Boeing 737NG Terrain Escape manoeuvre!! - Cockpit Video (FFS)

Hey everyone, you better head on over to the mentor and another

video

podcast as usual. I hope you guys are doing absolutely fantastic today in the

video

. I'm going to talk about the

terrain

escape

maneuver. I'll tell you what the pilots do in case they're about to hit the ground. I'll show you some really exciting footage from inside the simulator in which a colleague of mine and I narrowly avoided the top of a mountain. I will also tell you about the different warning systems and why pilots may find themselves in this situation to begin with, so stay tuned, this video is brought to you in cooperation with our long-term sponsor, Skillshare now.

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terrain

accidents this is what this episode will be about. Fully qualified aircrews find themselves crashing into terrain for whatever reason. Now, during the 1960s, there were a series of accidents in which several hundred people died and the authorities never investigated the accident. They could not understand why the pilots had not simply avoided the terrain. Why had they done it?

They ended up in the situation they ended up in and what occurred to them was that for some reason the pilot had lost situational awareness, they didn't know where they were or they were missing crucial information and they thought some kind of warning was necessary. A system that would indicate to the aircrew that they were close to terrain would likely have prevented these accidents and if there was an associated procedure that the crew had to follow whenever they received these types of warnings, that would have helped a lot, so they began looking . On this and a Canadian-born engineer named Donald Bateman came up with a system called GPWS ground proximity warning system.

This is a system that relies on the radio altimeter on board the plane and basically senses how close the plane is to the terrain and also what kind of closure rate it has to the terrain and based on those signals it will issue warnings to the flight crew. telling him that he knows that terrain is approaching and that he will then instruct the crew to execute a terrain

escape

maneuver now that this was the case. implemented and was mandated first by the FAA and then by a cow in transport category airplanes when that happened, the overall safety of the airline industry increased a lot, in fact, Americans did a survey from 1974 to 2006. and although before survey or before the system was implemented there were about three and a half controlled flight into terrain accidents per year in US airspace, after it was implemented there were none so it showed an increase dramatic in safety, but these types of accidents continued to happen and they began to realize that although this system was good, it still had its limitations, since the radio altimeter could only measure what was happening, we will just burn all the planes, but Given the nature of the terrain, you might know. on your flat terrain, but there could be a mountain in front of you, so they needed to augment this system somehow, they needed to improve it and what came after, what was called EGPWS, enhanced ground proximity warning system and what It is a GPS based Global Map of all the terrain around the world, so that the aircraft not only knows that it is approaching the terrain but also knows what will happen in a few seconds, it will know what is happening around it and It will also give you a picture of yourself. on our navigation screen where a train is, so when we are flying, if we look at our navigation screen, the terrain that is from 500 feet below the plane and down to about 2,000 feet below will appear as little green dots will show that there are terrain there, but generally not problematic terrain that is between 500 feet and 2000 feet above our current altitude, we show it as amber dots and any terrain that is more than 2000 feet above our current altitude shows us red dots , so if we are flying and we have the Alps, for example, to the north, then we could be flying at, say, 10,000 feet and we can see red dots in our denial of this plane, but since we are not flying in that direction, there is no problem.

If we start flying towards that terrain then the EGPWS system is starting to work well and is starting to calculate how far we are from this terrain and when we are within 40 to 60 seconds of a possible collision it will call terrain. That's an auditory warning. When that happens on our navigation screen, we'll see the area turn solid amber. That's the first warning when you feel like you're within 20 to 40 seconds of terrain impact, it'll call terrain instead. and the area will turn solid red now every time we stop here like an audible warning from the plane which is called loud GPWS warning we have to execute the terrain escape maneuver okay I will show you how it works and I will tell you how it works in a second, but there are other word warnings as well, so the EGPWS system works in conjunction with a wind chill warning system.

It works in conjunction with monitoring our glideslope performance, so if we drop below the glideslope on an approach, it will emit a glideslope. It feels if we have an excessive sink rate, so we call sink rate sink rate and also if we come out of an airport and start losing altitude with a high thrust setting, it will give you a don't sink warning, okay? These warnings are called GPWS soft warnings and when you receive a soft warning, the pilot flying has the option to simply change the flight path, so if you receive a timing warning, we can simply decrease the sink rate a little and that's all we have to do, but every time we receive a strong warning from GPWS we execute the train escape maneuver and we do it immediately.

It doesn't matter if we think it's wrong, in fact we have to assume it's right, the reason we have to assume it's right because we may not know where we are, we may have made a mistake and our brain thinks that we are in one place when we are actually somewhere else, so monitor flight into terrain accidents that have occurred with the The operation of the GPS system is because the pilot simply assumed that these were erroneous warnings because they had lost the situational awareness due to faulty navigation aids or because they had executed something in the FMC that had turned the aircraft on a completely different heading. route and they haven't noticed it, so when we hear that with a harsh terrain warning, the pilot flying will do the following memory items immediately, he will have to disengage the autopilot, disengage the output rattle, aggressively apply maximum thrust until the end, firewall, the engines pitch and bank simultaneously the wings level at 20 degrees the pitch slows down the speed backwards those things must be done immediately the pilot monitoring has to verify that all these actions are being carried out then check the radio altimeter and on the navigation screen and call Identify any trend towards the terrain as it rises or falls until we have cleared the ring.

Now polar flight had done this initially, so now we are sitting on a 20 degree image, but that might not be enough if we are flying to observe. a huge mountain range for example this might not work so we can continue going up to the pitch limit indicators or flashing shaker now if you want to know what the pitch limit indicators look like and what a train looks like sorry , what Stovall's escape maneuver looks like then. I made a video about it a few weeks ago. It's a really good video to demonstrate how to deal with a loss, but in this case we have to sit with an intermittent shaker going up until we get four big shakers and then back down. a little bit and then you continue doing that until you're clear of the terrain because remember that escaping the terrain is absolutely crucial now when it comes to all the other build changes we leave it alone and the reason for this is for example the flaps if the flaps are set, if we simply raise the flaps well, then we could lose crucial lift and we could stop the plane, the plane will not go up and it could impact the terrain, the gear, if that were out, we leave it out because here it could We actually take on a lot of load if we hit terrain, so we only start retracting the flaps and retracting the landing gear when we are absolutely sure we are clear of the terrain and start descending, gaining airspeed, climbing, retract the flap gear. up and we enter something that would look similar to a normal turnaround maneuver, but that's only once the terrain has been positively identified as clear, so let's take a look at what that looks like inside the simulator and we'll talk. a little bit about what happened next, so welcome to Salzburg.

Lorenzo and I are going to do a simulation of how to do a circuit on runway 3-3 in Salzburg, but during a certain maneuver something goes terribly wrong and we lose our situational awareness and start flying towards the mountains so what I'm going to demonstrate is a terrain escape maneuver, this is a critical maneuver that we have to know how to do by heart in case we find ourselves in a situation like this and I need the plane to get away from the terrain as quickly as possible, so I want you to help me attention, it will be the pilot who will fly the actions that I will do and also the calls that Lorenzo will make when we are in In the terrain escape maneuver there will be some indications on the vertical situation screen and also on the main flight screen that will show us the warnings that will indicate that we are actually in a closed field encounter.

I should go to edit, let's try, okay, let's try, okay, Lorenzo, so we go back down to 2,800 feet here. Bring this speed back so you still have the track in sight from the fun. I make it perfect, so every now and then look. minimum minimums good 2,800 feet maintaining so while the strobe light the threshold will start timing 45 seconds foggy out there today you still have the incitement to the track um there are seconds left to go to technology five to go check that time is up rhomboid ideas here about it's done a bit It's hard to see that clue here and keep looking right, yeah I'm struggling to see it here Laura etc. keep looking to the right.

The runway should be at two o'clock on this network, maybe I'm not too sure about the time this is the highway actually 320 degrees decreasing Ronnie altimeter increasing a lot of grace okay, so we can hold 20 degrees and then intermittent shaker if we need it if 20 degrees and radius t meter increase with each turn lift airspeed low pass limit indicators we still have a caution I came to meet adapter 6a, a terrain terrine original equipment of decreasing terrain with increasing productivity maximum increasing over 1,000 we are going up as a precaution, as a precaution, okay, I'll try to get back to normal speed here carefully, okay, because I think we're still in a mountainous area here, so yeah, I say this side should be at 11,000 feet.

Okay, would you say we're out? We'll first go up the V reference here. Yes, we will get to more ground that looks good. to establish 11,000 feet in the MSA - okay, then I would say we are on course, our equipment is ready, please, okay, we are starting to come out of the clouds. Can you set 11,000 feet on the mCP for me? Please, eleven thousand feet, set the level change. that will change the whole, let me speed this up fifteen speeds please, I can also increase the error plus five fins with speed control, one low, speed control, mat with male control, vertical speeds total jerks on that one until requiring self-knowledge, you have than to take the piece from the objectors.

To take your checklist here, we accept, we actually know that we are in very mountainous areas. He has also been certified, so I have to take a checklist. The engine bleeds. That's Otto's landing gear up and up. There are no lights after completing the table check. thanks, I'll go north because we know there are fewer northern mountains in this direction, okay, you agree, I agree, okay, I'll handle the controls for you for a second, we are at mCP speed, heading, select altitude, hold down, come on. I activated your controls you checked my controls, okay guys, that's as close as we can get, we went down four hundred feet above the top of the mountain, now you may have noticed that we didn't select up gear, for example, and that's Enis actually correct in this situation because the only configuration change we can make during a train escape maneuver is to make sure the speed brake is fully retracted, everything else is where it is because if we impact the terrain, the train In fact, we take some of the forces that we know we will encounter, so we hold them without them until we are sure we are clear of the terrain and after that we enter something similar to a normal turn, it is a little different because we are a much higher altitude that we didn't have available to us, but the important thing is to stay with situational awareness and continue to put the airplane back in the configuration that we used to do so that the automatics work again from right to left and then you know, form a new plan, find out why that happened, make sure it doesn't happen again, so I hope you like it guys, if you have more questions than us, always contact me in the chat, just a mentor and I'll be there. and explain it to you very exciting, guys, yes, this is what happens on a good day.

The pilots made a mistake, they concentrated on looking where the runway was going and they realized that. They were turning to look at a mountain when they realized that they correctly executed the terrain escape maneuver and we cleared the mountain. Well, now doing the terrain escape maneuver does not guarantee that we will clear the mountain, it depends on the type of mountain we are climbing. towards but it gives us the best opportunity available, guys, that's all I had on the terrain escape maneuver. I hope you enjoyed this as always, if you have questions for me then post them below if you think people will like this video. so feel free to share it on social media on Facebook, Instagram or Twitter and I want to take this moment to also give a big shout out to skiing with this week's sponsor.

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