all pilots should. Love the vids Mentour from Dublin

Great video, as always! :D Greetings from Wroclaw! :D

Speaking of trying to lose energy and how it can be difficult at times, that reminds me of situation I read about. A military aircraft needed to refuel from a tanker out over the ocean somewhere. I don't remember the exact details but they were having trouble making enough speed so after the tanker had done everything else to slow down, the pilots In the thirsty aircraft were shocked to see the landing gear come out of the bottom of the tanker

That was the best video you ever done , and I always wonder about go around power and you said there is approach thrust!

excellent