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33 years Navy here: in nearly all of my ranks from two rings to four, retiring as 1*, I've ALWAYS found instructing THE most satisfying part of my operational career.  Conversely, flying a desk was absolutely awful, and on many occasions, more stressful!

Petter, it brings me a lot of joy to hear you’re getting back in the saddle. I’m not sure what your long term plans are, but just getting back in the cockpit for training is awesome.

I actually saw this tail strike happen live. I was in a A320 taxing to a gate at heathrow after landing coming from Copenhagen. I thought i saw a flash of sparks but wasn't sure so its crazy to see the aviation community cover this.

When someone asks me to define "wholesome" (I'm not a native speaker), I'd know where to point them! Thank you, captains, it's always a treat to see your interaction.

Few things in life are more satisfying than seeing someone’s face light up when you’ve given them a light bulb moment.

My instructor is a pilot at DHL and told me the likely reason for the tail strike.
The likely cause was recent training. There had been a few bounced landing incidents so they set up a system where if your radio altimeter was over a certain height after touchdown, you must initiate an immediate go around to prevent a bounced landing. Problem is, the radio altimiter lags, so you still have to go off gut feelings if the landing was bounced or not. In this case, they likely felt it was a bounce and immediately initiated a go around, but pulled too hard, as most pilots had the briefings and warnings in mind of bounced landings and didn't want to be the next incident.

DHL analysis, baulked landing, TOGA selected. Initial pitch correct for takeoff. Engines spool up, causing thrust pitch couple, pilot failed to check forward to prevent increase in pitch. As airbus pilots, you must keep eyes outside and hold the attitude until clear of the ground, then flaps up one setting. Then check FMA’s , positive climb, gear up, check NAV engagement. 15 years Airbus pilot (previous B777 FO). Capt A350-1000 @ LHR

When I started training trainees on the railways I was always told the why is more important than the what in procedures. Then if it doesn't work, the trainees can figure out another way to get to the same safe conclusion. It improves adaptability, particularly under pressure

DH8 Q400 has a TOUCHED RUNWAY Warning light, triggered by a sensor in the tail skid.

It is astonishing that, in this day and age, we do not have camera feeds for critical areas of aircraft. The level of situational awareness that pilots could gain from such a simple system would be invaluable. The safety-to-cost ratio makes this an obvious choice, especially considering how safety-conscious the airline industry is as a whole.

In an emergency, when seconds can be the difference between a safe landing and a tragic outcome, any system that can speed up decision-making is crucial. For instance, having the ability to visually assess a severely damaged engine, instead of relying on guesses and unnecessary checklists, could save a significant amount of time in deciding whether to declare an emergency and in formulating a plan of action.

Additionally, confirming the damage to the aircraft through visual means would reduce stress and workload, as pilots would not have to blindly guess or expend time on extensive checklists.

My real horror as an instructor is realizing that something you just taught "is wrong".
If you ever have this happen, you have to help the student "unlearn"  the wrong information and re-learn it correctly.

It really motivates you to stay sharp, and up to date.

The Heathrow landing looks like a case of Pilot Induced Oscillation getting started, getting caught, and then not quite corrected in time/enough, causing a go-around with the ensuing tail strike.

@21:47: kudos Peter for that. Great teachers are not always the greatest subject matter experts, that is why great teachers are marked by their students exceeding them.

Repair of tailstrike damage has to be taken very seriously.
Japan Airlines flight 123 crashed in 1985 due to an improperly repaired tailstrike that happened 7 years before, causing 520 fatalities.
(the largest number for a single aircraft incident)

As a B737 pilot, I really appreciated the anecdote about the inflight decompression due to the cable. It broadened my understanding of the system and the physiological effects in a real flight, whereas in the simulator it's just a switch with none of the actual physical sensations

Loved hearing the two of you guys talking.  👍🏽👍🏽👍🏽

15:46 There was a saying in the UK 'Those that can - do, those that can't - teach', but from my experience teaching technical stuff this couldn't be more wrong.  You can't just be one page ahead of the students, you need to have written the book!

Glad you're keeping/renewing on the 737! Sending all the best for the sim!

I was out of the seat for 3 years during covid. I had to do the complete 3 month refresher training.
Funnily enough the manual flying skills and non-normal skills were better than ever. What was difficult was the normal stuff: situational awareness and ability to retrieve information. It was a good year before I was really up to speed again.