How Bad Parking Crashed This Passenger Jet | Houston 2021 MD-87 Disaster
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- Опубликовано: 16 мар 2024
- This is the story of the 2021 crash of the 987 investments Md87 crash. On the 19th of October 2021 an MD87 owned by 987 investments LLC. this was a private charter flight meant to take a few people all the way from houston executive airport to boston to watch the houston astros play the red sox. So this wasnt a normal regularly scheduled flight, the pilots of the flight today usually flew for everets air cargo out in fairbanks alaska but with the pandemic and everything, they were probably getting work wherever they could find it. A lot of pilots had to adapt during the pandemic. Heres the thing though the MD87, hadnt flown for a while as well. The last time it was flown was on the 26th of april 2021. After a couple of months on the ground, this jet was ready to get back in the air. The captain had flown this jet before and this was the first officers first time flying the MD 87. The pilots got to the airport at 8 am local time and the first officer did a walk around of the plane to make sure that its extended stay on the ground hadnt done anything to the plane. Think bird nests in the engines or corrosion on the control surfaces that sort of thing, he was looking for anything that might make the plane unsafe to fly. Everything checked out. But just to be safe an airframe and powerplant technician from 987 Investments also performed a walkaround of the plane and noted nothing out of the ordinary. Two sets of eyes are better than one after all. But all seemed to be okay.
The first officer and the captain started powering the plane on while the passengers boarded. They ran checks and went through the procedures that you needed to do to get this jet into the air. The captain told the first officer that theyd be using the procedures developed by the company that they used to fly for, everts. Telling the first officer that they would only reject the takeoff after V1 only if the plane wouldnt fly. For those of you that dont know V1 is the highest speed at which you can safely reject takeoffs, with there being enough runway left to stop the plane in time. At 9:52 am the engines were started and the pilots started taxing the plane to the runway. On the way the pilots did a control check, where the first officer pushed the yoke all the way and then back to make sure that the plane was responding to all the commands as expected. Everything was a okay and so the plane continued to the runway. The air traffic controller at this time chimed in and cleared the MD87 to take off from the runway 36. The captain set the thrust levels that they would have to hit, the pilots looked over the instruments and everything looked good. The flaps, slats and the stablizer were all set for take off now the onlything that was left was to push the engines to takeoff thrust and get the jet into the air. The jet started rolling, slowly at first but then it picked up speed. At 9:59 and 26 seconds the first officer called 80 knots followed by V1 at 9:59 and 47 seconds, this jet was going too fast to stop on the runway that they had left now.They would need to takeoff if something went wrong. Just a second later they called rotate, this is the indication for the pilot flying, in this case the first officer to pull back on the yoke and raise the nose of the plane into the air. He pulled back but nothing happened. The jet accelerated but it stayed firmly on terra firma. iT was like the controls were stuck in concrete. Nothing they did had any effect. The first officer then made the V2 call out. This is the minimum speed that must be maintained if an engine fails after V1. But the plane was still on the ground it should have lifted off by this point. Both pilots were now pulling back on the yoke. The CVR picked up the captain saying “come on” as he strained to get the jet into the air. At 9:59 and 53 seconds the first officer made the call he said abort and before the captain could react the first officer reached for the throttles and put both engines into idle and the captain activated the reversers. At the back of the plane, the huge buckets were pushed into the 
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9:50 "Elevators not jammed verification"
Yes, that's an update everyone will read carefully. It's right up there with "wings firmly attached verification".
Boeing leaves chat.
How do you do a visual inspection of the control surfaces and not see that the elevator is jammed? There it is, right there in the photo 10:28.
OMG Somebody was asleep.
@@MrPLC999Seeing the elevator on that model in the down position is not evidence that it is jammed. The elevators are moved by trim tabs and air flow, not hydraulics, except for down elevator. Taxi behind one and you might see the elevators moving in different directions!
What happened to positive control checks before first flight
On a DC9 or MD80, you are only moving the control tabs with the yoke, except when pushing full forward which engages elevator power and a blue annunciator light indicates that elevator power is working. The elevators can move up and down with the wind so I suppose that the bulletin is effective because the elevators probably are weighted to te up normally. @@robertcraig5037
10:09 Mark 2 human eyeball? Well there's your problem! Both the airframe guy and the copilot only had Mark 1 eyeballs!
Boeing charges extra for their aircraft to be viewed with Mark II eyeballs anyway, and pilots are not informed about the Mark II eyeball requirement. That would require retraining.
I'm sure nothing can go wrong with a pilot verifying something up tall on the rear of the aircraft. It's totally not like the crash already happened due to a pilot missing the jammed elevator
@@jblyon2 You can't check for the problem with Mark 1 or 2 eyeballs. They are not on the required equipment list.
Isn't that just a software fix that can be upgraded on any human by some lines of text on a screen or paper?
When I watch a military aircraft preparing for take-off, his crew chief has a radio link with the pilot and checks are thorough and acknowledged.
I was doing my preflight on a B757 years ago when I noticed the elevator was not in the marked neutral position. Upon entering the cockpit, the elevator trim showed that it was. A clear discrepancy! When maintenance was notified, aircraft was grounded for repair.
Such things must not be left to chance -- Maintenance crew ought to inspect such things -- and inspectors ought to check the work of the maintenance crew. Measurement?
Airplanes break and need maintenance just like any other machine. @@victorsauvage1890
757 years ago? You must be very old.
@@dicdicd1767and you must be very ignorant. 757s have been in operation for decades.
@@rayreid1589 757 years ago there was no plane yet!
So, MacDonnell Douglas designs an aircraft without a fail-safe elevator system with no hard stoppers or sensors, and Boeing, which bought out MD, said there's nothing can be done about this problem. That makes sense as the management of Boeing had been taken over by ex-MD executives. MD has a long history of designing bad aircraft that caused many crashes, killing hundreds and hundreds of people. With ex-MD executives in charge, Boeing is following in the same footsteps of the infamous MD, with all the problems they've been having with Boeing jets.
The DC-10 had some truly massive issues with the cargo door latches
I’m curious what design problems Douglas or MD aircraft had. The B707 were all retired before the DC8. They turned the DC-10 into a MD10 and it was a great airplane to fly. Do you make those comments with real experience or just a quick computer keyboard?
Great analysis!! Incredible identifying Hangar relationship!!! Moreover PILOTS WERE LUCKY AS S..T THAT HUGE EMPTY LAND PAST RUNWAY
I would say, the pilots and everyone in the plane! But yeah, imagine there had been a highway (like RA-64047)
@@georgH They were also lucky Morton Road, which is the road they did cross, sees very little traffic in that area.
Why must we rely on luck? Why must we rely on the user of plane to find -- and then to read -- and then to implement -- the up-dated safety bulletin? Ought Boeing and the FAA NOT to COMPEL the user to ACKNOWLEDGE RECEIPT of the safety bulletin -- AND then to acknowledge that an INDEPENDENT / LICENSED inspector has verified that the remedial work/ procedure has been implemented?
Long term parking of an aircraft is actually well described in the maintenance manual. Chapter 10 of it to be exact. It is called "PARKING, MOORING AND RETURN TO SERVICE". Did they followed it? Also, once an aircraft has been cleared by maintenance for return to service, most of the companies would conduct a special test flight for the "Extended Down Time" (performed not by a regular crew but the pilots qualified to do it) in accordance with their SOP in order to ensure that no passenger gets on board of potentially unsafe aircraft.
Maintenance does NOT return to service = Maintenance signs off work completed
Pilots sign off the returned to Service.
I was thinking it might be better described as "Chapter 11" (Chapter 10 was an older version of a too complex bankruptcy set of rules). Maybe it wouldn't make sense to aviators but the link to not completing this step and bankruptcy seems somewhat appropriate?
appreciate the pun at the thumbnail
I was hoping someone would get it
I don't get it
I can find some irony in the thumbnail, but no pun.
@@enigmawyoming5201 a flaw in *plane* (plain) sight
@@Kettvnen I see "No One Noticed This Fatal Error" in the thumbnail. I've seen other YT videos being shown with different thumbnails depending on the device or browser, I don't know why, maybe that's what happened here?
As soon as the tabs were mentioned, it felt like a documentary I had heard years ago, and I knew where it was going.
Every plane that sits for like a month or more should be required to undergo a thorough check up including a short test flight before it can transport paying passengers again!
The aircraft maintenance manual outlines required procedures based on how long an aircraft has been sitting.
A short test flight to see if the plane is crash worthy?
@@michaelthompson4269 Then the aircraft maintenance manual is obviously inadequate.
Yes, sometimes the manual is inadequate. It is almost impossible to cover every possible thing that could happen. I know next to nothing about this type of aircraft. I’m not sure if this aircraft had a gust lock. Many aircraft have some type of gust lock system. The gust lock is engaged to lock the the control surfaces in place to prevent damage from gusting winds. I have seen many cases where engaging the gust lock was overlooked. In some cases there was damage and in some cases there was no damage.
One air accident involved insects nesting in the pito tubes. The plane had sat for less than two weeks.
Hey I love your channel, thanks for all the detailed videos ya put you. I've noticed that the audio levels on your channel is about 50% quieter than most other videos on here, always have to turn ya up for some reason.
i just found this channel, its awesome. i dont even care about airplanes, i saw your atlatis sts 27 video. it was awesome. very well edited, good overall. i love this.
@10:08 "Mark II human eyeball" 😭
Great video as always, thank you 👍🇮🇪
Crazy how they didn't do a test flight before flying passengers
They may have been able to make it fly with the stabiliser trim but getting airborne with a jammed elevator is not ideal. As it turned out no one was killed so probably the best decision to reject the take off, even though it was made after V1 and by the co pilot.
You are back!
I thought this sounded strangely familiar. Having grown up and still living near both DTW and YIP, and an alumnus of Michigan, I'm familiar with the very similar story involving the UM Mens Basketball team. I'm glad that was mentioned in the video - until then, part of me was wondering if that the accident at play and something got mixed up. It's too bad that the same accident happened multiple times, but ill give MD some credit that in both cases, there were no fatalities, perhaps a testament to the crash worthiness of the fuselage design.
It's pretty hard to crash an airplane into the ground with all lives lost when the plane is still on the ground.
@@pibbles-a-plenty1105 there have been lots of deadly runway excursions though. That failure to rotate (very high speed abortions) has happened twice with NO lives lost is pretty incredible.
@@ChristopherBurtraw probably not having engines on the wings to rip off helped
I took Bush Pilot Training in 1979. If airplane is not flying with little flaps, add more flaps. It works and saved my life a few times when flying with heavy loads. B52 takes off like that. Flaps up to 30 degrees.
As long as it's in the plane's operating procedures, sure. I can't think of very many scenarios where this would actually be a good idea though.
@@justinjwolf Underpowered airplanes cannot climb with flaps over 20. But others can. You just pop more flaps if need to climb. Vx flaps is called too. Many accidents on take off of low speed due not enough flaps used.
@@emergencylowmaneuvering7350 Just going to leave it as disagreeing with you, probably because I don’t get myself into that sort of situation (not a fan of low and slow). As a CFI, I wouldn’t be recommending experimental use of flaps, but what people do once I’m on the ground is up to them.
Excellent coverage! Thanks!
I feel for these guys. I flew MD-80’s for a supplemental 121 carrier back when the economy was not doing well. 22 months exactly. I feel very fortunate to have survived with my life and no FAA violations.
Thank you for a well-made video on a trouble spot based upon where the airplane had been previously parked. Glad all 21 on board made it out ok!
It was lucky the elevator was not jammed in the opposite direction.
There's an insight. If it had been so, what would have happened? I'm guessing a stall after takeoff, but I'm no pilot.
Plane would try to rotate prematurely and an uncommanded rotation should logically result in an RTO.
@@TerryClarkAccordioncrazy they'd stall and spin in. Not good.
If the elevator was jammed in the up direction, it would have been noticed on the walk around. Normal position for the elevator on walk around is down.
Excellent explanation!
Mighty shame about the beautiful bird.
Appreciate the video,
If I remember correctly, this operator mentioned that they were operating under Part 91 certificate, they did not know or forgot that this airplane type and size must be operated under Part 125 certificate which dictates specifically which type and maintenance interval requirements.
Is There a part 125?
The aircraft is certificated under part 25 and operated under part 121 im pretty sure
@@davefoord1259 Hi Dave, here is the regulation (www.ecfr.gov/current/title-14/chapter-I/subchapter-G/part-125). CFR part 121 operation applies to Flag Carrier i.e. (Delta, American, United), the aircraft itself is certified under part 25 (transport Category Aircraft), the operation of this aircraft type is another story, it can be operated under part 91 only for specific flights, i.e., (maintenance, repositioning, training) but can do so only without passengers. FYI, some airplane manufacturers make sure their aircraft are certified to 19 passengers seat only and have a maximum payload of less than 6000 pounds to avoid these more stringent part 125 requirements. Safe flight buddy. 👋
@@davefoord1259yea there is
well done! excellent presentation. thanks
As a Commercially licensed pilot I think this many accidents from the same cause is evidence the word didn't get out to the flight crew members.
Very sad😢!!
Excellent video!
Do you think you can turn up your volume on your end? My end is cranked up and I can barely hear you. Thank you.
That game in question was Game 6 of the 2021 American League Championship Series, fwiw
Thanks, I understood all of that until fwiw. 😁👍
Who won? ⚾️⚾️⚾️⚾️⚾️⚾️
The Michigan crash occurred in 2017 and was a charter flight for the Univ of Michigan Men's basketball team heading to the NCAA tournament. It was nearly an identical accident and thankfully no one died. Seeing as it too was an MD aircraft parked near a hangar during high winds why wasn't there a safety advisory created before 2020?
To be a pilot having to inspect a dormant plane during the pandemic and concerned enough to elicit additional inspection eyeballs, why wouldn't they look at the elevator positioning? Maddening.
Yes, exactly the same airframe failure as the Willow Run accident, thankfully both accidents were just airframe damage and no deaths.
I have a feeling that Mentour Pilot made a similar video, possibly on this exact incident. Great video nonetheless, very informative and interesting 😊
I know he made a video a while ago on the other, similar incident mentioned near the end of this one.
He made one on the incident in 2016
One of the problem with T-tails is that they're hard to visually inspect on the ground, and their action is harder to verify during a control check. With two people doing the preflight, they could've had one verify the control response (hindsight).... Wonder how effectively the control lock locks the elevator, or does it? When stored, an exterior mechanical lock of some sort should be used. Bummer to see a nice plane wrecked.....
I’m not a pilot, but another thing about T-tails I’ve learned from RUclips is that they can be harder to recover from a stall. That’s because when the aircraft is in a stall with the nose up, the elevators on the horizontal stabilizer are in the midst of the turbulent flow off the wings, so using them to pitch down won’t be very effective.
@@Sashazur This is why pilots are trained to recognize an 'incipient stall' and prevent the plane from stalling in the first place - something they don't always do successfully....
@@jiyushugi1085 Filling the cockpit with too much automation and unnecessary data, might have smth to do with it. For old school pilots it's easier to be selective and keep an eye on the critical instruments. For "modern" pilots, not so much.
There was a somewhat similar event on Air Moorea Flt 1121 in 2007. The elevator cables, in the case, were the problem. In part, there was suspicion that when the aircraft was parked, the nearby jets' blast moved the elevators excessively causing the issue.
Wikipedia : "Air Moorea Flight 1121 was a de Havilland Canada DHC-6 Twin Otter which crashed into the ocean shortly after takeoff from Moorea Airport on Moorea Island in French Polynesia on 9 August 2007, killing all 20 people on board. It was bound for Tahiti's Fa'a'ā International Airport on a regular 7-minute service, one of the shortest on earth, scheduled 40 times a day. The crash resulted from loss of control due to failure of the airplane's elevator cable.[1] Frequent takeoff and landing are believed to have been a major factor in the crash, because of wear and tear on the elevator cables, inspected only at fixed time intervals, regardless of usage. Another factor may have been jet-blast from large planes pushing back from the ramp at Fa'a'ā International. "
I live in the area so I remember hearing about this back when it happened, it’s good to have the full story
I have determined that if I never get on a Commercial Jet I won't have to die early. I'm in charge of my aircraft and never depend on someone else's Mark I eyeballs
Did they get to the game after all? or were boxes and boxes of Depends given out ?
Can you talk about the plane in owls head Maine that crashed into a truck?
Not identical but somewhat similar: Air Moorea Flight 1121 on 9 Aug 2007.
_"failure of the elevator cable was when the Twin Otter, while parked at Faa'a airport, was possibly subject to a jet blast from an Airbus A340"_
Reminds me of that Twin Otter that was parked in a position where the jet blast slammed the elevators violently into full deflection and damaged the control cables, leading to a crash.
Great video, I think if you made your picture at 10:40 your thumbnail, this video would get even more views. It would definitely intrigue me.
On the MD80's and DC9 the Elevators are not interconnected left and right, they move free and independent except on full nose down a hydrolic system asists called elevator power.
I was sure it was going to be bugs in the pitot tubes in the beginning of the video. Nice presentation
They have control locks to prevent just this!! We had them in the Herc.
“Relied on the Mark 2 Human Eyeball”…I just spit out my mouthful of coffee!
Thanks for the laugh and yet another great video!
Glad you enjoyed it
Great video as always! I have a small question: could you pitch your voice a bit higher? The same as you do in the end of this video? For a foreign language person it's sometimes difficult to follow. But hey, maybe it's just my girlfiend and me, and everyone else have no problem... Anyways, thanks for your effort to make this videos happen!
I’ll definitely try!
I'd like to know which runways to which aircraft that V1 is after take off speed. I always found it odd that V1 would ever be before take off speed. It's insane.
Not a pilot, but AFAIK, the idea is that the act of rotating is committing to the takeoff, and V1 is the speed at which you commit to the takeoff, so there's no concept of V1 ever being higher than VR - it's at most equal to VR. (There's not really a concept, as I understand, in commercial aviation of setting it back down on the runway after rotating, unless the plane is fundamentally unable to fly. Also, once you rotate, there's a lot more variables for whether you can stop after setting it back down.)
And, even if a given airplane and runway combination has enough room to set it back down and stop successfully without overrunning, due to how performance is calculated for balanced field takeoffs, it's quite possible that reduced thrust is used for reduced noise, fuel consumption, and engine wear, meaning you don't have that room any more.
They didn’t conduct a check before the flight despite grounding??
@Leemx5li.....Usually there's a highway, or a gas station or something else that they crash into.
Bent elevator trim cranks?kmmm
Checking Controls after 6 Month of parking could be a good idea? Who could have guessed that?
Thanks for fixing the thumbnail.
nice pun in the thumbnail.
at the start of the sim video the Nine taxies with the reverser clamshells open..
One item you missed was the jack screw on most md 80/ dc 9 and boeings 727 t tail aircraft this device used to be the number one culprit in t tail crashes especially in these types of aircrafts sitting why I suspect the jack screw is irs least visible and harder to access since it sits top mid section of the tail there is a panel but where its located hard to get too and time consuming the problem they sometims either snap due to rust or unscrew themselves if the cotter pin breaks or slips out
With the beginning of the Jet age in my Company it was a strikt rule to make a flight control check to visual check the correct movement of ALL the flight surfaces before the first flight of the day or at a crew change together with the crew in the cockpit and the mechanic on the ground to visually check and confirm all the correct movements of the Control surfaces to prevent accidents like these. It took 10 min and was worth It. No need to make a testflight which is costly and uses a lot of time.
Towards the end of the video he mentions Boeing modifying the aircraft. I understood that this aircraft was derived from a Mcdonnel Douglas aircraft. Was this therefore after Boeing had acquired said company?
I believe so, sounds like Boeing also bought their problems too haha.
@@pwneytube They bought their CEO.
@@douro20 and bean counters too
Did they make it to the ballgame
I remember hearing about this accident, never realized it was related to the 1999 accident so closely!
Tail number is AK. Is this an old Alaska bird?
The livery reminds me of the original one for Spirit
😪 Turbulent wind over the ailerons. and its 35-40 ft above the round to inspect. IMO - Need a visual observer to do control check.
1:05... Nose wheel... WTF dude?!
I saw another video with the same problem. I believe they made modifications to prevent over traveling so this should never happen again.
0:50 A pilot walkaround would do NOTHING to make sure the aircraft is ready for flight. For that you need the proper factory maintenance reference and several Airframe and Powerplant mechanics to do all the proper inspections and operational checks before it is ready to get it's MRD. (Maintenance Release Document)
Is that jet like 40 years old?
To be fair, the pilots needed to be told to check this, as it’s not an area easy to see. What I can’t understand is why, during such terrible weather, the plane was parked beside a large hanger? Would it not have been more sensible to put it *in* this large hanger?
It’s not a Boeing
@@Funked_Upit’s not is it? It’s an MD, McDonnell Douglas. How could I make such a stupid mistake? 🙄 Thanks for pointing that out. I’ll take the first sentence out of my comment.
I thought the MD-80 was McDonnell Douglas, not Boeing…. (@ 9:20)
Boeing bought McDonnell Douglas
"The flaps the slats the stabilizer was all set" Do you mean, the Flaps and stab trim? The DC-9, MD-80 & 90 models don't have "slats", never did.
Again V2 is not "the minimum speed that must be maintained if an engine fails after V1." V2 is the speed at which you would achieve the best rate of climb with one engine inoperative. In other words, if an engine fails, you must pitch the aircraft to maintain V2 and that will give you the best rate of climb which could actually be also the best glide if you are heavy or you are operating at a high density altitude.
V2 only need to meet minimal climb gradient after TO, and margin above stall and Engine Out control, normally it's at or lower than Vx, let along Vy.
I think these pilots handled this well, using reverse thrust and saving everybody.
V1 is the maximum speed at which a rejected takeoff can be initiated in the event of an emergency and stop the aircraft safely within runway boundaries , useing only brakes , or your company's safety procedures or the aircraft manufacturer recommendations. But why not the use of reverse trust or ground spoilers ? Well, because in case of an engine failure ,means that the thrust reverser in this faulty engine is almost lost on one side and using the thrust reversor on the other side would cause asymmetrical thrust and might cause loss of directional control, especially on a contaminated runway.
Beautiful American design
Good video. Whoever is flying your sim is making some big mistakes though. lol. They put it in the grass twice at least while on taxi and it looks like they are using differential braking instead of the rudder to keep it on centerline during takeoff. 😬
Volume? You speak in a whisper. Got my computer volume on full and can barely hear you.
Pathetic that in the age of face and voice recognition the engineers are not able to design a warning light which would tell the pilots that something is wrong with the elevator.
MD_87. Was built by McDonnel Douglas in Tulsa.. not Boing
I believe this is a repeat accident had already happened at KYIP.
Yay! No horrible AI voice! You just got a new subscriber. However, I had to laugh at "Since you're watching this and you're a plane nerd, you probably know that the MD87 has a T-tail." Uh, no. I'm an Air Crash Investigation nerd, not a plane nerd! Everything I know about planes has come from Mayday (ACI) or Mentour Pilot LOL!
T tails are always a problem ala the piper tramahawk
......And the ATR -72 , Roselawn Indiana 1994
This is a wonderful discussion -- This analysis contains a great lesson in living -- Such a short discussion makes it suitable for older schooled children. The sort of lesson which this discussion provides is an important example of the importance of co-operation and communication. (I would only suggest that the narrator speak more clearly -- i.e. enunciate his words naturally -- Speak plainly and clearly.)
Living near this airport i pas by the hangar n ramp areas M thru Fri n this plane was always sitting outside .
This airport sits in the “Katy Prairie” just west of Houston .
We have horrendous winds that blow sometimes all day n night for ….. well …… days .
i do not leave my farm equipment outside n if compared to folks around me who do …… my equipment looks as well as operates good n is extremely reliable when needed to go to work .
It was a large aircraft , i get that not enough large hangar space is available .
But it ain’t a durn farm tractor , it’s a freakin flyin machine n ya know what ?
There is another ‘9 out there that probably has not flown for three years along with a derelict Challenger they keep moving around ……. .
...also think, bee/wasps in the pitot tubes.
07:00 "This jet took off with a jammed elevator........the jet was unable to get off the ground".
Can't have it both ways. It either took off or it didn't.
I have to sell my car this week to pay my mom's medical bills. I feel your pain, man.
I have pics of it's twin at west houston that is in the same place plus elevator pics if you would like them.
“Jet” is a method of propulsion not a term that should be used as a replacement for “aircraft” or “airplane”
It’s a good thing that commercial aircraft do not have external cameras like my $29k Kia. It’s 2024 and the most modern and sophisticated commercial aircraft in the world, still have to fly by the tower to determine if landing gear is down or by asking the plane behind them on the ground if their rudder flaps etc are actually working.
V1 is not the highest speed you can safely reject the takeoff. This is a common misconception. If you reject the takeoff at V1 you may not stop in time. V1 is the speed at which you can no longer safely reject the takeoff. In other words, you must decide to reject the takeoff BEFORE you reach V1.
Just because the elevators are drooped does not mean they are jammed. With no aerodynamic forces they will tend to droop.
The pilots may have been a bit unfamiliar with the MD 87 or any jet as their former employer Everts Air Cargo flies vintage DC-6s built in the 1950s. Not every pilot transitions to jets as well as others.
Everts operates a small fleet of MD-80s across North America with dedicated pilots. The DC-6s and C-46s typically stay in Alaska and serve local communities with their own crews.
"Meaning this jet took off with a jammed elevator" - - Uhm.... but it never left the ground!
W vid
Babe, wake up! New eyeball just dropped
I don't care what my employment status is, or how badly I need the work. if I'm going to fly a plane that sat outside for SIX MONTHS, I'll insist on more than a walkaround by two people! That plane would get a full inspection of the controls, and at LEAST a thorough running of the engines, not to mention a thorough taxi test! I'd probably insist on a test flight by a qualified test pilot as well! As demonstrated, too much can happen to a plane sitting out in the open for half a year to half-ass preflight preparations! As far as I am concerned, bad parking wasn't was crashed this plane. It was bad pilots.
If the aircraft had been equipped with a Turbo-Encabulator the so-called "stuck elevator" would have been automatically detected and repaired!
Time to upgrade to 4K. That would make your channel even better.
Proof that if you have enough runway that V1 nonsense is ridiculous. I’ll always wonder what would’ve happened had Concorde just stayed on the ground instead of taking off on fire. At least on the ground there would’ve been some chance for survival. I’d rather my pilot do every damn thing he/she can do to stop the plane even if involves an overrun. As opposed to taking off and hoping the plane will fly well enough to return to the airport.
putting an idle engine in reverse wont put anything i guess?
This happened to a football team’s
Plane in Detroit. How stupid
Why would Boeing have to fix a problem on a MD (McDonnell Douglas) aircraft?
Because the McDonnell Douglas became part of the Boeing after the corporate merger in 1997. Remaining orders of DC-9/MD-80/MD-90-series were even delivered under Boeing 717-name. Same thing happened when Airbus bought the Bombardier CS100/300-line and rebadged them into Airbus A220-100/300.