Malaysian A330 has UNRELIABLE AIRSPEED, HYDRAULIC LEAK and more!

VASAviation -
VASAviation -

*A tough day at the office* VASAviation will refresh this comment and post the official report as soon as it releases.

Vor 2 years
Kittana
Kittana

@Luxaly they did not identify the pitot covers

Vor 3 Monate
Brandon Rozario
Brandon Rozario

@blackhawks81H using pitot covers is generally not a part of the turnaround procedure on most Quantas routes. It is a very common procedure at Brisbane due to a wasp problem. The pilots were just not used to checking specifically for covers. Everyone is more aware of the issue now.

Vor 5 Monate
Captian Morgan
Captian Morgan

@guneetify My understanding (from reading the report) is that the ADRs were turned off due to no (or bad?) data from the covered pitot tubes so as to not confuse the pilot and computer. "In accordance with published procedures, the flight crew turned off the three air data reference systems (ADRs) at 1343." When the ADRs are switched off there is no more air speed information and so the hydraulics to the gear is 'valved off' to prevent them from being lowered at too high an airspeed. This necessitates a manual / gravity extension. "Normal landing gear extension could not be accomplished with all three ADRs off. The flight crew performed a landing gear gravity extension" Again, this is all just from reading the report. My knowledge of flying starts and ends with some limited 152 and 172 flying. I don't even have my private pilots license. I did sit in an A-10 cockpit once, long ago... :-)

Vor 9 Monate
guneetify
guneetify

Captian Morgan im pretty sure gravity extension of the gear is done without touching the ADRs. Just a hydraulic level that you rotate clockwise. Im type rated on an airbus so I know but I could be wrong if youve got a lot more hours on it than me. 😊

Vor 9 Monate
Captian Morgan
Captian Morgan

@guneetify In the report (linked to above by Eagle TheDigger) it reads: "7. A safety valve prevents landing gear extension above 280 kt, and must be overridden when airspeed is not available." So it appears turning off the ADRs enables a hydraulic safety valve for the gear, since airspeed data is not available, forcing a gravity extension of the gear.

Vor 9 Monate
Jason Bossert
Jason Bossert

This could have been the issue with MH370

Vor Monat
Oncampus2k
Oncampus2k

“PAN PAN PAN!” “Acknowledged as not my problem, contact departures. Good day.”

Vor 3 Monate
Mountain
Mountain

ATC speaking clear and calm, perfect!! Congratulations 👏👏👏.

Vor 3 Monate
Kittana
Kittana

What a shame they forgot to remove the pitot covers gezzz

Vor 3 Monate
ErioAngel丽莎
ErioAngel丽莎

They forgot to remove pitot covers

Vor 3 Monate
daddyg
daddyg

Can I just say, well done to the aussie ATC, what a difference in clarity and concise instructions compared to other US videos here. Welldone

Vor 4 Monate
Mehrbod Janatian
Mehrbod Janatian

https://www.atsb.gov.au/publications/investigation_reports/2018/aair/ao-2018-053/

Vor 4 Monate
jjaus
jjaus

Unless I have it wrong, pitot covers were missed in the pre-flight and takeoff wasn't aborted at 100kts when there was a speed mismatch. Below V1.

Vor 5 Monate
Tronas
Tronas

Silco lol, mate You need to do better. Your subtitles are terrible in most videos.

Vor 6 Monate
SoloPilot6
SoloPilot6

4:35 "information PAPA" not "prepared." The automated information system periodically updates, and these updates are identified by letter (in this case "P"), so that pilots and ATC are both working from the same information set.

Vor 7 Monate
Jose San
Jose San

Nice app atc controller at all. Great job .

Vor 7 Monate
Don F
Don F

I forget... why is it I refuse to fly Middle Eastern or South American or Far East carriers??? Oh yeah, I remember now!!! The only thing worse than the pilots... is the maintenance. Basically, the only moderately safe airlines are U.S., English, or Australian flagged.

Vor 8 Monate
tiadaid
tiadaid

US airlines? The same US airlines that lost planes due to maintenance issues (Alaska 261, American 191 among others) or pilot error (American 587, Comair 5191)? Also, I do recall English & Australian airlines having maintenance issues (BA 5390, QF30) and pilot error to (QF1) Yeah....

Vor 5 Monate
Peter Steitz
Peter Steitz

Just an amazing job by ATC and the pilots. The Aussies are very cool and professional.

Vor 9 Monate
Michael Inocente
Michael Inocente

"That is not my job! Contact departure 118.45, have a good day." -Tower when an aircraft declares PAN-PAN

Vor 9 Monate
Markus
Markus

Oh we, he was leaving the aerodrome... Tower can't clear traffic if needed and other things necessary.

Vor 8 Monate
Hank Chinaski
Hank Chinaski

@09:30

Vor 9 Monate
Rick Edwards
Rick Edwards

Alternate law and unknown airspeed? Worst day yet. Wouldn't 130kt be really close to minimums. Not much room to react at that point. Laying it all in.

Vor 9 Monate
Max Myzer
Max Myzer

typo at 7:58 hha

Vor 9 Monate
Reddy Kilowatt
Reddy Kilowatt

They should clone that wonderful controller and put him in every tower.

Vor 9 Monate
bruchpilot747
bruchpilot747

Where were the airspeed alive and 80kts crosschecks?...

Vor year
Gary Roberts
Gary Roberts

the tower controller should be shot she does not know what the situation is very sad or captain a good talk down on speed s would be good

Vor year
someone
someone

Interim report: https://www.atsb.gov.au/publications/investigation_reports/2018/aair/ao-2018-053/ still awaiting final report, expected 3rd quarter 2020

Vor year
Tree Grass
Tree Grass

Feel like wanna marry with this atc. GREAT JOB SIR!

Vor year
Joshua Hudson
Joshua Hudson

Don't these guys have a stall horn, or do they lose all their ability to sense stall in alternate law?

Vor year
Jeff Kubel
Jeff Kubel

3:50, he's saying "we are now on alternate law", which is Airbus for the computer doesn't protect from pilot induced unsafe conditions such as angle of attack and overspeed.

Vor year
TheSuicideRunner
TheSuicideRunner

@mihan2d Malaysian 134, NG or MAX? If MAX, please declare MAYDAY.

Vor 12 Tage
mihan2d
mihan2d

@AnH *Uhm, we have a PANPANPAN, it appears that our Airbus just degraded into Boeing, Malasian 134*

Vor 5 Monate
AnH
AnH

Basically it is an older Boeing now.

Vor 8 Monate
ToastyCoffee
ToastyCoffee

That ATC sounds more European than Malaysian. Never mind I just realize this isn’t in Malaya lmao just that the jet is from malaria

Vor year
thecockerel
thecockerel

Aussie ATC is chill.

Vor year
Heribert Fassbender
Heribert Fassbender

I don't get, why the pilots have to stick the mic up into their mouth, while talking to eachother in the cockpit you clearly hear the overbreath in the mic, I would slap my co for that.

Vor year
MrCrystalcranium
MrCrystalcranium

Wonderful job by the pilots and controllers. You can hear the tension in the pilot's voice and I would be nervous too...an electric Airbus with a pitot tube problem...so many Airbus commercial aircraft have gone down from a combination of a faulty speed sensor...a lightning fast, control surface manipulating flight computer that's getting the faulty data and confused pilots making overcompensating yanks on their PlayStation joysticks. This had disaster written all over it!

Vor year
Charles Chelliah
Charles Chelliah

This website is full of crap and rubbish reporting not actual facts. Don’t waste your time reading crap

Vor year
VASAviation -
VASAviation -

Thank you! Glad you like my channel. Don't forget to leave your life!

Vor year
Charles Chelliah
Charles Chelliah

Load of rubbish of all comments posted , not for skills of pilots on the said flight ATC could not safe the flight of a impending crash

Vor year
Princess Peach
Princess Peach

If they didn't see it, they'd be dead

Vor year
Truth Provider
Truth Provider

Absolutely superb ATC communication to the Malaysian pilots. Clear, concise and most helpful. Totally professional. Well done.

Vor year
Mehdi Ikouirene
Mehdi Ikouirene

That’s how you handle, loss of airspeed indications .. not like some other event have shown .. AF..

Vor year
38911bytefree
38911bytefree

The pilots are using radar speed indications re-told by ATC. Wouldnt be fantastic if this information could be sent back automatically (by radio) and picked up by the aircraft systems and put on display. Or find another airspeed indication away from pitot tubes.

Vor year
Richard Ren
Richard Ren

I think there is a jet during taxi « everything is breaking on this thing »

Vor year
Elias Who Flias
Elias Who Flias

Good job MA-134, kept pretty cool

Vor year
Nawaz Kazi
Nawaz Kazi

In mh 370 there was a Singapore airlines flight behind. In mh 17 there was a singapore airlines. And again here though not directly behind there was again a Singapore airlines flight.

Vor year
Mark18Martin
Mark18Martin

How did they let the plane depart in the first place with signs of leakage of hydraulic fluids at the bay? Surely someone from the airlines or airport has to do a visual inspection before hand?

Vor year
jcl410
jcl410

The airport found the oil near the departure end of the runway, not at the gate.

Vor year
6yjjk
6yjjk

0:15, 15:40 Damn, that hydraulic fluid stripped the paint off the fuselage!

Vor year
Widyka Canacantya
Widyka Canacantya

3:52 alternate law Airbus' flight envelope law

Vor year
jonathan bennett
jonathan bennett

Wow standing ovation! These fellas have their shit wired tight 👍

Vor year
Foul Lily
Foul Lily

australian woman almost always sound so fed up xD

Vor year
LED Steam
LED Steam

The tower was very calm and so were the pilots but I notice the pilots speaking a little faster as they got closer to the runway. Good job to Mala134 and tower.

Vor year
Emilienne Ong
Emilienne Ong

3:53 " we lost all airspeed indications and we are now on alternate law".

Vor year
Scythal
Scythal

I respect the work the controllers do, but I genuinely have a question; why does the voice of the pilot of MAS134 remind me of the pilot of MAS370?

Vor year
Ky Low
Ky Low

Scythal that's the malay accent. Malaysian Chinese accent is more like the SIA pilot's voice.

Vor year
Flagel
Flagel

8:13 Pilot: We might need a tug after landing- FO: No we WILL! had my sides cracking😂

Vor year
Simon Peters
Simon Peters

@4:38 He sais "Information Papa" instead of "prepared" ;)

Vor 2 years
rubicon10 rubicon
rubicon10 rubicon

amazing job, both pilots and controllers, not and easy emergency.

Vor 2 years
Chris Saindon
Chris Saindon

PAN PAN PAN..hate those three words. LOVE this outcome. Great, professional work!

Vor 2 years
Jemand
Jemand

"MAYDAY MADAY MADAY, WE ARE GOING DOWN, WE ARE GOING DOWN!!!" "contact departure 145.85, have a good day" "good day"

Vor 2 years
shreddder999
shreddder999

@VASAviation - 145.85 is indeed within VHF range. It is in the Amateur Radio band in most countries. VHF is from 30Mhz to 300MHz

Vor 6 Monate
Jemand
Jemand

@YellowZebra I learned that now :D

Vor 7 Monate
YellowZebra
YellowZebra

It's in the amateur radio spectrum. At least in the US 😆. Yes, I know it's a joke tho

Vor 7 Monate
5Andysalive
5Andysalive

just use s-band on your high-gain.

Vor 8 Monate
하성진
하성진

😂

Vor 8 Monate
LogRol
LogRol

At 10:18 the CC is mistaked. "you a 20 mile fianl on the ILS runway 01"

Vor 2 years
kabalder
kabalder

"We..er.. may need a tug([captain:]NO, WE WILL!!!) once we are on the runway.. er..". edit: question - is it common that instructions get lost between the transfer to the tower on the final approach? Things like "could you let us know if our ground speed falls below..". Would the next person have heard the previous exchange, or would they have the info written to them..? Just seems kind of curious, since I guess you'd really expect the last calm couple of seconds before final would be where these bright ideas would turn up. Like, "Oh, and the purser just told me the engine fell off with a clank three minutes ago, which explains that mystery we were trying to figure out. Switching to 129.blah and have a nice day". Would the transfer know, and how?

Vor 2 years
Eagle TheDigger
Eagle TheDigger

Preliminary report https://www.atsb.gov.au/publications/investigation_reports/2018/aair/ao-2018-053/

Vor 2 years
Paul Allen
Paul Allen

A few noob questions: how is ASI related to loosing hydraulic fluid? how did they know in the air that they will need a tow?

Vor 2 years
Paul Allen
Paul Allen

@BW Acuff thanks

Vor 2 years
BW Acuff
BW Acuff

I don't know about your first question (my guess is there were two separate problems on this flight: one with the pitot covers being on and the other a hydraulic leak) but the government report says the crew had to gravity drop the gear which on this particular aircraft renders the steering unusable because the gear doors don't retract flush with the fuselage after a gravity drop. Any more-than-moderate steering in that case would cause parts on the strut to impact the doors. A tug can watch the clearance during the tow.

Vor 2 years
Guillermo R.
Guillermo R.

A question VASAviation, minute 6:18, when the pilot asked about radar airspeed, I think the ATC commited the error about read-back him the transponder's speed information, and NOT the ground speed? I am right?. Remember the case Aeroperu Flight 603? , where the idiot at ATC repeat agan and again the information of the transponder and not the radar can measures like ground speed and altitude. I mean, if the ATC already know in this video that the speed is unreliable, the pilot said.

Vor 2 years
Steve Auld
Steve Auld

3:52 'and we are now on alternate law'. They are now on the most basic fly-by-wire setting for that aircraft. Although still fly-by-wire, the flight control computers are directly interpreting the inputs from the pilots without 'modification'. 4:35 'Information Papa (P) is now current'. Latest weather update from the ATIS system at the airport. Taxiway, not traxiway.

Vor 2 years
Elios0000
Elios0000

so like a boeing all the time lol oh Airbus pilots

Vor 2 years
Brian Peace
Brian Peace

This surprises me a little bit - enough that I had to do some digging - the best I can find is the MINIMUM approach speed for an A330-300 at MLW (Max Landing Weight) is 137kts. They asked at one point for the controllers to advise them if the speed on radar fell below 130kts ground speed - which would be an even lower number than indicated airspeed (for example, if they are at 4000ft stabilizing for this approach, the IAS would be under 130 if the ground speed read 130). I wonder why they asked for a warning at 130 instead of a bit higher - say 145 or so? 150? given they must have been close to max landing weight with 9:20 of fuel on board. If they had no indication of the actual speed, it is scary to me to think they would have relied on ATC giving them a warning at or below (??) the stall speed for the a/c. Just some armchair observations, any RW a330 pilot out there know the answer?

Vor 2 years
Muzalli Sam
Muzalli Sam

How my beloved national carrier pilots have degraded I. linguistic skills. Before our pilots could speak the queen's English, now they sound like Indians...

Vor 2 years
Muzalli Sam
Muzalli Sam

@Mcdonalds Burnt chicken nuggets it's not racist. im just stating a fact. just imagine this. an american or australian licing in australia or america for his entire life , learns english from a foreigner and is stuck with the foreigner accent because the early education system was fucked up by budget cuts in order to fund white elephants projects to make some politicians and their cronies rich. thats is what im talking about. Malaysia in the pass was known for having a neutral sounding spoken english. we do not hang accents or slangs when speaking english to foreigners. but when we speak english between ourself there is a million and one slangs and accents. how has my country fall from grace or whatever grace it had before.

Vor 5 Monate
tiadaid
tiadaid

You don't need to speak with an English accent to be a pilot. Enough that you're easily understood. If you're talking about how they're stuttering when they speak, it's because they're flying the plane and trying to focus on the problem. Not because they can't speak English.

Vor 5 Monate
Mcdonalds Burnt chicken nuggets
Mcdonalds Burnt chicken nuggets

Well thats pretty racist mate

Vor year
Hendra Saleh
Hendra Saleh

Lion air Jt610 disaster is because airspeed error

Vor 2 years
Current Batches
Current Batches

4:34 That's "information poppa", not "information prepared". Separated by the same language...

Vor 2 years
Ellenor Bjornsdottir
Ellenor Bjornsdottir

yep

Vor year
Ary S
Ary S

a lion air would have crashed if this happened to them

Vor 2 years
The Doctor
The Doctor

3:48 alternate law

Vor 2 years
trustgtr33
trustgtr33

would the speed reading on radar be unreliable as well since its getting its data from the aircraft?

Vor 2 years
Rafael Morillo
Rafael Morillo

Could anyone tell me the relationship between the pitot covers and the oil leak? Because the report says all the failure was caused by the covesr, and the leaks are never mentioned (as far as I have read in the summary comments)

Vor 2 years
scorps888
scorps888

I believe there were 2 seperate incidents involved here. Firstly the pitot covers, and secondly a hydraulics leak, which meant they had no nose wheel steering, hence why the pilot requested a tug to remove them from the runway after landing

Vor 9 Monate
ToastyCoffee
ToastyCoffee

Rafael Morillo probably didn’t include because it wasn’t part of the incident, they were grounded for six weeks after wards so they likely look into it after it land

Vor year
Lloyd Bell
Lloyd Bell

Great work guys..!

Vor 2 years
1 Can Stuntman
1 Can Stuntman

ATC reporting that 160 ground speed probably saved all onboard They nudged it back up to 180 straight away.

Vor 2 years
vap0rtranz
vap0rtranz

@1 Can Stuntman Ah, weight of plane (b/c of full fuel) as another factor. Thx!

Vor 2 years
1 Can Stuntman
1 Can Stuntman

vap0rtranz your calculations are off but yes you are right. Ground speed is not airspeed. To add to the problem is the fact that they are full of fuel which also raises the stall speed of the aircraft especially if not configured for slow speed flight such as a typical landing configuration with flaps and slats extended.

Vor 2 years
vap0rtranz
vap0rtranz

Exactly. I'm an idiot ground lover and when I hear that "lost airspeed indication", like just happened with the Lion Air crash, then my thought is to ask the ground/tower/ATC for a speed check as a sanity for how far off the instruments are?? Listening here and that is what ATC/ground told the pilots -- ground speed. B/c wouldn't the plane's airspeed be the ground speed + wind speed?

Vor 2 years
Ishan Joneja
Ishan Joneja

What amazing Atc ! The guy on the departure frequency is a blessing to a pilot in an emergency like this !

Vor 2 years
1엔드워프중앙역
1엔드워프중앙역

Very professional pilot.

Vor 2 years
Antons Photography
Antons Photography

Like, If you love VASAviation too!!!

Vor 2 years
Francis Galiegue
Francis Galiegue

@15:57 it is "for what it's worth"

Vor 2 years
STIHLable
STIHLable

7:51 BNE TRW "Car 18, enter runway 01" displays as "Malaysian 134, enter runway 01"

Vor 2 years
Sean Breheny
Sean Breheny

It's hard enough to understand how they missed the pitot covers but what about during the takeoff roll? Wouldn't they have noticed that the airspeed wasn't climbing as it should? How would they have known when to rotate? Isn't there an explicit cross-check of airspeed at V1?

Vor 2 years
Six hundred
Six hundred

I was watching hobos hopping the trains, I have no idea how I ended up here.

Vor 2 years
2660016A
2660016A

The main thing I struggled to fathom here is, if we know that the pitot covers were left on, how was there no indication of an airspeed anomaly on the takeoff roll?I think the most likely answer is due to the fact that the pitot heat on the airbus operates at a lower power setting whilst on the ground, so the probes may have been giving some kind of reading (likely incorrect, but possibly the same on both sides) during the takeoff roll due to the fact that the covers hadn’t yet melted on. Once the aircraft got airborne, the higher heat setting would have engaged, melting the covers and possibly creating a much tighter seal, which would then make the problem more noticeable.

Vor 2 years
tabaks
tabaks

That was one helluva preflight check, scratch that, preflight run by the pilot crew.

Vor 2 years
Fadly A. Rahman
Fadly A. Rahman

What are the odds that several system failed at once? Are the hydraulic and the speed indicator tied together?

Vor 2 years
Fadly A. Rahman
Fadly A. Rahman

Good clear english.

Vor 2 years
lanunselatable
lanunselatable

I wonder why the pilot stammer when saying his callsign?

Vor 2 years
Imrahil
Imrahil

Did departure really transfer a potential emergency to another frequency? Wtf...

Vor 2 years
VASAviation -
VASAviation -

Why not?

Vor 2 years
Elle Caroline
Elle Caroline

Thank you for coming back safely..thank you ATC for your good job.. We're Malaysian can't bear losing anymore soul.. Its OK if you bomb or crash the plane without any soul on it..but its traumatized knowing the plane crash & those on board can't comeback safe & sound to their family...having 2cases are enough..

Vor 2 years
Sylvia Else
Sylvia Else

Sounds like the captain didn't understand that the altitude shown on a radar screen comes from the aircraft, and is no more reliable than the aircraft's own instruments.

Vor 2 years
Paul Saccani
Paul Saccani

@VASAviation - No, that is not how an ATC radar works. Radar altitude for civil ATC is purely based on transponder interrogation. Usually it is a mode-C squit of the transponders barometric altitude encoder. ATC radar in the Australian terminal environment can give position and speed information but not altitude information as there is no height finder radar. Military radars may be able to offer height information. Your notion that ground distance and direct distance give you height from trigonometry is not valid for the radars available to Australian ATC, nor, I strongly suspect, for any civil ATC in the world. To get height from primary radar you usually need a seperate height finder radar which is not a part of civil ATC systems. Some military phased array radars can use one radar to determine position, speed and altitude. In addition to mode-C, many civil ATC consoles are capable of displaying GPS height from the extended squitter of ADS-B transponders.

Vor 2 years
Sylvia Else
Sylvia Else

The ground radar has no way of measuring the pressure where the aircraft is.

Vor 2 years
VASAviation -
VASAviation -

Ground distance and direct distance end up giving you height. Bring atmospheric pressure into play and you have your altitude information. Triangle Maths. Trigonometry.

Vor 2 years
Sylvia Else
Sylvia Else

That gives the distance to the aircraft, based on the round-trip time. It doesn't give the altitude.

Vor 2 years
VASAviation -
VASAviation -

Altitude on the screen comes from the radar. A wave goes to the aircraft, hit it and comes back. That's how a radar works.

Vor 2 years
bullatthegate
bullatthegate

Normally foreigners have difficulty understanding Australians this fella has really done a good job in communicating in a way where everyone understands. Well done !

Vor 2 years
Final Approach
Final Approach

Wow, Australian controllers. Kudos for making it super clear. (A look at the US controllers)

Vor 2 years
Bartosz Olszewski
Bartosz Olszewski

The ATC sounds so good, almost as if it were automated, instead of controllers speaking 1000 words per minute over $2 microphones.

Vor 2 years
Bashar Rafid
Bashar Rafid

Can anyone pls explain the difference between PAN-PAN and MAYDAY ?

Vor 2 years
Bashar Rafid
Bashar Rafid

@VASAviation - Thanks 😍

Vor 2 years
VASAviation -
VASAviation -

PANPAN is urgency. MAYDAY is emergency.

Vor 2 years
ŠřÅâb_99
ŠřÅâb_99

😥

Vor 2 years
Franklin Soong
Franklin Soong

Yet another case of pitot tubes malfunctioning, unreliable airspeed indication during nighttime is especially horrifying, just look at Air France 447 for example (albeit their circumstances were different). Props to the pilots for landing the plane safely. However, although I'm nowhere close to being an expert, I personally think that the pilots should've aborted the takeoff, because the IAS and ground speed indicator would've presumably been abnormal during takeoff, and observable before they've hit the decision speed. But hey, I might be completely wrong so don't judge me.

Vor 2 years
Dottore_Martino
Dottore_Martino

Goddamit, what a 100% pure proffesianalism of the ATC Officers. Respect.

Vor 2 years
jenny diazvigneault
jenny diazvigneault

Always check your aircraft before takeoff people.

Vor 2 years
Cloud Dancer
Cloud Dancer

Amazing job by the controller, I want to hug him

Vor 2 years
blackhawks81H
blackhawks81H

Here's what I don't get. They discovered that the pilots failed to remove the pitot tube covers before takeoff. They melted over the ports and blocked all holy hell out of them. What about the static ports? And more importantly. They did confirm a hydraulic leak upon landing. Accidentally leaving the pitot covers on isn't gonna cause a hydraulic leak. Some serious maintenance/procedure issues going on with this plane. Hell, I'd say the company has a serious problem if somehow you'd have both issues on a single plane. One of them being super bone headed and preventable. If I were them I'd be hiring an outside consultant to take a look at the whole company culture. Prevent a serious tragedy in the future.

Vor 2 years
Maciej Kornatowski
Maciej Kornatowski

It's actually a lot more nuanced than that. Malaysian does not routinely use pitot covers. Those were fitted by local maintenence operator who was contracted by Malaysian, since that was SOP for Brisbane due to insect activity, without knowledge of either Malaysian maintanence engineer (who actually was flying back home on this flight...) or flight crew. Now you can obviously and rightfully blame pilot failing to see it on walk around, but he didn't know those were fitted nor would he ever expect covers on company plane. It's really annyoing nobody from maintenence operator noticed it though... The big issue here was that Malaysian basically just re-commenced operations from Brisbane, that's why they were using outside contractors, and they didn't establish proper procedures in line with company policy yet.

Vor 10 Monate
Ikywt ootw
Ikywt ootw

@Jason Nicholas Who quit?

Vor 2 years
Jason Nicholas
Jason Nicholas

They did. He quit.

Vor 2 years
Mitchell H
Mitchell H

PANPANPANPANPANPAN

Vor 2 years
drenahmeti22
drenahmeti22

03:53 is “alternate law”, a fly-by-wire state of flying.

Vor 2 years
Snowey Stewed
Snowey Stewed

Ohh!! That controller is good!!!

Vor 2 years
Steven Richardson
Steven Richardson

Unreliable airspeed is one of the hardest events to handle in a transport category aircraft.

Vor 2 years
HEF Aviation
HEF Aviation

Pan pan panini

Vor 2 years
YoMama
YoMama

aerodrome? ffs!

Vor 2 years
Salem Aziz
Salem Aziz

thanks for the video. tough day, but all is well.

Vor 2 years
AbdulRahman AlAli
AbdulRahman AlAli

why on earth do you tell the controller that you're on alternate law =))

Vor 2 years
Paul Saccani
Paul Saccani

@AbdulRahman AlAli - Although there are significant errors in the last post by Peter Carlson, I think you would be well served to delve deeper into the Airbus control philosophy, which has in the past resulted in the aircraft refusing to do what a pilot wants. Even the A300, which has no FBW will disobey direct pilot command inputs - this has, in my opinion, been a significant contributor to the deaths of hundreds of people. In the A300, with pilots making A/P mode selection errors, the A/P has overridden pilot pitch trim inputs, resulting in unrecoverable situations. With the FBW, you have had incidents where wheel brake and spoiler operation have been denied in cross wind landings due to one squat switch not being depressed, conversely, with single squat switch depression, you have had roll control authority reduced by half on a cross wind touch down, resulting in a roll severe enough for a wing tip strike. Also, more modern AB aircraft do not have mechanical reversion, you do not have pitch trim, rudder or thrust available by mechanical reversion. Having said that, there are some impressive reduncies built in, as well as better system segrations so that these new aircraft can tolerate a lot more damage/degradation than the old ones and survive. With regard to the Malaysian call that they were operating in alternate law, in this circumstance it does have something do with instruments. The mode of alternate law they were using substituted inertial and GNSS data for altitude on the PFD, and AoA data instead of speed (Back Up Speed Scale, BUSS mode on PFD). This makes it difficult to comply with airspeed (even though you can glance at the inertial/GNSS speed on the Nav display) and height instructions, GPS and barometric altitudes are not the same thing unless you are on the ground. A 1,000 foot of altitude may be more or less with barometric versus GPS, dependant on the temperatures in the column of air as well as the QNH. Operating in alternate law also means that you need to do an alternate (gravity) gear extension, which also means that you won't be able to get the gear up again afterwards - it also means that you will then be operating in direct law. I can't see any valid reason not to communicate that you are operating in alternate law, as it has ATC implications. Flying an instrument approach without airspeed makes it a little tricky to maintain the glideslope and an appropriate configuration. Alternate gear extension on this model of AB also results in the loss of NWS, I don't know how that works on your type. I think the big problem that occured in this case was that the procedural and simulator training may not have catered for all three sets of air data to be compromised at the same time - the 100 KIAS crosscheck relies on someone seeing 100 KIAS, not 100 KGS, if initiated by 100 KGAS, all airspeeds were likely the same and the cross check would be OK. Without suitable training and procedures for the situation, the obvious mismatch between INS/GNSS speed and air data and what to do about it may have required some thought at a critical phase of flight. Some formal method of incorporating INS/GNSS into the airspeed crosscheck may be needed, but due to their being many legitimate reasons for differences, this may create more problems than it solves.

Vor 2 years
AbdulRahman AlAli
AbdulRahman AlAli

you're an idiot man! You have no clue what an airbus is! i may live in a sandbox which is probably 10000 times better than the shithole you live in.. but you're just showing everyone that you're an imbecile! Oh and nice info which you probably copied from somewhere because for the past 5 years of flying an Airbus, i've never heard anyone saying vertical pitch stall protection! oh and btw, real pilots can fly an airbus in Mechanical backup! using rudders, trim, and thrust. So who ever says that an aircraft will refuse to do what a pilot wants is either an idiot or has no background in flying whatsoever.

Vor 2 years
Peter Carlson
Peter Carlson

There is control law, and navigational law. The ADC and FMS have to make sense of it, and without ALL inputs you have signifigant limitations on both. You tell the ATC that because they need to know that you may signifigantly deviate from your course, heading, altitude, and airspeed more than a plane with functioning pitot tubes would. That's not a minor deal, it's a huge one. They also are completely 100% fly by wire, and when you have no airspeed or static pressure from the pitot tubes that SIGNIFIGANTLY reduces said aircraft's maneuverability with the aircraft literally refusing to do what the pilot commands it to do. When you lose 2 or more air data sensors you go straight to alternate law 2, that means there is no longer any vertical pitch stall protection, the bank angle limiter is inoperative, and all turns will be hand flown. In IFR aviation that's a HUGE deal. That means the controller needs to keep traffic FAR away and not expect the same kind of IFR approaches they normally would for a large commercial airport. A standard 2 minute rate turn without knowing true airspeed is an outright dangerous maneuver, Also yaw control? forget about it. That goes automatically to direct mode. since there is no turn and slip indicator that will work with all pitot tubes blocked and they don't have a turn coordinator gauge it's all seat of pants flying, which is something you never want to do on such a large aircraft. I should remind you I have a BS in air traffic management in addition to a commercial pilot's licence and type certification on the A320 and yes, this is something we need to be aware of and something they train us to take into account. You... Looks like you live in some sandbox and take video of cars. I think I'll trust my knowledge over yours as it pertains to aviation any day of the week TYVM.

Vor 2 years
AbdulRahman AlAli
AbdulRahman AlAli

Peter Carlson dude. All of this has absolutely nothing to do with alternate law! You don’t seem very familiar with the Airbus philosophy, so i’ll save you time and not argue with you, because this essay that you’ve just written doesn’t have anything to do with what i was saying 😂😂😂😂😂😂

Vor 2 years
Peter Carlson
Peter Carlson

There are two things in navigation that you must aware of, accuracy, and precision. If took an olympic shooting event as an example, you could have a very precise rifle, that was not accurate, that would be like hitting 3 bullseyes... on the wrong target, Or you could have a very accurate rifle, that's not precise. That would be like hitting very close to the same spot on YOUR target every shot, but none hit the bullseye. When you fly in class B airspace you want both an accurate and precise position and speed. GPS is very precise, but because of the way it works it's accuracy drifts. Same goes for GPS altitude. When you fly an approach you want to keep a nice smooth 3 degree descent all the way down the runway. You also want to avoid traffic nearby and you want to make sure while you are on a runway heading that your course intersects it throughout it's entire length, and not just a few feet paralell to it. Another thing is you want to know your TRUE AIR SPEED. Without your Pitot tubes there is no way to know it as the wind is must faster the higher up you go and also changes direction. This is how hot air baloons steer. It matters not your ground speed, in fact planes flying west to east can even have a ground speed that exceeds the speed of sound, but the air flowing over the wings is what makes you fly, and also what dictates what speeds are safe to extend flaps. Not having pitot true air speed is a HUGE problem for any pilot and it's not something you can just go without. It it were, planes wouldn't have multiple pitot tubes and the lengthy servicing and calibration procedures that go along with them.

Vor 2 years

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