Paro picture perfect landing ...
As DaveReid says, the shot from the ground was of a Trigana 737 landing in Wamena, Indonesia. The original post shot from the flight deck was in Paro, Bhutan. Two totally unrelated events separated by both time and space.
Only possible connection is that they are both Indonesian registered 737 freighters…..
Only possible connection is that they are both Indonesian registered 737 freighters…..
That’s the landing filmed from the ground.
So to recap, it was filmed from the Jumpseat, the guy on the RHS was holding his phone throughout the approach and landing and it was filmed externally as well.
How that aircraft isn’t strewn in pieces along the length of the runway I’ll never know.
So to recap, it was filmed from the Jumpseat, the guy on the RHS was holding his phone throughout the approach and landing and it was filmed externally as well.
How that aircraft isn’t strewn in pieces along the length of the runway I’ll never know.
We are discussing about an INTRA 737 in Paro Bhutan and that video its from a Trigana 737 in Wamena, Indonesia...only a "few" miles in distance..even the colours of Intra and Trigana are brutaly different..!!!
I'd say the jump seater was a local pilot needed in the flight deck for permission to operate there.
"Do you see the runway"
"Go Down now"
etc
"Do you see the runway"
"Go Down now"
etc
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I have operated many many times into Indonesian airspace over the last 20 years.
I will not under any circumstances fly domestically with an Indonesian carrier within Indonesia.
Period.
I will not under any circumstances fly domestically with an Indonesian carrier within Indonesia.
Period.
What is going on with Indonesia's regulators?
Looking at the nature of the approach makes me wonder, at what point would they have been willing to open the taps and go around?
The same old question needs to be asked, where is the company when it comes to flight data monitoring of their crew?
This crew may well end up being investigated because of YouTube but with my airline, they would not wait to read about it in the paper. I would have heard from the FDM gatekeeper long before it made it anywhere else. What is going on in Indonesia? They believed that they would not be contacted by the company for such an approach, why is that the case?
I too will walk to my destination before I get on a plane flown by one of these clowns. It's 2021 people, mobile phones in cockpits while on approach! They have no idea about stable approach criteria and basic airmanship.
The same old question needs to be asked, where is the company when it comes to flight data monitoring of their crew?
This crew may well end up being investigated because of YouTube but with my airline, they would not wait to read about it in the paper. I would have heard from the FDM gatekeeper long before it made it anywhere else. What is going on in Indonesia? They believed that they would not be contacted by the company for such an approach, why is that the case?
I too will walk to my destination before I get on a plane flown by one of these clowns. It's 2021 people, mobile phones in cockpits while on approach! They have no idea about stable approach criteria and basic airmanship.
Last edited by Willie Nelson; 6th Aug 2021 at 04:24.
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Where I work Engineering would have flagged a heavy landing before you got to the gate and the QAR would be pulled at the next maintenance port.
Failure to self report would result in a cold cup of tea and stale biscuits with a very annoyed Chief Pilot.
I’ve seen stuff on TCAS going into Bali and Jakarta back of the clock during the wet season that would make the hair stand up on the back of your neck.
Indonesia is on my black list.
Failure to self report would result in a cold cup of tea and stale biscuits with a very annoyed Chief Pilot.
I’ve seen stuff on TCAS going into Bali and Jakarta back of the clock during the wet season that would make the hair stand up on the back of your neck.
Indonesia is on my black list.
I'm ROTFLMAO - but not at the video.
Awful lot of "paper airplane" pilots posting here, who have no clue where or what Paro is, and why it requires 72 pages of airport information and approach/landing procedures.
Valley approaches? Missed approaches or go-arounds? Imagine two or three cobras squirming around in a basket.
"Stable at 1000 feet" for either runway at PQVR would put one inside a mountain - both runways require manuevering, including steep turns, for approach and alignment on short final (1 mile or so, down to 300-500 ft above airport).
https://www.doat.gov.bt/aipp/wp-cont...MD-01-2018.pdf
Last I heard, nothing larger than A319 is allowed into Paro, at least carrying pax. A 737 carrying freight and on a mercy mission (vaccine) no doubt got a dispensation.
And in the end, all that really happened was the PF forgot to flare. or got caught in a downdraft (10000 feet of rock overhead can do that.)
Click "larger map" and add terrain layer)
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+1
I'm ROTFLMAO - but not at the video.
Awful lot of "paper airplane" pilots posting here, who have no clue where or what Paro is, and why it requires 72 pages of airport information and approach/landing procedures.
Valley approaches? Missed approaches or go-arounds? Imagine two or three cobras squirming around in a basket.
"Stable at 1000 feet" for either runway at PQVR would put one inside a mountain - both runways require manuevering, including steep turns, for approach and alignment on short final (1 mile or so, down to 300-500 ft above airport).
https://www.doat.gov.bt/aipp/wp-cont...MD-01-2018.pdf
Last I heard, nothing larger than A319 is allowed into Paro, at least carrying pax. A 737 carrying freight and on a mercy mission (vaccine) no doubt got a dispensation.
And in the end, all that really happened was the PF forgot to flare. or got caught in a downdraft (10000 feet of rock overhead can do that.)
https://www.google.com/maps/@27.3765...1!1e4?hl=en-US
I'm ROTFLMAO - but not at the video.
Awful lot of "paper airplane" pilots posting here, who have no clue where or what Paro is, and why it requires 72 pages of airport information and approach/landing procedures.
Valley approaches? Missed approaches or go-arounds? Imagine two or three cobras squirming around in a basket.
"Stable at 1000 feet" for either runway at PQVR would put one inside a mountain - both runways require manuevering, including steep turns, for approach and alignment on short final (1 mile or so, down to 300-500 ft above airport).
https://www.doat.gov.bt/aipp/wp-cont...MD-01-2018.pdf
Last I heard, nothing larger than A319 is allowed into Paro, at least carrying pax. A 737 carrying freight and on a mercy mission (vaccine) no doubt got a dispensation.
And in the end, all that really happened was the PF forgot to flare. or got caught in a downdraft (10000 feet of rock overhead can do that.)
https://www.google.com/maps/@27.3765...1!1e4?hl=en-US
No.
Failure to correctly respond to GPWS warnings is an instant fail.
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The laughter and shouts from matey in the right seat suggests that the experience was enjoyable. Hmmm
As others have posted, domestic flights in Indonesia should carry a government health warning. Unfortunately there is no easy way to travel around that country, except by air.
As others have posted, domestic flights in Indonesia should carry a government health warning. Unfortunately there is no easy way to travel around that country, except by air.
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Between the video itself and people here pointlessly arguing back and forth about who's videoing what I actually have a headache. Then I just saw people on avhearald arguing again that the RHS was the filmer too...even though you are watching a video where you can see the phone....I think it's time to log out and go for a walk.
Cheers,
&
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I don't get this "you can't be stabilized in Paro" thing.
Being stabilized at 1000ft (or 500ft) only means that you must be fully configured for landing, flying at VAPP + (whatever speed margin your SOP gives you), following a reasonable glidepath, and with all your checklists completed.
It does not preclude you from maneuvering towards the runway.
Being stabilized at 1000ft (or 500ft) only means that you must be fully configured for landing, flying at VAPP + (whatever speed margin your SOP gives you), following a reasonable glidepath, and with all your checklists completed.
It does not preclude you from maneuvering towards the runway.
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GPWS system should be turned off for this approach as shown in the video below. The captain should have listened to the jumpseat pilot and turned right way earlier when he was told to do so and fly much closer to that mountain to the right.
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I don't get this "you can't be stabilized in Paro" thing.
Being stabilized at 1000ft (or 500ft) only means that you must be fully configured for landing, flying at VAPP + (whatever speed margin your SOP gives you), following a reasonable glidepath, and with all your checklists completed.
It does not preclude you from maneuvering towards the runway.
Being stabilized at 1000ft (or 500ft) only means that you must be fully configured for landing, flying at VAPP + (whatever speed margin your SOP gives you), following a reasonable glidepath, and with all your checklists completed.
It does not preclude you from maneuvering towards the runway.
I am quite sure Paro has an extensive ground training program with additional crew briefings where all those matters are considered.
The Druk Air video makes for an interesting comparison. But they are regular operators into Paro. What is the go-around procedure there?