I’m embarrassed to admit that about 10 years ago I took off with a towbar attached to my C172. After once around the pattern and taxiing back for another takeoff, my former instructor in another aircraft called me on the CTAF and said “Hey did you want that towbar attached?” Needless to say I was lucky that the towbar did not rise up to strike the prop at any time during my takeoff, pattern, or landing. After that terrifying incident I attached a “remove before flight” banner to the towbar, and I physically remove the banner, place the towbar in the rear storage, and place the banner in a conspicuous spot in the cockpit so I can see it and confirm that I have removed the towbar. Juan has it completely right about distraction - thinking back after the incident I remember someone coming over to chat with me while I was doing the pre-flight. Never again!
I did the tow-bar thing a 206 that just came out of annual inspection at Independence Oregon. After thoroughly pre-flighting the aircraft in the hanger, while I was writing out the check in the office one of the mechanics pulled it outside, and while holding the pilot's door open handed me the keys, and said "Thanks, have a nice flight!" I jumped-in and departed on 16, but when I was about 100ft above the runway I heard a "TWANG!" a red blur flew up and over the left wing. I looked back in the cockpit and saw no tow-bar. I came back and landed when I taxied back to the shop on the south end of the airport and the mechanic met me with the tow bar they witnessed land on the ramp not far from the shop, now with a long diagonal cut in the handle. Fortunate it was one of those thin flimsy late model Cessna Tow bars and not the old 1/2" solid steel ones, and the only mark was a bit of red paint and aluminum on a couple of prop blades. Later when I told a friend, a former USAF instructor, he said: I always instructed my guys that the last thing to do before getting in the cockpit, was to step back about 20ft and walk entirely around the aircraft looking for anything out of place as you can catch things you or your crew missed looking close-up
@@jackoneil3933While it is pilots responsibility, I like to leave the towbar aft of the prop and next to the nose tire if I ever move just before departure and don’t have access to the baggage/storage for it.
@@TheReadBaron91 Yup, I do that in the hanger but outside I try to not let it out of my hand unless it's stowed. I recall a long time ago a guy here in Oregon actually taxied out and and took off with one of those old Briggs and Stratton powered power-tows attache to a Baron. As I recall it caused some damage to one prop and the airframe.
Exactly, I would have chosen to ground plane asap, screw holding patterns. If that wing unbolted or even bent you might suddenly encounter a uncontrollable airplane without a Cirrus Parachute installed or individual ejection seats with parachutes either. Also scratched my head, designers can implement Soo many ways to get folks to the ground safety if loss of elevator, tail or wing damage. But I just assume they sit down with insurance vs cost to add these safety designs & saving costs comes before saving lives. In this analogy, "It's not cheaper to keeper" lmao 🤣 🤣😂
@@MeppyMan The pilot here seems to be the key factor in the accident, not the plane. Whether he took the wrong taxiway (D5 instead of D6) or just outright miscalculated the takeoff distance, the plane doesn't appear to have failed here.
There's cctv footage of the E-195 going off the end of the runway on twitter now. Serious props to Embraer for building an airliner that can withstand all of that
Hi Juan, competition glider pilot and instructor here, thanks for the kind words and respect. We teach ABCD pre-entry check after the Daily Inspection (DI) is done at the hangar. A Airframe, B Ballast, C Controls, D Dollies i.e. all ground handling equipment, oh and E is for Entry! BTW, the world gliding championships for open, 18 meter and 2 seat classes are in Uvalde Texas USA August 14 - 31 this year, maybe you could jump in Harvey and take a look! Pilots briefing including full met briefing usually at 10.00. It's brilliant how 70 - 80 gliders handle themselves with no atc. Cheers David
Wow! What an advert for Embraer. Absolute miracle this aircraft did what was structurally meant to do in these circumstances, returned to airport and everybody survived
Plane and crew are rental from a different company. I listened to news in Serbia and they say that the pilot was instructed to take D6 part of the runway which is 1000 meters longer then the one pilot took. Also atc reached out to him when they saw the pilot taking a shorter D5 entrance and told him it might not be safe to take of from there and that he should do his calculations again. They also says that he can go back if he wants but the pilot said everything is fine. Its a miracle everyone is safe. God bless.
Vale lembrar que um Embraer Legacy 600 se chocou de frente com um Boeing 737 sobre a Amazônia e o Boeing caiu e o Legacy conseguiu pousar mesmo com avarias na asa e na calda em uma base militar secreta do governo Brasileiro.
I really like the way you stated, "I have not yet done that"! It really shows us how you are never thinking that you are beyond making mistakes. Lots of respect for that Sir!
Juan, I've learned so much from you've videos over the last several years. I've applied a similar technique for every time I drive my van. I've converted a Ford Transit into a camper that I live in as I travel around the western United States. I have solar panels on the roof, an awning on the passenger side, and 3 step stools by the side and rear doors. After watching your videos, I've adopted a, pre drive inspection which includes about 10 items that are checked before I start the vehicle, every time without fail. The last thing I want is to lose a solar panel on the interstate, or drive off with something still attached to the van. I'll never pilot an aircraft, but I could still do a lot of damage if I forget to have everything in place. I appreciate your diligence in safety.
Reading this warms the heart of a very jaded mechanic. I used to restore vintage vehicles and I take special care of my daily drivers, doing checks like those you mentioned. If more people did what you are doing, so many stupid accidents could be prevented and so much unnecessary waste could be prevented (both mechanically and from a financial perspective). Look after your machine and it will look after you when you most need it. Usually when you stamp on all the brakes or swerve to avoid something at 70mph. If the vehicle is in good condition, it will do exactly what you ask it to do in those situations rather than spit a balljoint out or lock 3 out of 4 wheels and fire you into the scenery. I hope that your travels are wonderful and that your trusty faithful van looks after you as well as you look after it. 🇬🇧 🤝🇺🇸
@restojon1 thank you for the reply. I am obsessed with taking care of this vehicle. It's my home. Maintenance is expensive, but not as much as repairs. I was talking to a fellow nomad a month ago and mentioned that I had just spent 12 dollars washing my van. He commented that he had never washed his Jeep. I could tell, too. He'll wish he had once he has to replace wheel bearings and break cylinders and front-end parts. This desert is dusty, and that will ruin many things if ignored.
@@ericcox6764The biggest risk of living in a camper van is CO poisoning, either from vehicle exhaust or from heaters. Do you have a good CO detector placed at or below bed level?
@mehere8299 Thank you for the reply! Absolutely, and a smoke detector in the ceiling. You are 100% right in what you are saying. I've met several van dwellers that use a propane stove to heat their vehicles with. I always warn them about the dangers of their actions, but they are free to do as they choose. I've NEVER used a gas heater while I sleep and have added extra insulation to the seam on the rear doors to make them air tight if I need to run the engine. Currently, I'm using an indoor safe heater with a low oxygen cutoff that works almost too well. It'll run for 15 minutes if I have everything closed, so I'll position it by the side door while open just a little bit, with a small computer fan blowing in fresh air. It still heats okay this way. I'll be installing radiant floor heat later this year that will vent the CO gas out of the passenger window. I have an HVAC contractor from Milwaukee who is helping me design the system. He's installed thousands of those systems over the past 35 years. I'm super paranoid about gas poisoning, having experienced very mild CO poisoning years ago. I had one of those tank top heaters in an enclosed building. I started to get really light-headed, and my eyes were burning badly. The last thing I want is to wake up dead one morning. That would ruin my fun.
I fly the E195, We have 3 different takeoff thrust settings and if they were flexing reduced thrust then it can take 6k feet probably or more to get airborne. It feels like you take the whole runway on each takeoff. I can’t imagine taking off in 4k feet of runway.
It was a full plane too, with mostly workers going back after the national holiday i serbia, so the bags packed, going to düsseldorf tanks full to the brim too. The control tower told him he was on the wrong intersection, other controller called him, probably the shift manager, told him, offered to guide him out and back on the right place, told him to compute again if he wants to stay there and call him if he's happy with that, it was the crew's decisions, their authority too, control did everything right, informed him not just about intersection, but available runaway left, and left him decide like it has to, it was just stupi, if he had to reject the take off with that heavy a plane he woul've been screwed.
@@dannyboy-vtc5741 Indeed, I readed this, too. And with 106 people on board, most of them carrying luggage, it was a heavy loaded aircraft for an Embraer. Really shocking and unbelievable. You can get the impression as if the Pilots had no clue about the performance data of their Aircraft.
@@NicolaW72 well, according to the reports, the captain, he was an italian apparently, was experienced, and an istructor for the type, the copilot was polish and fairly new to the company and inexperienced, very usual to pair inexperienced and very experienced crew in all airlines i suppose. The company was itself greek, some smal charter company that operates only embraers and leases them, only line the company itself serves os for benghazi, libya, where most companies don't fly i would think, so a bit shady, or survining on higher risk taking. They flew for air serbia, which has it's own pecurialities, as in not owning any planes, using only dry and wet leases, gone thru rapid expansion lately with a lot of new lines they had to rent planes and crew for, just at the time arabs pulled out, can't remember which, but one of the two big ones had majority share, then minority, then the state has full ownership again and employes that expansion politics with rented planes and crew. The airport itself is state owned but concessed to a french company to operate it, so it's a mess to understand it all, air serbia doesn't operate embraer at all, so even if wanted, can't have domestic crew for the type at the moment. It is weird, the crew cocked it up in an epic proportion, but afterwards also saved the day, it's probably fatigue due to high work load, due to company politics with not enough crew for everything, probably some initial training at greek company too, everyone has its own share of the blame, but the crew cocked it up on the spot, the traffic control told them they exited in the wrong itersection, offered to take them in and lead the to original one, they declined, told them how much runaway had left and to calculate if it suits them and to call back, they had every chance to change the outcome, it was the crew decision to take off from there after they were warned about it, so..
I once waved down a Jetstream 32 taxiing for a runway that had it's rear loading stand swinging off the tail. The aircraft belonged to a small airline, so several people would've been working around it and missed it. I have no doubt they would've taken off with that attached.
I've flown 31 and 32s for about 6k hours. Never seen a pogo. The rear passenger airstair door when locked down is the pogo. I've definitely had to move pax forward to allow the door to close. Was the 32 you waived down a cargo mod?
Former railroad conductor in Oregon here. I worked in a railroad switch yard where tow bars were used to line up equipment for departure. The tow bar was very heavy and could easily do damage to railroad equipment. As a conductor, one of my jobs was to check that the tow bar was disconnected and stored away from moving railroad equipment before every departure. Thankfully, we never had an accident with the tow bar, but we sure came close once! I can only imagine what they were dealing with! Always check for the proper disconnection of the tow bar! Here's a quote I came up with for my train crew, to paraphrase Juan Browne, "Operate, Navigate, Communicate!"
Phone on airplane mode when you cross the fence line to go to your airplane! CHECK…..that is a great tip I never really thought about before. That is going in to my play book, thanks for the tip!👍👍
Someone departed Scholes Field, Galveston about 1980 in a twin bonanza with a tow bar attached. My father was an A&I. So he went up with someone else in a Queen Air and they tried everything to get the pilot to knock it loose. No luck. When he landed, safely, he was soaked from top to bottom in sweat. But he was so cool and methodical at trying to solve the problem. I don't think anyone else could have kept it together like he did. It was impressive. We listened to the whole thing on the radio.
As I'm watching this about an hour later, maybe 5 seconds after you said "... thunderstorms this afternoon..." our house shook with the first thunder. (We're in East Bay). It's nice when you are able to cover accidents that only broke things, not people.
@@GardenGuy1942WTF? Flares and missiles have nothing at all to do with anything, that has anything remotely to do with the incidents on this video. That’s in the first place. Second place- the typical GA and commercial aviation plane does not carry flares around for a combat zone. What in the actual blue f***…..
Those folks at Embraer sure do build 'em tough, don't they? I'm astonished it didn't come apart completely, never mind that it was able to continue into the air, fly long enough to burn fuel off (or let it leak out), and then return to land. And then they taxied to the fricken gate! Agreed they should have gotten back on the ground as soon as possible, but all things considered they were all extremely lucky all around...
When I had less than 200 flying hours, I made a similar mistake. I was taking off out of Houston Hobby with both my brothers in a 150 hp Grumman cheetah.The tower offered .me an intersection takeoff. I will never make that mistake again and I never did in the rest of my commercial years of aviation. All I know is the numbers on the far runway you got larger and larger before I finally lifted off. As an older retired commercial pilot, I can’t say, as I am very impressed with the caliber of people that are in the cockpit nowadays. That is a foolish mistake for a commercial pilot to make. But for the grace of God, they would’ve wound up a blazing funeral pyre at the end of the runway. Juan, I appreciate so much the work you were doing calling people to a higher level of skill and aviation.
Similar experience. Was once asked if I accepted an intersection t/o in a Cessna 152 which left me 3,000ft, which was fine. However, during the t/o run, engine r.p.m. dropped slowly, which left me with the decision to crash into the ILS antenna or to slowly creep into the air. Well, I very slowly climbed, flew a relatively low pattern and landed. But mind you, I shall very carefully weigh to comply with any intersection t/o request.
Great to see you getting into Skew-T, as a weather nerd I'm amazed pilots aren't more routinely encouraged to make use of them. The skew of the chart is specifically to the dry adiabatic lapse rate, 9.8°C/km. You'd use this rate of cooling for your ascending parcel until it saturates (ie the cloud base level), above that it cools at the moist adiabatic lapse rate which is nominally 5.5°C/km due to latent heat release. You can see this change in the blue dotted line denoting the lifted parcel trace in the Skew-T shown in the video you have paused, with LCL being that cloud base layer (lifted condensation level) and LFC (level of free convection) being the point from which the parcel has sufficient buoyancy from latent heat release to keep ascending up to the EL (equilibrium level) point. CAPE can be calculated in several ways depending on choice of parcel - SBCAPE (surface-based), MLCAPE (mixed-layer) and MUCAPE (most unstable) being the most common. Which you'd use depends on the specifics of the profile and weather pattern - things like low-level temp inversions, forcing for ascent from incoming fronts/troughs etc. One thing to watch out for if using these model-generated soundings are those pink bars coming in horizontally from the left - they essentially indicate rising motion at that particular level. If you see them stretching way out across the chart you've picked a spot that's in the middle of modelled convection, and the profile will be contaminated by that convection making it unrealistic. In this case you can step back a frame or two, or use the model's precip field to pick a location that's free of convection.
I fly a lot with LOT Polish Airlines within Europe (Warsaw is a good hub for many Eastern European destinations), and the E-195 is their main aircraft - always feels sturdy and well-built!
@@jackoneil3933 Starting the takeoff run with only half of the runway, V1 is pretty low and probably already exceeded as soon as the engines completely spooled up ...
His last job as pilot. Thinking he was in Citation, runway 3500 m. used 1200 m. No way to abort takeoff, else finish in cornfield over motorway or highway. And antenna missed engine for few feet, with one engine-cornfield and fatalities. Plane decided to be written off. Contract of wet-lease with Greek Marathon air. cancelled. Pilot can stil dust the farm fields.
Putting your phone into AIRPLANE mode BEFORE you get to your plane is an EXCELLENT technique, thanks for that, and ALL of your efforts to improve flying!
It goes to show you how well engineered Embraer aircraft are. That thing held together despite being torn open. Reminds me of the E190 that took off with the control cables crossed and went inverted 7 times and still landed in one piece.
I taxied with my towbar attached. Ground crew stopped me before I got into trouble, but that brought up my rule for towbars. Towbar is only attached to the nose wheel (RV-9A) when my hand is attached to the towbar. It is never left on the plane when I'm not moving the plane (by hand). Could be a really bad day if that towbar kicks up into the running propeller arc.
The good NEWS is all passengers survived... The pilots and airplane may not be able to Fly again... Yup, so many questions on these and that need to be answered on these incidents... Thanks for the information and Mark Finan's weather page...
I have a friend who tried to takeoff in a C-185 on floats. He couldn’t get airborne so he went to idle and noticed a neighbor waving and jumping up and down so my friend opened his door and discovered his kids had tied a 14 ft aluminum skiff to the tail wheel.😁
As for Boeing 737 door plugs coming off this would save time evacuating the aircraft if it had a belly landing. Boeing...ahead of their time in safety.
I put the bag for the gear pins and the pitot tube covers in a place where you have to remove them to operate the aircraft. Good idea for a bag over the yoke when tow bar connected.
I did the tow-bar takeoff in a 206 that just came out of annual inspection at Independence Oregon. After thoroughly pre-flighting the aircraft in the hanger, while I was writing out the check in the office, one of the mechanics pulled it outside, and while holding the pilot's door open handed me the keys said: "Thanks, have a nice flight!" I jumped-in and departed on 16, but when I was about 100ft above the runway I heard a "TWANG!" and a red blur flew up and over the left wing. I looked back in the cockpit and saw no tow-bar. I came back and landed, and when I taxied back to the shop on the south end of the airport, the mechanic who handed me the keys met me with the tow bar he witnessed land on the ramp not far from the shop, now with a long diagonal cut in the handle. Fortunate it was one of those thin and flimsy late model Cessna AluminumTow bars and not the old 1/2" solid steel ones, and the only mark was a bit of red paint and aluminum on a couple of prop blades. Later when I told a friend, a former USAF instructor, he said: "I always instructed my guys that the last thing to do before getting in the cockpit, was to step back about 20ft and walk entirely around the aircraft looking for anything out of place, as you can catch things you or your crew missed looking close-up. As preventative measures, adapting a habit of never taking your hand off the Tow-bar unless it's remove helps, and some tow-bars have a spring that pops it off as soon as you stop holding it closed, and on some tow-bars it's possibly to adapt a spring to do the same. BTW, My Dad left the original steel tow bar on a C-model 310 once, and it made noticeable racket as it bounced over seams in the concrete.
Very lucky he didn't clip that antenna array with the left engine and FOD it. That would not have been minor! Tough bird, glad it made it back down. Did he use all the runway to land?
Juan et al, if you have not read "Exploring the Monster: Mountain Lee Waves: the Aerial Elevator", you absolutely should. It gives a fairly detailed history of the role glider pilots played in mapping out what the atmosphere is doing up where only pilots dare. A fascinating read for anyone interested in gliders and/or weather.
I really hope you revisit the Air Serbia Embraer story. The ATC comms have been released, and boy, I don't know if I've seen a better example of dereliction of duty in commercial aviation. Some additional videos and pictures going around the internet as well, it's a miracle this plane even got off the ground. The E195 is one hell of an aircraft.
When teaching instructors, we call your second lap on the walk around a ‘Golden Lap’ or as my U.S. friend (previously a national CFI of the year) used to call it a ‘Wide 360’ looking for stupid stuff you might have missed such as tie downs, control locks, fuel caps, pitot covers and tow bars rather than looking at the minutiae as the student and/or passengers are settling in. Similarly, in the commercial environment, the pushback team complete a final lap of the aircraft once all of the doors are closed looking for the same. Safe flying. ATB Cookie
Christmas Eve 2020 I think it was, a CRJ900 took off from Appleton WI with the pushback headset still attached. Passenger saw the headset hit the wing and shatter during takeoff, but didn't say anything... Arrived at its destination with the access panel open and a section of cord still dangling from the inserted plug.
In the early 80’s as an ATC I was working DEN Departures westbound when a major carrier B727 had to return climbing out of 10,000 due to a pressurization problem. After they returned I went to the Tower cab and watched them taxi in with orange LOC antennas protruding from the rear fuselage. It looked like a lobster! Close call. It was a hot summer day and they departed 35L a 12,000 foot runway. The Tower controller only noticed a lot of dust when they rotated since it was almost 3 miles away.
Stapleton was a bitch in the summer. FO on an AA dash 80. Made 3 trips from the runway to the terminal to take pax's off as the temperature kept going up before we could take off. Nice when DIA opened.
This thing had fly over my head just 150ft above ground lvl... IM happy that captain managed to do one most important thing - to land the plane safely!
This accident of the Marathon E195 was indeed so close to a crash as it could be. All the people on board had more than one Angel to protect them. It´s unbelievable that the Pilots used intersection D5 for the take-off when you look at the chart. It nearly looks like as if they would have no clue about the performance data of their Aircraft. Shocking and really unbelievable!
@@SubgunmanNo. This was an Aircraft of Marathon Airlines, a Greek Airline, only flying on behalf of Air Serbia. It was a crew from Marathon Airlines, not Air Serbia. To what I readed today the Captain came from Italy, the First Officer from Poland. So there was definetely no relationship with Russia. Maybe a communication problem contributed to the accident (two Pilots with very different native languages). Hopefully the CVR can be read out, it would be crucial for the investigation.
Witnesses say it missed the highway by 6-7 meters. Also if you listen to the ATC recording, they were warned by the Tower ATCO that they lined up on D5 yet they decided to go anyways :/
@@bahenbihenYes, indeed. It was really Great Luck and a very sturdy Aircraft that made them land normally without any Injuries. The Pilots obviously totally messed up here.
A preflight technique we use at EAA is to step away from the airplane and look at it from 30 feet or so away. You'd be amazed at what you'll see from that perspective!
This brings back memories from 2009 when an Emirates A340 taking off from Melbourne (Australia) had a tail strike on takeoff. Scraped the tail a fair distance down the runway, into the dirt, took out some runway lights and several localiser antennae before it got airborne. Crew had miscalculated their takeoff weight 😬
Juan: you doing a last minute walk around is exactly what I do with my RV to make sure I’m disconnected from shore power, awning retracted, everything else buttoned up before driving away.
Back in the mid 90s I was an A&P working for a small FBO, had a small home built, can't remember type, taxing out with his tow bar connected. He hit a bump in the taxiway, the planes nosed down a bit and had a prop strike. Killed his engine. Prop cracked in half. Cost him a bunch of money for new prop, and engine overhaul.
I bet it was less about burning off fuel and more to do with taking time for the crew to get their heads right. You know that crew was completely rattled. Landing immediately might have ended in disaster. Going into a holding pattern gave them time to relax, get a feel for any control issues and get the aircraft fully setup and established for a stableized approach.
Fair enough, but they also don't know what condition the plane is in, other than that it is flying at the moment. I wouldn't make that flight last any longer than necessary.
Hats off to Embraer for designing such tanks of aircraft. This bird took some appalling damage and still delivered its occupants home without injury. Does anyone know if this one is repairable, of if it will be written off? A pity if it's the latter.
Interesting info about the skew T chart. I think you misspoke when you said the air that was cooling faster than standard would rise quicker. It’s the parcel of warm air that causes the weather we try to avoid. No issues with tow bars (so far) but I did forget to remove the chocks once after engine start in the 172. There was a P210 next to me about to depart. I only hope he didn’t see my mistake as it was none other than former Flying magazine editor Richard Collins. Appreciate your humility and insight Juan!
Juan, regarding partial gear landings and wrecking engines: Years ago when I was instructing at Elstree (London), a BA pilot hired a GA7 from the school. When he got airborne, a bolt came out of the left gear torque link and the oleo rotated so the wheel was at 90 degrees to the normal axis. He declared and emergency and set up for a glide landing, feathering the props and flicking the engines over to line the twin blades up with the wing so the engines would be protected if the gear collapsed. In the event, the wheel pulled straight immediately on touchdown and he came to a controlled stop half way along on the 26 centreline. A bolt was refitted and the aircraft towed away a short while later. Outstanding airmanship, though I’d have done it up the road at Luton for a longer, flatter runway. Elstree isn’t big, has obstructions and a 2% slope with much steeper undershoot on 26. He did an incredible job. Anyway, flicking the engines over after feathering the props is a technique you might want to consider. The Embraer must have planned D6 and lined up on the wrong intersection. That has happened on numerous occasions and sadly will continue to do so unless all airports fit stop bars and keep them permanently lit on unsuitable intersections.
Just for knwoledge the E195 can take off with 1273m, but with limited weight and usualy at sea level, so the weight, wind, temperature and pressure altitude can affect its short field take off capability. Just commenting to agree with both pilot’s negligence, but to pass on the knowledge that the embraer 195 can take off with that runaway lenght. We routinely do it in the Santos Dumont airport with 1323m, and the plane can take off in the auxiliary runaway (only when the main is closed) with 1260m.
Juan: Runway behind ya, altitude above ya, fuel still in the tank. And as a different American captain reminded me long ago, "Except when you're on fire." JB also confirms the high probability of someday being an 'old' pilot cos he's not a 'bold' pilot: Completion of a 2d, opposite direction walk around of Harvey for towbar absence, fuel caps secured / baggage compartments closed & locked before climbing into the left seat. The opposite of complacency - accepting one is never too experienced to make a mistake. Thanks for covering the FUBARs we are all capable of accomplishing & reminding us of the necessity of not cutting corners. Learning from others surely does beat peeing on the electric fence for ourselves.
I joined a friend at his gliderport long ago and niether of us noticed until he was airborne that he took off with his clamp-on tailwheel. We radioed him and he came back and landed OK, a little red in the face. No harm done but I didn't get a ride that day.
Very happy to see that Mark Finan shoutout. I’ve been watching his videos ever since he started posting them. I’m a photographer who mostly works outdoors so it’s important to know if there’s gonna be good light - but it’s even more important to check whether my camera’s gonna get soaked that afternoon or not!
Both of those accidents/incidents are head scratchers. Great information on the WX side of the video. I had no idea Mark Finan had his own RUclips channel…he really knows his stuff. Thank you for sharing that information…we definitely have some crazy WX here in Sacramento again today.
I wonder if the collision severed any hydraulic lines on the wing. A retracting slat could have created asymmetric lift and rolled the plane like in the Ohare DC-10 crash. Also as an aviation meteorologist (we met briefly @ Reno but you probably don't remember), great job covering the skew T. You nailed it 👏 👌.
As a side note regarding the DC-10, during FAA certification it demonstrated safe flight with all slats fully retracted on one wing (vs only those outboard of the engine on AA 191). That was in cruise flight, however. The Chicago accident combined retracted slats with inadequate airspeed for the configuration.
An overweight landing is doable as Juan said - except for the fact that the pilot was planning on touching down halfway down the runway - because the plane clearly does not need the whole runway length. 🙃🤔
I like the igea of having less fuel in case then unknown damages caused complications during landing and another incident. Less flammable is a good thing
Yes but they did not know the extent of the damage incurred, I would have been more worried to know whether a big piece of airframe would fall of and then not have the aerodynamics to continue to fly. @@johngoscinski1995
Thanks for the video. The towbar incident makes me think that a mirror near the hangar would be nice. For one last check of things, the pilot could taxi past the mirror and look at the plane one last time. For those who are addicted to electronics, little cameras could be attached around the plane, and the pilot could check them through Bluetooth. I'm sure many RUclips pilots would love having more cameras to record more of their flights.
I don’t do the airplane mode but I’m gonna now. I have a nice comfy couch in my hanger that I tell whoever the passengers are to sit down, be quiet, and let me do my thing and don’t interrupt. I’ll come get you when we are ready. I learned that from this channel.
Retired 20 years now. When I shut down the 777 engines for the last time I heaved a sigh of relief that in the previous 30years flying I hadn’t had a single incident let alone accident.
I'm delighted to see you dip a toe into MY world! (Re soaring and Skew-T charts, about 13:26). A most excellent book for this stuff, especially at the very localized level, is "Understanding The Sky" by Dennis Pagen. It is aimed to the Part 103 gliders - the most open cockpits of all!
Juan, thank you for your excellent work. I had a chance to listen to the ATC recording. The Air Serbia pilot was offered D6 intersection, which he accepted, but made a wrong turn to D5. Then he was offered to backtrack, which he declined. ATC reminded him of the runway length remaining TWICE. He said they're good. Now we get to read about them. Pax were told it was a "minor technical issue" and Air Serbia issued a press statement saying there were "no danger whatsoever".
also, not only did they spend an hour burning off fuel; ATC suggested, and they accepted a low pass, for tower to check if the gear extended correctly.
Indeed. But today Air Serbia fired Marathon Airlines as ACMI partner. Probably it became to obvious that this was definetely not a "minor incident". And yes, absolutely right: The ATC seemed to have had better knowledge of the Performance data of the Aircraft than the Pilots flying it.
@blancolirio - You have one of the best sailplane operations in the USA right down in Williams, CA! The Mayes family are awesome, highly recommend you give 'em a shot when you're ready to get your glider rating. As for learning weather better (especially in regards to soaring & aviating): I can't say enough good things about the book "Understanding the Sky" by Dennis Pagen. Tons of great explanations - my only complaint is that he calls out Hemispheric differences religiously, and these caveats make a few passages trickier to read when talking about large-scale phenomena. But otherwise its a really amazing book to help decode convection/thermals, local winds, cloud patterns, fronts, pressure systems, and lots more.
@@jessescobieful - Hang gliding is very cool! I have serious respect for those that do it, but I personally don't like using my legs as landing gear - I've seen videos of what happens when that goes wrong. 😛 Also, hang gliders cruise at 25-50mph and have a glide ratio of roughly 15:1 whereas sailplanes cruise at 60 - 105mph and have a glide ratio of roughly 40:1 (i.e. 8 miles of distance per 1000 feet of altitude loss). 🙂 On a typical soaring day in WA state our sailplanes will cover 200-300 miles over 3-5 hours of soaring (stopping several times along the way to climb in thermals; usually topping out around 8,000 - 10,000 feet). In some parts of the USA the lift goes higher than we can - ATC restricts us to below 18,000'... I've been at 17,900' over Utah, throwing out my landing gear and spoilers (dive brakes) to add drag, just to keep from busting regs!
If you flew regularly into/outta IAD in the summer, you'd become quite conversant with the skew-T charts. I swear they located that airport in the center of Virginia's Thunderstorm Alley. Truly amazing seeing the frequent t-storm activity passing through IAD in the summer late afternoons while adjacent areas have relatively clear skies.
Conversation in the cockpit prior to take-off? I bet I can do it in 7,000'. Oh yeah, I can do it in 6,000'. Well I can do it in 5,000'. You're on!! A testament to the aircrafts durability.
Comments elsewhere suggest that your suspicion was right, Juan: they were cleared to take off from D6 but lined up at D5. Tower caught the mistake and cleared them to back-taxi to D6 -- and the crew refused D6 and said they could take off from D5 and then tried to do so. What a breakdown in procedure (and common sense). This is of course exactly the kind of nonsense that lines up the holes in the Swiss cheese. Absolutely a miracle that this didn't end up being a Very Bad Day at multiple moments of the accident sequence.
Not a towbar, but Juan can probably relate. Worked 141s at Travis for 11years. One day we had a crew come out and preflight the aircraft, pilots walked up and on to the aircraft, technician inspected and signed off the pitot covers, pro super signed off, marshaled the aircraft out, and the pitot covers were still sort of installed when the bird landed at Hawaii. Of course they had airspeed issues, but chose to fly on.
I'm actually grateful there's no video showing the Embraer struggling to get airborne and striking the runway lighting structures.......the visual is just terrifying, It seems miraculous that even after enduring the resistance caused by those strikes and the soft ground at the end of the runway that the plane was still able to get airborne. Extremely fortunate.
Can't overstate enough the importance of making that second walk around in the opposite direction. I used to be involved in search and rescue... not as a pilot (although I was a pilot) but in ground search parties. We were always taught to scan the search area right-to-left. This is because the usual, natural way to scan in the western world is left-to-right (reading for example) and doing it the opposite way makes you less likely to gloss over or skip something out of place. My first flight instructor taught me to make my pre-flight walk around in different directions on different days, each time I flew. I used to have a rule... Monday, Wednesday, Friday - clockwise Tuesday, Thursday, Saturday - anti clockwise Sunday, opposite to the last one I remember doing
Juan, Eclipse 500’s max gross takeoff weight is 6,000 lbs not 12,500 lbs. thanks.
"Minor incident" in Belgrade. That's what you get for boarding a third-world airline. Unbelievable!
🙃 🤡
It is a European airline. At least it wasn't a Boing. @@vgrof2315
Serbia is technically a 2nd world country. However, poor judgement is a characteristic of people in any country.
yeah, it's not that fast and one of the least expensive jets you can buy. He isn't accurate on this plane.
I’m embarrassed to admit that about 10 years ago I took off with a towbar attached to my C172. After once around the pattern and taxiing back for another takeoff, my former instructor in another aircraft called me on the CTAF and said “Hey did you want that towbar attached?” Needless to say I was lucky that the towbar did not rise up to strike the prop at any time during my takeoff, pattern, or landing. After that terrifying incident I attached a “remove before flight” banner to the towbar, and I physically remove the banner, place the towbar in the rear storage, and place the banner in a conspicuous spot in the cockpit so I can see it and confirm that I have removed the towbar. Juan has it completely right about distraction - thinking back after the incident I remember someone coming over to chat with me while I was doing the pre-flight. Never again!
My CFI's plane has the ignition key on the keyring with the towbar pin
I did the tow-bar thing a 206 that just came out of annual inspection at Independence Oregon. After thoroughly pre-flighting the aircraft in the hanger, while I was writing out the check in the office one of the mechanics pulled it outside, and while holding the pilot's door open handed me the keys, and said "Thanks, have a nice flight!" I jumped-in and departed on 16, but when I was about 100ft above the runway I heard a "TWANG!" a red blur flew up and over the left wing. I looked back in the cockpit and saw no tow-bar. I came back and landed when I taxied back to the shop on the south end of the airport and the mechanic met me with the tow bar they witnessed land on the ramp not far from the shop, now with a long diagonal cut in the handle.
Fortunate it was one of those thin flimsy late model Cessna Tow bars and not the old 1/2" solid steel ones, and the only mark was a bit of red paint and aluminum on a couple of prop blades.
Later when I told a friend, a former USAF instructor, he said: I always instructed my guys that the last thing to do before getting in the cockpit, was to step back about 20ft and walk entirely around the aircraft looking for anything out of place as you can catch things you or your crew missed looking close-up
@@jackoneil3933While it is pilots responsibility, I like to leave the towbar aft of the prop and next to the nose tire if I ever move just before departure and don’t have access to the baggage/storage for it.
@@jackoneil3933 took me a second to realise you meant Cessna not Bell... confused me for a moment, I must be getting old :)
@@TheReadBaron91 Yup, I do that in the hanger but outside I try to not let it out of my hand unless it's stowed. I recall a long time ago a guy here in Oregon actually taxied out and and took off with one of those old Briggs and Stratton powered power-tows attache to a Baron. As I recall it caused some damage to one prop and the airframe.
The real hero here is the Embraer 195 and those who built her. She took it like a champ and kept on flyin’
Brazillian planes are built different... Holy moly this thing didnt brake apart :O
A minor incident?! The passengers just won the lottery, and the prize was their lives
Remember as close to total disaster as it was, it is equally as close to not having happened at all.
Exactly,
I would have chosen to ground plane asap, screw holding patterns.
If that wing unbolted or even bent you might suddenly encounter a uncontrollable airplane without a Cirrus Parachute installed or individual ejection seats with parachutes either.
Also scratched my head, designers can implement Soo many ways to get folks to the ground safety if loss of elevator, tail or wing damage.
But I just assume they sit down with insurance vs cost to add these safety designs & saving costs comes before saving lives.
In this analogy, "It's not cheaper to keeper" lmao 🤣 🤣😂
@@yungrichnbroke5199 I dunno about that...
Defines a lucky escape. The crew will have some explaining to do.
@@yuglesstube Yes, indeed.
My respect for the Embraer E-195 just grew. Holy crap, that thing took a beating and still managed to get everyone back down.
Same here, holy crap do I have respect for that aircraft. It's the A-10 of the civilian world.
and the Air Astana incident in 2018 as well
@@MeppyMan The pilot here seems to be the key factor in the accident, not the plane. Whether he took the wrong taxiway (D5 instead of D6) or just outright miscalculated the takeoff distance, the plane doesn't appear to have failed here.
The fighting spirit of Brazil, so proud my country made that
@@MeppyManthe plane caused them to take off mid runway?
"Presenting the Embraer E-195, now with ILS Embedded!"
😂
Do you work for Boeings marketing department?
Autoland lol
All that extra antennae attached to the aircraft reminds me of the German WW2 HE-219 night fighter.
that was funnier than it should have been
There's cctv footage of the E-195 going off the end of the runway on twitter now. Serious props to Embraer for building an airliner that can withstand all of that
Hi Juan, competition glider pilot and instructor here, thanks for the kind words and respect. We teach ABCD pre-entry check after the Daily Inspection (DI) is done at the hangar. A Airframe, B Ballast, C Controls, D Dollies i.e. all ground handling equipment, oh and E is for Entry! BTW, the world gliding championships for open, 18 meter and 2 seat classes are in Uvalde Texas USA August 14 - 31 this year, maybe you could jump in Harvey and take a look! Pilots briefing including full met briefing usually at 10.00. It's brilliant how 70 - 80 gliders handle themselves with no atc. Cheers David
Wow! What an advert for Embraer. Absolute miracle this aircraft did what was structurally meant to do in these circumstances, returned to airport and everybody survived
Kudos to Embraer for building a tank.
Plane and crew are rental from a different company. I listened to news in Serbia and they say that the pilot was instructed to take D6 part of the runway which is 1000 meters longer then the one pilot took. Also atc reached out to him when they saw the pilot taking a shorter D5 entrance and told him it might not be safe to take of from there and that he should do his calculations again. They also says that he can go back if he wants but the pilot said everything is fine. Its a miracle everyone is safe. God bless.
Where did you hear all this, I'm interested in knowing more
@@bojan0258 bato imas exyuaviation na engleskom i na sprskom tangosix
@@bojan0258it's in The Aviation Herald.
In Google type "Serbia Embraer 195",select the "news" tab and it's one of the top search results.
@@bojan0258channel called vas aviation
@@bojan0258 The audio is available, I heard it first on reddit on both r/serbia and r/aviation
Embraer has a pretty stellar safety record and apparently builds a REALLY tough airplane.....
Vale lembrar que um Embraer Legacy 600 se chocou de frente com um Boeing 737 sobre a Amazônia e o Boeing caiu e o Legacy conseguiu pousar mesmo com avarias na asa e na calda em uma base militar secreta do governo Brasileiro.
I really like the way you stated, "I have not yet done that"! It really shows us how you are never thinking that you are beyond making mistakes. Lots of respect for that Sir!
YET=You’re Eligible Too
@@duncanhopkins101 That is how I as a surgeon think of complications. Could happen to my patient, must take care to avoid it.
Juan, I've learned so much from you've videos over the last several years.
I've applied a similar technique for every time I drive my van.
I've converted a Ford Transit into a camper that I live in as I travel around the western United States.
I have solar panels on the roof, an awning on the passenger side, and 3 step stools by the side and rear doors.
After watching your videos, I've adopted a, pre drive inspection which includes about 10 items that are checked before I start the vehicle, every time without fail.
The last thing I want is to lose a solar panel on the interstate, or drive off with something still attached to the van.
I'll never pilot an aircraft, but I could still do a lot of damage if I forget to have everything in place.
I appreciate your diligence in safety.
Same here.
Reading this warms the heart of a very jaded mechanic. I used to restore vintage vehicles and I take special care of my daily drivers, doing checks like those you mentioned.
If more people did what you are doing, so many stupid accidents could be prevented and so much unnecessary waste could be prevented (both mechanically and from a financial perspective).
Look after your machine and it will look after you when you most need it. Usually when you stamp on all the brakes or swerve to avoid something at 70mph. If the vehicle is in good condition, it will do exactly what you ask it to do in those situations rather than spit a balljoint out or lock 3 out of 4 wheels and fire you into the scenery.
I hope that your travels are wonderful and that your trusty faithful van looks after you as well as you look after it. 🇬🇧 🤝🇺🇸
@restojon1 thank you for the reply.
I am obsessed with taking care of this vehicle.
It's my home. Maintenance is expensive, but not as much as repairs.
I was talking to a fellow nomad a month ago and mentioned that I had just spent 12 dollars washing my van. He commented that he had never washed his Jeep.
I could tell, too.
He'll wish he had once he has to replace wheel bearings and break cylinders and front-end parts.
This desert is dusty, and that will ruin many things if ignored.
@@ericcox6764The biggest risk of living in a camper van is CO poisoning, either from vehicle exhaust or from heaters. Do you have a good CO detector placed at or below bed level?
@mehere8299
Thank you for the reply!
Absolutely, and a smoke detector in the ceiling.
You are 100% right in what you are saying.
I've met several van dwellers that use a propane stove to heat their vehicles with.
I always warn them about the dangers of their actions, but they are free to do as they choose.
I've NEVER used a gas heater while I sleep and have added extra insulation to the seam on the rear doors to make them air tight if I need to run the engine.
Currently, I'm using an indoor safe heater with a low oxygen cutoff that works almost too well.
It'll run for 15 minutes if I have everything closed, so I'll position it by the side door while open just a little bit, with a small computer fan blowing in fresh air. It still heats okay this way.
I'll be installing radiant floor heat later this year that will vent the CO gas out of the passenger window. I have an HVAC contractor from Milwaukee who is helping me design the system. He's installed thousands of those systems over the past 35 years.
I'm super paranoid about gas poisoning, having experienced very mild CO poisoning years ago. I had one of those tank top heaters in an enclosed building. I started to get really light-headed, and my eyes were burning badly.
The last thing I want is to wake up dead one morning.
That would ruin my fun.
I fly the E195, We have 3 different takeoff thrust settings and if they were flexing reduced thrust then it can take 6k feet probably or more to get airborne. It feels like you take the whole runway on each takeoff. I can’t imagine taking off in 4k feet of runway.
It was a full plane too, with mostly workers going back after the national holiday i serbia, so the bags packed, going to düsseldorf tanks full to the brim too.
The control tower told him he was on the wrong intersection, other controller called him, probably the shift manager, told him, offered to guide him out and back on the right place, told him to compute again if he wants to stay there and call him if he's happy with that, it was the crew's decisions, their authority too, control did everything right, informed him not just about intersection, but available runaway left, and left him decide like it has to, it was just stupi, if he had to reject the take off with that heavy a plane he woul've been screwed.
@@dannyboy-vtc5741 Wow! So not just a misreading or other simple error.
@@dannyboy-vtc5741 Indeed, I readed this, too. And with 106 people on board, most of them carrying luggage, it was a heavy loaded aircraft for an Embraer. Really shocking and unbelievable. You can get the impression as if the Pilots had no clue about the performance data of their Aircraft.
@@NicolaW72 well, according to the reports, the captain, he was an italian apparently, was experienced, and an istructor for the type, the copilot was polish and fairly new to the company and inexperienced, very usual to pair inexperienced and very experienced crew in all airlines i suppose.
The company was itself greek, some smal charter company that operates only embraers and leases them, only line the company itself serves os for benghazi, libya, where most companies don't fly i would think, so a bit shady, or survining on higher risk taking.
They flew for air serbia, which has it's own pecurialities, as in not owning any planes, using only dry and wet leases, gone thru rapid expansion lately with a lot of new lines they had to rent planes and crew for, just at the time arabs pulled out, can't remember which, but one of the two big ones had majority share, then minority, then the state has full ownership again and employes that expansion politics with rented planes and crew.
The airport itself is state owned but concessed to a french company to operate it, so it's a mess to understand it all, air serbia doesn't operate embraer at all, so even if wanted, can't have domestic crew for the type at the moment.
It is weird, the crew cocked it up in an epic proportion, but afterwards also saved the day, it's probably fatigue due to high work load, due to company politics with not enough crew for everything, probably some initial training at greek company too, everyone has its own share of the blame, but the crew cocked it up on the spot, the traffic control told them they exited in the wrong itersection, offered to take them in and lead the to original one, they declined, told them how much runaway had left and to calculate if it suits them and to call back, they had every chance to change the outcome, it was the crew decision to take off from there after they were warned about it, so..
Flex T/O-3 probably 🤔
I once waved down a Jetstream 32 taxiing for a runway that had it's rear loading stand swinging off the tail. The aircraft belonged to a small airline, so several people would've been working around it and missed it. I have no doubt they would've taken off with that attached.
Good Job...!
Or was it a metro?
@@DJ99777 Definitely a Jetstream, it's all that airline ran.
I've flown 31 and 32s for about 6k hours. Never seen a pogo. The rear passenger airstair door when locked down is the pogo. I've definitely had to move pax forward to allow the door to close. Was the 32 you waived down a cargo mod?
No J I’ve ever flown had a pogo stick. That’s why I ask.
Former railroad conductor in Oregon here. I worked in a railroad switch yard where tow bars were used to line up equipment for departure. The tow bar was very heavy and could easily do damage to railroad equipment. As a conductor, one of my jobs was to check that the tow bar was disconnected and stored away from moving railroad equipment before every departure. Thankfully, we never had an accident with the tow bar, but we sure came close once! I can only imagine what they were dealing with! Always check for the proper disconnection of the tow bar! Here's a quote I came up with for my train crew, to paraphrase Juan Browne, "Operate, Navigate, Communicate!"
Huh, there's a decent amount of overlap between train/plane transportation then, interesting!
@@Takyodor2 Yes. There sure is.
embraer certainly knows how to make them!
Phone on airplane mode when you cross the fence line to go to your airplane! CHECK…..that is a great tip I never really thought about before. That is going in to my play book, thanks for the tip!👍👍
Turn the thing off - didn't need them 20 years ago
You can also set up focus for iPhone which can automatically shift to airplane mode when you are in a specific geographic area (your airport)
Embraer E-195, The best machine. Thank you, God! 🙏
Someone departed Scholes Field, Galveston about 1980 in a twin bonanza with a tow bar attached. My father was an A&I. So he went up with someone else in a Queen Air and they tried everything to get the pilot to knock it loose. No luck. When he landed, safely, he was soaked from top to bottom in sweat. But he was so cool and methodical at trying to solve the problem. I don't think anyone else could have kept it together like he did. It was impressive. We listened to the whole thing on the radio.
As I'm watching this about an hour later, maybe 5 seconds after you said "... thunderstorms this afternoon..." our house shook with the first thunder. (We're in East Bay).
It's nice when you are able to cover accidents that only broke things, not people.
that was a big boom
Embraer make a tough bird. They were lucky to get that one on the ground under control.
Wow. I can't believe they were able to continue flying with all that damage.
You must not be familiar with planes. Most have flares in the event they get shot at
@@GardenGuy1942WTF? Flares and missiles have nothing at all to do with anything, that has anything remotely to do with the incidents on this video. That’s in the first place. Second place- the typical GA and commercial aviation plane does not carry flares around for a combat zone. What in the actual blue f***…..
@@GardenGuy1942what
@hoolihanohoolihan1011 that was the most bot reply I have ever read lol
@@GardenGuy1942yeah dont forget the counter missiles hidden in the wing fairings.
Those folks at Embraer sure do build 'em tough, don't they? I'm astonished it didn't come apart completely, never mind that it was able to continue into the air, fly long enough to burn fuel off (or let it leak out), and then return to land. And then they taxied to the fricken gate! Agreed they should have gotten back on the ground as soon as possible, but all things considered they were all extremely lucky all around...
I find it amazing the plane managed to hold itself together. Well engineered.
This might be the best testament to Embraer I’ve ever seen!
Gotta give it that. Not many crashes or incidents are great marketing oportunities.
@@andrewtaylor940Yes.
Embraer > Airbus
You should see Gol 1907 crash with a legacy.
@@biad4440 I stand corrected! I can't believe the Legacy landed!
When I had less than 200 flying hours, I made a similar mistake. I was taking off out of Houston Hobby with both my brothers in a 150 hp Grumman cheetah.The tower offered .me an intersection takeoff. I will never make that mistake again and I never did in the rest of my commercial years of aviation. All I know is the numbers on the far runway you got larger and larger before I finally lifted off. As an older retired commercial pilot, I can’t say, as I am very impressed with the caliber of people that are in the cockpit nowadays. That is a foolish mistake for a commercial pilot to make. But for the grace of God, they would’ve wound up a blazing funeral pyre at the end of the runway. Juan, I appreciate so much the work you were doing calling people to a higher level of skill and aviation.
Similar experience. Was once asked if I accepted an intersection t/o in a Cessna 152 which left me 3,000ft, which was fine. However, during the t/o run, engine r.p.m. dropped slowly, which left me with the decision to crash into the ILS antenna or to slowly creep into the air. Well, I very slowly climbed, flew a relatively low pattern and landed. But mind you, I shall very carefully weigh to comply with any intersection t/o request.
Comair 5191 comes painfully to mind. They were not so lucky.
Great to see you getting into Skew-T, as a weather nerd I'm amazed pilots aren't more routinely encouraged to make use of them. The skew of the chart is specifically to the dry adiabatic lapse rate, 9.8°C/km. You'd use this rate of cooling for your ascending parcel until it saturates (ie the cloud base level), above that it cools at the moist adiabatic lapse rate which is nominally 5.5°C/km due to latent heat release. You can see this change in the blue dotted line denoting the lifted parcel trace in the Skew-T shown in the video you have paused, with LCL being that cloud base layer (lifted condensation level) and LFC (level of free convection) being the point from which the parcel has sufficient buoyancy from latent heat release to keep ascending up to the EL (equilibrium level) point. CAPE can be calculated in several ways depending on choice of parcel - SBCAPE (surface-based), MLCAPE (mixed-layer) and MUCAPE (most unstable) being the most common. Which you'd use depends on the specifics of the profile and weather pattern - things like low-level temp inversions, forcing for ascent from incoming fronts/troughs etc. One thing to watch out for if using these model-generated soundings are those pink bars coming in horizontally from the left - they essentially indicate rising motion at that particular level. If you see them stretching way out across the chart you've picked a spot that's in the middle of modelled convection, and the profile will be contaminated by that convection making it unrealistic. In this case you can step back a frame or two, or use the model's precip field to pick a location that's free of convection.
The E-195 is a tough little bird for sure. There's a reason they have almost 200 on back order.
I fly a lot with LOT Polish Airlines within Europe (Warsaw is a good hub for many Eastern European destinations), and the E-195 is their main aircraft - always feels sturdy and well-built!
He continued the takeoff 1500ft past the end of the runway at 160kts! Now that takes some balls of aluminum and brains of lead.
Well luckily everybody lived. If he had tried to stop what would the outcome have been been?
Above V1 is above V1
@@heikojakob6491 Indeed... And in this case V1 was eventually achieved, in spite of loss of runway and added drag of ILS antenna removal.
@@jackoneil3933 Starting the takeoff run with only half of the runway, V1 is pretty low and probably already exceeded as soon as the engines completely spooled up ...
His last job as pilot. Thinking he was in Citation, runway 3500 m. used 1200 m. No way to abort takeoff, else finish in cornfield over motorway or highway. And antenna missed engine for few feet, with one engine-cornfield and fatalities. Plane decided to be written off. Contract of wet-lease with Greek Marathon air. cancelled. Pilot can stil dust the farm fields.
Putting your phone into AIRPLANE mode BEFORE you get to your plane is an EXCELLENT technique, thanks for that, and ALL of your efforts to improve flying!
It goes to show you how well engineered Embraer aircraft are. That thing held together despite being torn open. Reminds me of the E190 that took off with the control cables crossed and went inverted 7 times and still landed in one piece.
Indeed - Astana Flight 1388 came into my mind, too.
I taxied with my towbar attached. Ground crew stopped me before I got into trouble, but that brought up my rule for towbars. Towbar is only attached to the nose wheel (RV-9A) when my hand is attached to the towbar. It is never left on the plane when I'm not moving the plane (by hand). Could be a really bad day if that towbar kicks up into the running propeller arc.
Good Man !
Seeing people who tie their dog to the bumper when they're at a park or something or people who put their child seat on the roof......
Another good reason to not allow intersection takeoffs! The runway behind you is not useful!
@@garydrew2360 huh?
Thanks!
Thanks Max!
The good NEWS is all passengers survived... The pilots and airplane may not be able to Fly again... Yup, so many questions on these and that need to be answered on these incidents... Thanks for the information and Mark Finan's weather page...
I'm hearing Phil Swift say "That's a lotta damage!" while trying to figure out how much FlexSeal needs to be applied.
Next up: Flex Tape plane!
No joke: I keep a roll of aluminum tape in my tool bag in my Bonanza. Fortunately never needed it.
Flew ok without it.
To show the power of Flex Tape, I sawed this Embraer in half! And repaired it with only Flex Tape!
Bear bond would be better. We used Mach one tape in the Navy
I have a friend who tried to takeoff in a C-185 on floats. He couldn’t get airborne so he went to idle and noticed a neighbor waving and jumping up and down so my friend opened his door and discovered his kids had tied a 14 ft aluminum skiff to the tail wheel.😁
That E195 is like a A10 flying around for an hour in that shape...
if the stabilizer got damaged worse it could have been a terribly short flight, they flew about 1km away from mry building.
If that things could return safely, I want to fly on E195 from now on.
My thoughts exactly!
They are a nice aircraft. Comfortable with low vibration.
The 3-2 layout is good too.
Now,now. Boeing can fly without doors quite safely,even without the plug.
As for Boeing 737 door plugs coming off this would save time evacuating the aircraft if it had a belly landing. Boeing...ahead of their time in safety.
🇧🇷🇧🇷🇧🇷🇧🇷🇧🇷🇧🇷
I put the bag for the gear pins and the pitot tube covers in a place where you have to remove them to operate the aircraft. Good idea for a bag over the yoke when tow bar connected.
I did the tow-bar takeoff in a 206 that just came out of annual inspection at Independence Oregon. After thoroughly pre-flighting the aircraft in the hanger, while I was writing out the check in the office, one of the mechanics pulled it outside, and while holding the pilot's door open handed me the keys said: "Thanks, have a nice flight!" I jumped-in and departed on 16, but when I was about 100ft above the runway I heard a "TWANG!" and a red blur flew up and over the left wing. I looked back in the cockpit and saw no tow-bar. I came back and landed, and when I taxied back to the shop on the south end of the airport, the mechanic who handed me the keys met me with the tow bar he witnessed land on the ramp not far from the shop, now with a long diagonal cut in the handle.
Fortunate it was one of those thin and flimsy late model Cessna AluminumTow bars and not the old 1/2" solid steel ones, and the only mark was a bit of red paint and aluminum on a couple of prop blades.
Later when I told a friend, a former USAF instructor, he said: "I always instructed my guys that the last thing to do before getting in the cockpit, was to step back about 20ft and walk entirely around the aircraft looking for anything out of place, as you can catch things you or your crew missed looking close-up.
As preventative measures, adapting a habit of never taking your hand off the Tow-bar unless it's remove helps, and some tow-bars have a spring that pops it off as soon as you stop holding it closed, and on some tow-bars it's possibly to adapt a spring to do the same.
BTW, My Dad left the original steel tow bar on a C-model 310 once, and it made noticeable racket as it bounced over seams in the concrete.
Looks like antenna remnants wrapped up in the leading edge of the wing root.
Sorta like taking off with a towbar attached...sorta. :)
Good eye!
Yes, indeed, when looking closely you can really see it.
Very lucky he didn't clip that antenna array with the left engine and FOD it. That would not have been minor! Tough bird, glad it made it back down. Did he use all the runway to land?
@@tompetrushka1627Maybe he did an intersection landing. 🤣
On the positive side, the doors didn’t fall off
Or the front …
Thank God it's an Embraer, not a Boing 😂
😅
Juan et al, if you have not read "Exploring the Monster: Mountain Lee Waves: the Aerial Elevator", you absolutely should. It gives a fairly detailed history of the role glider pilots played in mapping out what the atmosphere is doing up where only pilots dare. A fascinating read for anyone interested in gliders and/or weather.
I really hope you revisit the Air Serbia Embraer story. The ATC comms have been released, and boy, I don't know if I've seen a better example of dereliction of duty in commercial aviation. Some additional videos and pictures going around the internet as well, it's a miracle this plane even got off the ground. The E195 is one hell of an aircraft.
When teaching instructors, we call your second lap on the walk around a ‘Golden Lap’ or as my U.S. friend (previously a national CFI of the year) used to call it a ‘Wide 360’ looking for stupid stuff you might have missed such as tie downs, control locks, fuel caps, pitot covers and tow bars rather than looking at the minutiae as the student and/or passengers are settling in.
Similarly, in the commercial environment, the pushback team complete a final lap of the aircraft once all of the doors are closed looking for the same.
Safe flying.
ATB Cookie
Christmas Eve 2020 I think it was, a CRJ900 took off from Appleton WI with the pushback headset still attached. Passenger saw the headset hit the wing and shatter during takeoff, but didn't say anything... Arrived at its destination with the access panel open and a section of cord still dangling from the inserted plug.
My rule with tow bars is if one end is attached to the airplane, the other end is in my hand. Period. 👍
This. Always.
I've always liked the Ejets and this has just further confirmed my high opinion of them. Embraer sure knows how to make a tough aircraft.
In the early 80’s as an ATC I was working DEN Departures westbound when a major carrier B727 had to return climbing out of 10,000 due to a pressurization problem. After they returned I went to the Tower cab and watched them taxi in with orange LOC antennas protruding from the rear fuselage. It looked like a lobster! Close call. It was a hot summer day and they departed 35L a 12,000 foot runway. The Tower controller only noticed a lot of dust when they rotated since it was almost 3 miles away.
Stapleton was a bitch in the summer. FO on an AA dash 80. Made 3 trips from the runway to the terminal to take pax's off as the temperature kept going up before we could take off. Nice when DIA opened.
Jeeez!!! As bad as the wing strike was on that jet, the thought of the
rear stabilizer getting ripped off seems worse!
This thing had fly over my head just 150ft above ground lvl... IM happy that captain managed to do one most important thing - to land the plane safely!
Holy hell, he managed to fly thru that and land it safely??? Not sure if I should praise him or the airplane for taking the beating like a champ.
This accident of the Marathon E195 was indeed so close to a crash as it could be. All the people on board had more than one Angel to protect them. It´s unbelievable that the Pilots used intersection D5 for the take-off when you look at the chart. It nearly looks like as if they would have no clue about the performance data of their Aircraft. Shocking and really unbelievable!
Maybe they are graduates of Russian Air Academy?
@@SubgunmanNo. This was an Aircraft of Marathon Airlines, a Greek Airline, only flying on behalf of Air Serbia. It was a crew from Marathon Airlines, not Air Serbia. To what I readed today the Captain came from Italy, the First Officer from Poland. So there was definetely no relationship with Russia. Maybe a communication problem contributed to the accident (two Pilots with very different native languages). Hopefully the CVR can be read out, it would be crucial for the investigation.
Witnesses say it missed the highway by 6-7 meters. Also if you listen to the ATC recording, they were warned by the Tower ATCO that they lined up on D5 yet they decided to go anyways :/
@@bahenbihenYes, indeed. It was really Great Luck and a very sturdy Aircraft that made them land normally without any Injuries. The Pilots obviously totally messed up here.
Wow….tough little Brazilian. Fortunate outcome to a career ending mistake.
Love the channel Juan.
A preflight technique we use at EAA is to step away from the airplane and look at it from 30 feet or so away. You'd be amazed at what you'll see from that perspective!
The paint job almost always looks better from that perspective!
This brings back memories from 2009 when an Emirates A340 taking off from Melbourne (Australia) had a tail strike on takeoff. Scraped the tail a fair distance down the runway, into the dirt, took out some runway lights and several localiser antennae before it got airborne. Crew had miscalculated their takeoff weight 😬
Juan: you doing a last minute walk around is exactly what I do with my RV to make sure I’m disconnected from shore power, awning retracted, everything else buttoned up before driving away.
Back in the mid 90s I was an A&P working for a small FBO, had a small home built, can't remember type, taxing out with his tow bar connected. He hit a bump in the taxiway, the planes nosed down a bit and had a prop strike. Killed his engine. Prop cracked in half. Cost him a bunch of money for new prop, and engine overhaul.
It does seem like the Embraer planes can take a beating. Incredible! That was the same company Boeing couldn't buy (fortunately for the Brazilians)
Indeed
I bet it was less about burning off fuel and more to do with taking time for the crew to get their heads right. You know that crew was completely rattled. Landing immediately might have ended in disaster. Going into a holding pattern gave them time to relax, get a feel for any control issues and get the aircraft fully setup and established for a stableized approach.
Agreed, achieving the minimum delay looks great in the sim but in real incidents there’s a whole lot of human stuff going on.
Fair enough, but they also don't know what condition the plane is in, other than that it is flying at the moment. I wouldn't make that flight last any longer than necessary.
It wasn't as fun for the passengers tho. There are some witness statements out and oh boy are they traumatized
@@texyp.856 I'm sure.
You give "airplane mode" a whole new meaning!
Looks like a well made plane. Tough.
Seriously. 😳
Hats off to Embraer for designing such tanks of aircraft. This bird took some appalling damage and still delivered its occupants home without injury. Does anyone know if this
one is repairable, of if it will be written off? A pity if it's the latter.
Looks very repairable. There may not even be any damage to primary structure.
Great Ad for the jet😊
The E-195 is a kick ass flying machine...apparently.
Interesting info about the skew T chart. I think you misspoke when you said the air that was cooling faster than standard would rise quicker. It’s the parcel of warm air that causes the weather we try to avoid. No issues with tow bars (so far) but I did forget to remove the chocks once after engine start in the 172. There was a P210 next to me about to depart. I only hope he didn’t see my mistake as it was none other than former Flying magazine editor Richard Collins. Appreciate your humility and insight Juan!
It appears that this particular E-195 actually DID have fuel dumping capability through inadvertent modification 😉.
My goodness 💥💥 That's a tough aircraft !!
Juan, regarding partial gear landings and wrecking engines:
Years ago when I was instructing at Elstree (London), a BA pilot hired a GA7 from the school. When he got airborne, a bolt came out of the left gear torque link and the oleo rotated so the wheel was at 90 degrees to the normal axis. He declared and emergency and set up for a glide landing, feathering the props and flicking the engines over to line the twin blades up with the wing so the engines would be protected if the gear collapsed.
In the event, the wheel pulled straight immediately on touchdown and he came to a controlled stop half way along on the 26 centreline. A bolt was refitted and the aircraft towed away a short while later. Outstanding airmanship, though I’d have done it up the road at Luton for a longer, flatter runway. Elstree isn’t big, has obstructions and a 2% slope with much steeper undershoot on 26. He did an incredible job. Anyway, flicking the engines over after feathering the props is a technique you might want to consider.
The Embraer must have planned D6 and lined up on the wrong intersection. That has happened on numerous occasions and sadly will continue to do so unless all airports fit stop bars and keep them permanently lit on unsuitable intersections.
Just for knwoledge the E195 can take off with 1273m, but with limited weight and usualy at sea level, so the weight, wind, temperature and pressure altitude can affect its short field take off capability. Just commenting to agree with both pilot’s negligence, but to pass on the knowledge that the embraer 195 can take off with that runaway lenght. We routinely do it in the Santos Dumont airport with 1323m, and the plane can take off in the auxiliary runaway (only when the main is closed) with 1260m.
Juan: Runway behind ya, altitude above ya, fuel still in the tank. And as a different American captain reminded me long ago, "Except when you're on fire."
JB also confirms the high probability of someday being an 'old' pilot cos he's not a 'bold' pilot: Completion of a 2d, opposite direction walk around of Harvey for towbar absence, fuel caps secured / baggage compartments closed & locked before climbing into the left seat. The opposite of complacency - accepting one is never too experienced to make a mistake.
Thanks for covering the FUBARs we are all capable of accomplishing & reminding us of the necessity of not cutting corners. Learning from others surely does beat peeing on the electric fence for ourselves.
I joined a friend at his gliderport long ago and niether of us noticed until he was airborne that he took off with his clamp-on tailwheel. We radioed him and he came back and landed OK, a little red in the face. No harm done but I didn't get a ride that day.
Very happy to see that Mark Finan shoutout. I’ve been watching his videos ever since he started posting them. I’m a photographer who mostly works outdoors so it’s important to know if there’s gonna be good light - but it’s even more important to check whether my camera’s gonna get soaked that afternoon or not!
Both of those accidents/incidents are head scratchers. Great information on the WX side of the video. I had no idea Mark Finan had his own RUclips channel…he really knows his stuff. Thank you for sharing that information…we definitely have some crazy WX here in Sacramento again today.
WX here in Tucson is changing rapidly today. Almost completely cloudy now.
I wonder if the collision severed any hydraulic lines on the wing. A retracting slat could have created asymmetric lift and rolled the plane like in the Ohare DC-10 crash.
Also as an aviation meteorologist (we met briefly @ Reno but you probably don't remember), great job covering the skew T. You nailed it 👏 👌.
As a side note regarding the DC-10, during FAA certification it demonstrated safe flight with all slats fully retracted on one wing (vs only those outboard of the engine on AA 191). That was in cruise flight, however. The Chicago accident combined retracted slats with inadequate airspeed for the configuration.
Well, the pilots reported the flaps not working, so they landed with them retracted. That was probably the hydraulic lines or some other damage.
Great update and thank you for putting me on to Mark Finan when he first started his RUclips channel.
An overweight landing is doable as Juan said - except for the fact that the pilot was planning on touching down halfway down the runway - because the plane clearly does not need the whole runway length. 🙃🤔
I highly doubt that without probably broken slats, flaps and spoilers the runways would be long enough with a crap load of fuel and PAXes.
I like the igea of having less fuel in case then unknown damages caused complications during landing and another incident. Less flammable is a good thing
Yes but they did not know the extent of the damage incurred, I would have been more worried to know whether a big piece of airframe would fall of and then not have the aerodynamics to continue to fly. @@johngoscinski1995
Looking at the flight GOL 1907 crash, and now this one, there is no way to deny that Embraer manufactures flying tanks.
Astounding he landed safely with the pllane in that condition.
Thanks for the video.
The towbar incident makes me think that a mirror near the hangar would be nice. For one last check of things, the pilot could taxi past the mirror and look at the plane one last time. For those who are addicted to electronics, little cameras could be attached around the plane, and the pilot could check them through Bluetooth. I'm sure many RUclips pilots would love having more cameras to record more of their flights.
I don’t do the airplane mode but I’m gonna now. I have a nice comfy couch in my hanger that I tell whoever the passengers are to sit down, be quiet, and let me do my thing and don’t interrupt. I’ll come get you when we are ready. I learned that from this channel.
The Embraer jets are tough birds!!
Retired 20 years now. When I shut down the 777 engines for the last time I heaved a sigh of relief that in the previous 30years flying I hadn’t had a single incident let alone accident.
I'm delighted to see you dip a toe into MY world! (Re soaring and Skew-T charts, about 13:26).
A most excellent book for this stuff, especially at the very localized level, is "Understanding The Sky" by Dennis Pagen. It is aimed to the Part 103 gliders - the most open cockpits of all!
Sweeet I just ordered it offa Amazon thanks a hoot
Thanks for the recommendation!
Juan, thank you for your excellent work. I had a chance to listen to the ATC recording. The Air Serbia pilot was offered D6 intersection, which he accepted, but made a wrong turn to D5. Then he was offered to backtrack, which he declined. ATC reminded him of the runway length remaining TWICE. He said they're good. Now we get to read about them. Pax were told it was a "minor technical issue" and Air Serbia issued a press statement saying there were "no danger whatsoever".
also, not only did they spend an hour burning off fuel; ATC suggested, and they accepted a low pass, for tower to check if the gear extended correctly.
Indeed. But today Air Serbia fired Marathon Airlines as ACMI partner. Probably it became to obvious that this was definetely not a "minor incident". And yes, absolutely right: The ATC seemed to have had better knowledge of the Performance data of the Aircraft than the Pilots flying it.
That picture of you in front of your airplane would have been even more awesome if you had the towing bar on hehehehe
@blancolirio - You have one of the best sailplane operations in the USA right down in Williams, CA! The Mayes family are awesome, highly recommend you give 'em a shot when you're ready to get your glider rating. As for learning weather better (especially in regards to soaring & aviating): I can't say enough good things about the book "Understanding the Sky" by Dennis Pagen. Tons of great explanations - my only complaint is that he calls out Hemispheric differences religiously, and these caveats make a few passages trickier to read when talking about large-scale phenomena. But otherwise its a really amazing book to help decode convection/thermals, local winds, cloud patterns, fronts, pressure systems, and lots more.
I did like the short l time in a hang glider years ago
@@jessescobieful - Hang gliding is very cool! I have serious respect for those that do it, but I personally don't like using my legs as landing gear - I've seen videos of what happens when that goes wrong. 😛 Also, hang gliders cruise at 25-50mph and have a glide ratio of roughly 15:1 whereas sailplanes cruise at 60 - 105mph and have a glide ratio of roughly 40:1 (i.e. 8 miles of distance per 1000 feet of altitude loss). 🙂 On a typical soaring day in WA state our sailplanes will cover 200-300 miles over 3-5 hours of soaring (stopping several times along the way to climb in thermals; usually topping out around 8,000 - 10,000 feet). In some parts of the USA the lift goes higher than we can - ATC restricts us to below 18,000'... I've been at 17,900' over Utah, throwing out my landing gear and spoilers (dive brakes) to add drag, just to keep from busting regs!
Skew T Charts - I'm always learning something new and interesting on Blancolirio videos ! Thank you.
If you flew regularly into/outta IAD in the summer, you'd become quite conversant with the skew-T charts. I swear they located that airport in the center of Virginia's Thunderstorm Alley. Truly amazing seeing the frequent t-storm activity passing through IAD in the summer late afternoons while adjacent areas have relatively clear skies.
Cool, thanks for telling us about Marks channel!!!
Best of both worlds, combines my love of offroading with my love of aviation. Now I wanna put some 37" mud-terrains on that plane.
Just amazing with all the tech we have and still do this. Very very lucky. …very.
Conversation in the cockpit prior to take-off?
I bet I can do it in 7,000'.
Oh yeah, I can do it in 6,000'.
Well I can do it in 5,000'.
You're on!!
A testament to the aircrafts durability.
I triple dog dare you
Comments elsewhere suggest that your suspicion was right, Juan: they were cleared to take off from D6 but lined up at D5. Tower caught the mistake and cleared them to back-taxi to D6 -- and the crew refused D6 and said they could take off from D5 and then tried to do so. What a breakdown in procedure (and common sense). This is of course exactly the kind of nonsense that lines up the holes in the Swiss cheese. Absolutely a miracle that this didn't end up being a Very Bad Day at multiple moments of the accident sequence.
Not a towbar, but Juan can probably relate. Worked 141s at Travis for 11years. One day we had a crew come out and preflight the aircraft, pilots walked up and on to the aircraft, technician inspected and signed off the pitot covers, pro super signed off, marshaled the aircraft out, and the pitot covers were still sort of installed when the bird landed at Hawaii. Of course they had airspeed issues, but chose to fly on.
Way to go College of DuPage!! I went there….a long, long time ago! Good to see its growth and how it’s helping pilots and others!!
I'm actually grateful there's no video showing the Embraer struggling to get airborne and striking the runway lighting structures.......the visual is just terrifying, It seems miraculous that even after enduring the resistance caused by those strikes and the soft ground at the end of the runway that the plane was still able to get airborne. Extremely fortunate.
Can't overstate enough the importance of making that second walk around in the opposite direction. I used to be involved in search and rescue... not as a pilot (although I was a pilot) but in ground search parties. We were always taught to scan the search area right-to-left. This is because the usual, natural way to scan in the western world is left-to-right (reading for example) and doing it the opposite way makes you less likely to gloss over or skip something out of place.
My first flight instructor taught me to make my pre-flight walk around in different directions on different days, each time I flew. I used to have a rule...
Monday, Wednesday, Friday - clockwise
Tuesday, Thursday, Saturday - anti clockwise
Sunday, opposite to the last one I remember doing