What STOPPED this Airplane from flying? | Air Crash Investigation
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- Опубликовано: 3 июн 2021
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On the 8th of March, 2017 the University of Michigan men´s Basketball team had chartered an MD83 from Ameristar Cargo to fly them to a tournament in Washington DC.
The aircraft never made it to Washington instead, a very curious incident occurred and this video will tell you all you need to know about what happened on Ameristar Air Cargo flight 9363
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Below you will find the links to videos and sources used in this episode. Enjoy checking them out!
Wolverines Basketball @Aaron J. Thornton/Getty Images
cdn.vox-cdn.com/thumbor/2zfol...
Crash 1 @NTSB
code7700.com/images/ameristar...
Crash 2 @NTSB
upload.wikimedia.org/wikipedi...
Crash 3 @NTSB
upload.wikimedia.org/wikipedi...
Crash 4 @NTSB
2.bp.blogspot.com/-u3DPLwkWC5...
MD83: @Curimedia
en.wikipedia.org/wiki/Air_Alg...
DC9: @ dallasnews.com
dmn-dallas-news-prod.cdn.arcp...
Weather: @woodtv.com
www.woodtv.com/wp-content/upl...
Pilot on Mobile Device: @Alamy
www.traveller.com.au/content/...
Check Airman: @AP / LM Otero
www.ctvnews.ca/polopoly_fs/1....
MD-83 Cockpit: @Mohammadreza Farhadi Aref
upload.wikimedia.org/wikipedi...
Control Tower: @Jaromír Chalabala
i.pinimg.com/originals/be/49/...
Cockpit Pilots: @pilotcareernews.com
www.pilotcareernews.com/wp-co...
Training: @osmaviationacademy.com
www.osmaviationacademy.com/bl...
Training 2: @British Airways
www.wired.com/story/pilot-ipa...
Cockpit Pilots2: @Photodisc Getty Images
eu.usatoday.com/story/travel/...
Brace: @Eleanor Piercy
i.pinimg.com/originals/57/77/...
Chapters:
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00:00: Intro
00:54 - Chapter 1: Flight Overview
01:40 - Chapter 2: Weather Conditions
02:50 - Chapter 3: Flight Crew
05:01 - Chapter 4: Takeoff Performance
06:54 - Chapter 5: Walk Around
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10:38 - EXCLUSIVE Nord VPN Offer
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11:45 - Chapter 6: Boarding & Taxi
12:28 - Chapter 7: Takeoff Roll
15:53 - Chapter 8: Evacuation Orders
16:57 - Chapter 9: Explanations
18:41 - Chapter 10: Investigations
20:49 - Chapter 11: Send in the Drones
22:37 - Chapter 12: Pilot Performance
24:46 - Chapter 13: Final Report
#Ameristaraircargo9363 #aircrash #pilothero
There are two thing I really appreciate about this channel, which sets it apart from other similar channels. 1) The videos are extremely well strructured. 2) They concentrate on technical facts rather than human suffering. Thanks for that! I'm looking forward to more videos.
Thank you Cathal, that’s exactly what I’m going for.
Thanks for your response.
One of these days, I'd really like to hear one of your personal stories. In all your years as a pilot, you must have experienced some crises, too.
Better late than never, I’m not usually driven to watching air crash investigation clips but this is so easy to watch and very enjoyable, I’ve been binge watching these all week, great great job that even a aircraft novice like me comes away with so much info that I feel I could almost fly an aircraft myself lol keep up the great job mate !!!
That’s why this channel has helped me fly without throwing up going to the airport! I fly allot! That was allot of throwing up!! Thanks to mentor!
@@cathalbrugha6675 I'd imagine he's had to deal with something not going right. Maybe not a 'crisis' per say, as that is quite rare nowadays with how safe flying honestly is. But I'm sure he had to deal with, or has some sort of interesting story on a flight one day, many moons ago😅
The pilot was sooo quick to react and saved everyone including himself. He's a hero!
Imagine if it was a first time pilot performing the take off. They wouldn't have known until it was too late!
THAT, was a tough decision. He knew, there was going to be a some damage and he was not going to be able to taxi back, at the very least. But, question, what would have happened if he didn’t abort? Probably a catastrophic accident. The three second plus delay in actual rotate told him something was amiss. How about, some kind of catch cables at the end of the runway to grab the landing gears like they used to have on aircraft carriers? The extra speed, put the window of, go or abort, at an almost inhuman decision point. Either way, there was going to be an accident. I guess with the extra take off speed the plane should have responded quickly. What happened to the plane???
@@prant8998 I don't think catch cables will be useful for this type of super heavy airplanes. Airplanes that can take off or land on an aircraft carrier are all small and light, not massive behemots like those. I believe if catch cables were used, the extreme stress they would have to withstand would easily cause them to snap and maybe whip the airplane with incredible force, or destroy the landing gear and cause the airplane to hit the ground from the nose or wings. And remember that during take offs the airplane has lots, lots of fuel, you really don't want to cause situations where there are higher chances for something to go wrong and ignite it.
All in all, I believe catch cables are too dangerous to be used on big modern aircrafts.
@@marcohueber5130 I think there is crumbling runway in some cases which makes much more sense
@@prant8998 the catch cables on an aircraft carrier don't catch the landing gear. They usually catch a specialised hook on the rear of the aircraft. The Landing gear would simply sheer off if you tried to arrest the aircraft using them with catch cables.
I love it when a flight crew makes all the right decisions; especially when it saves lives. The CRM on this flight was stellar!
Especially taking decisions against usual procedure. It takes good sense to not only take the right decision under stress in a tight time span, but elect to do something you're trained _against._
@@Argumemnon Technically he didn't go against regulations, because it's stated that they can abort take-off after V1 if the pilot deemed the aircraft unable to fly.
Pilots getting split second decisions right is wonderful. Bravo.
Never ceases to amaze me how many times pilots actually get these split second decisions right.
I am not surprised, they really had no choice. The real danger here was if they followed standard procedure which was ingrained. Over-riding that under pressure is airmanship. I think the pilot of the doomed Concorde flight would probably have elected to abort his take off if he had known how serious the damage was.
@@jamescaley9942 True, but it's the speed with which they assess the situation, decide what to do then act that I find impressive.
@@bobthebomb1596 In that instant they have to decide "I know what I'm doing but I don't know exactly why."
@@flagmichael Agreed :) Which is why I am impressed that they get it right more often than not.
@@jamescaley9942 Indeed.
An ATP friend of mine has always said V1 is not the “committed takeoff” point, but rather the “able to stop before running off the runway” point. There are times when running off the runway is more desirable than taking her into the air.
or in this case, failing to take her into the air.
in this situation they were going to run off the runway. It was just a question of with or without brakes
@@MsJubjubbird Yeah, in this case the decision was pretty much made for them.
Yes like the Concorde crash. They should have aborted this takeoff....
so dumb question then: if all the world's runways were a little bit longer, wouldn't Vr be before V1? And there are different length runways in the world... so surely they must rotate before V1 on *some* of them (the especially long ones). Why do we *always* hear V1 being before Vr?
I really like how the focus, in these types of scenarios, seems to be how to mitigate similar issues in the future - rather than pointing blame. More businesses should adopt this way of thinking.
It’s the most effective way of dealing with failures and mistakes.
Just remember: Aviation Regulations, including maintenance is heavily written in blood.
@@FredrickDahmer, yes, but I kind of like this idea. In my line of work, when someone f***s up, there is no one that investigates what he did wrong. Actually, no one even gets a notification that someone f****ed up.
this is the culture that makes travelling by plane so safe (relative to many other methods) today!
If you focus on mitigation instead of blame, people will be more willing to tell the truth, vs trying to hide something to avoid punishment.
It's absolutely crazy that this team boarded a flight the next day and still went to the tournament, then won the tournament. As a Michigan fan, I cannot put into words how loved this team was and how much support they had following this event. It's truly one of the greatest stories in sports that doesn't get talked about enough
I agree bro this story is unbelievable
The NTSB should have mentioned that the orderly evacuation was due not only to the professionalism of the cabin crew but also to the Michigan athletes who followed the instructions of cabin crew by evacuating in a timely manner and not trying to stop and get their belongings like most people would. Had there been a fire, this would have definitely saved lives. 👍
Who cares
See it is good to see, the Pilot actually did follow the rules here "Will not reject the takeoff after V1 unless they determine the aircraft is incapable of flight." He input the control, it didn't respond, He gave it a small moment, realized he had no pitch control, it's not gonna fly, rejected it as soon as he realized it couldn't get off the ground. The check airman, that's some discipline right there, to overcome your instinct to assume command, and do the job to the best of your abilities. What I'm saying is, both of them did exactly the right things.
Absolutely! That’s what the accident investigators thought as well.
I remember reading this report (I had a co-worker whose neighbor had a kid going to Michigan, though not on the flight (biochem major. Go figure.).) Even while comfy in my nice overstuffed recliner, the pucker factor was elevate to the extreme. I MUST say it's nice to see the NTSB give effusive kudos for what could have proven monumentally tragic.
Whether the pilots followed the rules or not (I'm not arguing about anything here with that), what they did do were the correct things every step of the way. If the trainer had taken over the controls, it still wouldn't have flown and would have crashed harder further on. Really unbelieveably good decision making by both of them. Most certainly on a 'Sully' level but on an easier situation.
@@millomweb Oh I whole heartedly agree, even if the rules weren't as they are, They made the correct decisions and I doubt they considered the rules before they made them, They had a situation, they acted, they acted in a way that minimized the severity of what happened, and absolutely it's on that level :)
What’s not good to see is this is an obvious huge design flaw that everyone is glossing over as if it’s no big deal. It’s entirely possible to design mechanical linkages that cannot jamb as happened here. If someone told you you couldn’t drive your car if it was parked outside in a storm because the steering might fail until the dealer inspected it would you consider that okay? That’s basically this situation. Instead of fixing the incredibly poor engineering by McDonald Douglas Boeing just issued an advisory that even experienced pilots were apparently unaware of or didn’t think was applicable. You shouldn’t have to computer model wind speeds on the ground to know if an aircraft is safe to fly. Why do pilots put up with this crap and things like the even more poorly designed MCAS system on the Max even after the first Max crashed?
This is a perfect example of how 99% of the time, rules and procedures are very effective safety measures, but 1% of the time, nothing trumps experience
Exactly. Imagine if the PIC followed the SOP and continued trying to rotate and going off the runway at 170 plus knots
This is why we have pilots in the cockpit 😉
@@Dmoneyaka Indeed. It would have become a major crash with probably more than hundred casualities.
Well, not trying to be the negative guy here, but...
- SOP says that have to reject the take off after V1 if the plane is unable or unsafe to fly.
- If they insisted with continuing the take-off and managed to rotate and get off the ground, they would have probably been ok to keep the plane flying. It takes more nose-up elevator to rotate than to keep it flying (that's why you can see that the pilots move the yoke forward after they rotated to the initial climb attitude, if not they would continue pitching up). Now, if they insisted continuing the take-off and they were unable to lift off, it would have been a disaster. I suspect that they would have lifted off igf they had pulled back harder, but I don't know for sure. I am even more confident that they could have done it adding more nose-up trim, but we cannot count or even expect that the pilots would have done that.
@@adb012 It definitely, without question, would have never taken off with one elevator stuck in the full down position, and the reason experience is key here, is because a lesser experienced pilot wouldn’t have considered it SOP to reject the take off that late.
Two neat follow-ups to this story (and I apologize if the second one was already mentioned in the comments) :
1) The captain, Mark Radloff, was my school bus driver back in the early ‘90’s. Just a few weeks ago, I stumbled across some old letters. When I was a young avgeek (age 9 or so) I remember asking the bus driver if I could be his pen pal because he told us kids that he was working his way through flight school. He obliged and, after quitting his job as a bus driver, wrote to me. First, he apologized that he had to quit his bus driving job. He explained that he was so busy with his other job-a flight instructor at the Waukesha airport in Wisconsin, USA-and that he had just been hired on as a first officer at Mesaba Airlines, a regional company associated with Northwest Airlines. I didn’t keep in touch much more beyond that, but when I found those letters the other day I decided to do the adult thing and Google search him.
At a quick first glance, I saw his name associated with the words “air incident” and feared the worst. But I read on and found that he had been the captain of this flight! He was 54 at the time, which means he was probably only in his early 20’s when I met him. Clearly he was dedicated and passionate about aviation, already being a flight instructor and becoming a first officer that soon.
I will keep his letters forever. You were the coolest school bus driver and became a hero… AND made your way into a Mentour Pilot video! Way to go, Captain Radloff!
2) The Michigan Wolverines went on to win the Big 10 Championship that year.
Amazing story! Thanks for sharing
Awesome story!!! God bless him and you!!!
What an amazing story and warmed my heart this did 🥲
Your story really added a personal touch to this heroic Captain Mark...it indicates his character way back at the beginning of his career. God knows we need more of his kind in our world & so happy he made the right call by rejecting take off. Also, KUDOS to the acting 1st officer that he immediately banked his 1st instinct & worked w/the Captain to make a successful abort...great pros..BOTH!!
Great story!!!!!
So many times we see an accident report citing "pilot error" for an incident. This was so refreshing to hear of two pilots actually being commended for their being able to "think outside the box" and save the day. Fabulous job! Also a fabulous job on your telling of this story. Everything you put together in this nearly half hour video made it so entertaining (and educational!) it was over before I knew it. Really exceptionally good work on this video and a format for story-telling I hope will be often repeated!
Thank you so much!
Mentour pilot's aim is making aviation industry the safest, and he's doing a fantastic job at that. I have watched a lot of his videos and he always commend pilots and crew members that do very well
I flew MD-83s as a captain for TWA. I never had an aborted take-off, but I had an aborted departure. I am a former naval aviator and I had extensive experience in various models of the DC-9 and MD-80. Our version of the MD-83 had a dual laser gyro system which provided gyro inputs to the captain and first officer artificial horizon instruments. I was departing PHX on a very hot day with a full load of passengers and fuel for a long flight to JFK airport in New York. This meant an unusually high Vr speed. At rotation a very loud noise on the fuselage below the cockpit accompanied by a severe jolt to the airframe told me that one or both of our nose wheel tires had failed. I quickly realized that both artificial horizons had also failed, which disabled the autopilot. Fortunately the weather was clear VFR, but a return to PHX was necessary and we were well above max landing weight for the airplane. We circled for several hours at a nearby location while we attempted to restore gyro operation and prepared the cabin for a likely emergency landing. Direct contact with company engineering support did not help, so we elected to land overweight after burning off a substantial amount of fuel, and made a low pass by the tower for them to get a look at the condition of our nose gear. We were told that it appeared that both nose tires were "shredded". We called for emergency equipment to be standing by for the possibility of a nose gear collapse and a runway excursion. We made a soft touchdown and once the nose gear made contact with the runway the nose attitude and roll-out seemed normal. We stopped on the runway for a nose gear inspection by the crash crew. They plugged in and told us that only one nose tire was damaged. So we were able to taxi into the gate, get both nose tires replaced, complete an overweight landing inspection, clear the dent in the lower fuselage from the tire tread impact for flight, and get the laser gyros reset. It turned out that the laser gyro system had an automatic shut-down feature based on a 6g sensor that nobody knew about (not resettable in flight), and which apparently tripped with the impact of the nose tire tread on the fuselage. Our flight to JFK was normal, but we sure needed the flight instruments for the weather in New York.
Interesting story, I got a little question tho : was is a bit tricky to do a soft touch down while overweight in PHX ? I heard the temperature can be quite hot.
Thank you very much for sharing this experience!
Wild to say the least! But you know what they say about any landing you walk away from.
@@elnalaombrebois5665 OP is a former Naval Aviator, I assume that means either landing planes or helos on boats, which would be trickier than any sort of high QNH field to land in
That would make for a video on this channel, I think.
I had an awesome experience watching a plane land after a front landing gear IFE today. I happen to work on a small airstrip and we were told a plane would be landing soon with landing gear problems. Watching this channel, and others, made it so much more interesting to watch. They did a low fly by so the ground crew could see what was wrong (something with the front tire). They circled for a while to burn fuel I assume. Then, when landing they came in real slow and then kept the front tire up as long as possible. Once the front touched nothing crazy happened and they slowly came to a stop at the end of the runway. All of us watching were super excited and happy for the pilot to execute a great landing in an emergency situation.
That’s a great story! Thanks for sharing
and wasn't you able to film it? I'm sure it would have been a much interesting youtube clip!
@@PPiero63 I'd think that would be quite inappropriate considering he is WORKING there... But even if a civilian bystander does it...I think it is a bit distasteful
@@furis8888 I don't know. I would have filmed it anyways. But mainly to have a Video for NTSB or the Insurance.
It's always heartwarming to learn of incidents without loss of life, especially the ones where the pilots made split-second critical decisions that ultimately saves lives.
Keep up the great videos, Peter!
This has gone down as one of my favorite aviation stories, and you told it beautifully. I feel like all these good-ending stories tend to feature a safety-minded crew that reacts quickly in the right ways, puts ego aside, and works together. This absolutely includes cabin crew.
It’s become one of my favorite stories, too! I recently learned that the captain used to be my old school bus driver almost 30 years ago. I was an avgeek back then and when he told us kids he was working his way through flight school, I asked if I could be his pen pal so he could keep me updated on his adventures. I recently found the letters, did a quick Google search, and after a little digging, confirmed that the captain was Mark Radloff, my school bus driver circa 1993. SO cool.
I didnt realise how complicated the T-tail was on this aircraft, brilliant vid, cheers.
Thank you! It’s a nice piece of engineering.. when it works properly.
And he only scratched the surface He didn't go into the the details of the anti-float tab and he didn't even mention the hydraulic boost (that works only in the nose-down direction to help recover from a stall). Or the infamous stabilizer trim which was central in the Alaska accident. Or how the 2 control columns are connected and can be split if one column is jammed. It is a really fascinating design.
@@adb012years ago when I learned of some of these things about the DC-9 and descendants, I was amazed that such a Rube Goldberg design worked as well as it did, with any kind of reliability. The thing that struck me most was that the pilot had no direct control over what I had always considered to be most important.
I was not aware that the control columns could be separated. That's a rather unusual feature. I can't help but wonder if that feature was ever employed during an actual emergency.
@@bob2161 ... Most planes (at least the ones that are not FBW) have control columns that can be separated so in case one gets jammed you still have at least 1 control column and one side of the elevator. I don't know if this feature was ever used in a DC9 but it certainly was used in other types, and successfully so, saving everybody on board of an almost certain death. And I don't consider this to be a Rube Goldberg design (i.e. a complicated way of doing a simple thing). Compare with a hydraulic system where you have engine-driven pumps, electric back ups, reservoirs, hydraulic lines, valves, pressure-transfer units, etc... I see it as a very effective way to move a large control surface with little force using a low-tech solution. By the way, the ailerons are also like that. One day, before I knew how this worked, I had a nice scare taking off in a MD-80 and seeing how we were accelerating with the aileron fully deflected. I didn't know that the position of the wheel didn't directly command the position of the ailerons (just their control tabs) and that very soon the aerodynamic forces would center the ailerons, as they ended up doing.
@@adb012 That mention of the hydraulic boost is interesting - I was going to query the use of servo tabs on a T-tail. Bearing in mind the accident to the prototype BAC 1-11 that got into a stable super-stall and they couldn't get out of it (so BAC changed the design to fully powered controls). But I guess the hydraulic boost looks after that.
That diagram of the over-rotated control rod reminded me of the few times i've hyper-extended my knee suddenly
I can totally relate to that. I have had knee surgeries on both my knees (at different times) to repair injuries related to hyperextension & dislocation
Also interesting that David is not above delving into the mechanical details, at least a little bit to explain accidents and make these animations. I'm sure some pilots would be like "well that's the mechanic's problem, I just fly it". Don't know any pilots, but I've seen that attitude with a lot of other things.
Ouch! Even only reading about it hurts!
In 2010 the Bolshoi theatre in Moscow performed "Sleeping Beauty" for the grand reopening ... and the prima ballerina could extend her shins in front of her knees.
tl;dr With enough "stretching" you can achieve such an overextended position on purpose ... but it doesnt look healthy.
@@dipling.pitzler7650 Yeah, I'm with dipling. Just reading that made me put ice on my knee. /shiver
What a great outcome thanks to two excellent pilots. Had never really thought about how strong wind might affect a plane whilst it is parked up. Another example of a potential catastrophe averted by two top pilots.
Yup agree entirely, but what I am wondering is, as someone who did his degree in engineering, is how on earth the design was ever approved without a positive stop built into the mechanism! This is where oversight of every element. Every nut, washer, material used, circumstances in which it is used, everything needs to be governed by safety rules. Not ok for this to happen in the first place. The re-engineering of that one piece to include a positive stop - pittance. And compared to the consequence of lost lives - incomparable!
@@danielcookeb90 Especially since Boeing learned that it could actually happen (therefore the restricted parking direction).
Wow. That Captain made the right call despite him knowing he was breaking one of the golden rules concerning takeoff procedures. He put the safety of his passengers and crew above the inevitable damage this would almost certainly would have done to his reputation.
He couldn't take off. He didn't have any other option.
I sure hope both pilots were at least given lifetime season tickets for UoM Basketball or something...seeing as how they almost certainly saved the lives of the entire team and all.
Love hearing stories like this one, where professionals rescue a potentially dangerous situation. Thanks for the detailed breakdown!
Thank YOU for watching and supporting the channel!
My thoughts exactly!
👍🏻👍🏻
me too you sould explain the accident of aeromexico in Durango Mexico in 2018?
@@MentourPilot love to hear the explenacions of the final reports of accidents.
Great job by the investigative team to model the wind data and find the true cause. The pilots saved one plane full of people (which is amazing!), but this team potentially saved several more planes full of people by finding the vortex.
I always get a warm tingling feeling when the aircrew have behaved to the highest professional standards. Both the Captain who applied the maxim ; when in doubt, there is no doubt and the check pilot who reacted correctly in the situation he was presented with.
I have to say: your explanations and analysis make even these seemingly mundane and technical events interesting and entertaining. Thank you for your videos.
Awesome! That’s what I want to hear.
I'm really fascinated by the excellent work done by the investigation team: modelling the actual wind vectors modified by the hangar? That was "fantastic"!
@@MentourPilot Your explanations are also always easy to follow for those of us with no experience piloting an airplane.
When I saw the positions of the elevator, my heart dropped. Trying to take off with that could only end in disaster. Even if that plane became airborne through some miracle, it would've been likely uncontrollable.
I'm so glad the pilot made the right decision. Aborting above V1 takes a lot of courage, and luckily that captain had it.
I think of the Alaskan air flight turning inverted when bolts fell out of Elevator controls.
Another example of really shoddy Douglas engineering design.
@@aldenunion Actually it was the jack screw nut that failed. Both screw and nut control the elevator trim and the worn nut had been rejected in an earlier inspection by an A&P but he was over-ruled by his supervisor who told him 'we'll fix it next time'. But 'next time' was a couple years away and they didn't make it that far. Just imagine trying to fly when your elevator is jumping from way up to way down erratically because the worn screw and nut can't hold the forces anymore. Things like this do go on in the airlines at times which is distressing....some will put the need to get the plane back into the air over any possible safety problem. Was anyone at Alaskan held responsible for this?
From Wikipedia (and this jives with my memory)
In 1998, an Alaska Airlines mechanic named John Liotine, who worked in the Alaska Airlines maintenance center in Oakland, California, told the FAA that supervisors were approving records of maintenance that they were not allowed to approve or that indicated work had been completed when, in fact, it had not. Liotine began working with federal investigators by secretly audio recording his supervisors. On December 22, 1998, federal authorities raided an Alaska Airlines property and seized maintenance records. In August 1999, Alaska Airlines put Liotine on paid leave,[25] and in 2000, Liotine filed a libel suit against the airline. The crash of AS261 became a part of the federal investigation against Alaska Airlines, because, in 1997, Liotine had recommended that the jackscrew and gimbal nut of the accident aircraft be replaced, but had been overruled by another supervisor.[26] In December 2001, federal prosecutors stated that they were not going to file criminal charges against Alaska Airlines. Around that time, Alaska Airlines agreed to settle the libel suit by paying about $500,000; as part of the settlement, Liotine resigned.[25]
What to take from this? The FAA is NOT a 'watchdog'....more like the cop that outlines the body on the ground with chalk then tries to figure out who killed the guy. Yes they'll make recommendations after an accident, but if you try to prevent something bad from happening....and this has happened at least once that I'm positive of....they won't lift a finger. Look at the Value Jet crash in Florida where oxygen generators were improperly safed and shipped. The FAA had been notified at least a couple times by one of the mechanics who was worried about this....and what they were doing was flagrant disregard for many rules...but the FAA didn't respond and wouldn't even go to bat for the guy once Value Jet found out he'd ratted them out and fired him. I have little respect for the FAA anymore.
@@recoilrob324 what wasn't made clear in your narrative is that the crash happened in 2000. Meaning the FAA had plenty of warning that it was likely an accident was in the making. They need to be sued for negligence. Obviously the mechanic thought they were the authority to deal with it but he wasn't informed by them that they weren't. Had he known this he could have gone down a different path. Perhaps talking to the media.
@@recoilrob324 I think the FAA is highly aware of the fact that if they stepped on too many toes with deep pockets, Congress would likely reduce their regulatory power. I don't know if that makes being soft in Alaska airlines in this case the right call, but I think it's a factor in their decision making.
As a medical professional these aviation incidents related videos are a great help to learn how to quickly manage emergencies especially that unlike many other professions most of the actions & reactions are well documented. ex even in medicine sometimes you have to deviate from SOP & guidelines although then is even harder to defend in case of unfavourable outcomes .
Thank you
The weather... outside is frightful,
but watching this channel is so delightful...
The fact the the elevators could jam simply due to high winds seems like an obvious design flaw. Thank goodness a modification was recommended!
after 40 years since the aircraft had been made... Dammit Boeing...
In aviation there is a saying "Designed by accident" When the accident happens then the design changes are made
Just MD thing
Its something that should have never even been released. Clearly it shows that Bowing does not do extensive testing.
@@ugetridofit There are nonperfect testing. All testing is based on some form of assumptions. We have no flawless, perfect, humans that can identify all possible test cases.
What can be debated is if Boeing should have deemed it enough to have a bulletin for winds over 65 knots or, after their testing, decided that it's one step better to take the cost and redesign. But that is still something we can debate in hindsight. Because Boeing thought *only* winds over 65 knots could be dangerous. And if that had been true, then their requirement for explicit checks of the plane would have been enough.
Strict procedures, years of formative training and a community that encourages continual service improvement and critique... the aviation community is amazing and other fields should take note.
Pilot realized, "I'm going to crash. I'd rather slow down for it."
Peter, please never stop doing this kind of video! Your masterful delivery and technical knowledge make the presentation better, but your attention to details and methods of exposing th those details is awesome.
My wife, who's not technical at all, loves your videos. Well, except when there's loss of life. She's impacted hard by those.
And One other note: when you collaborate with others, such as Kelsey, those videos are great, too.
I love how clear and honest those videos are. No drama, no attempt at sensationalizing to make the videos “more interesting”. The stories of pilots, engineers, and all those involved in making aviation safer are interesting in themselves and deserve to be told with such love and care. I watched one TV crash investigation recently, it really made me feel as if they thought I was too dumb to appreciate this if it’s not sugar coated. Thanks for trusting we’ll get it!
I’m really enjoying and appreciating the “little known” reports, like all the big ones are superb and these just complete it! Had a dazzling experience watching the video!
Ahh, that’s like honey to my ears. Great stuff!
@@Avgeek1564 It's a reference to todays sponsor; Honey.
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How "little known" is well demonstrated by that "Boeing DC 9" crap. You need to be more discriminating in with your praise so you avoid praising rubbish.
Fabulous professionalism, pilot commenting included!
Hopefully Cd 9s get discharged soon; had had 3 emergency landings in a row with that outdated material, to say the least
The experience and quick thinking of those pilots saved all the passenger - they have my respect
Amazing save! It's also very nice to see an NTSB report that doles out praise to the pilots instead of criticism!
I love this series. One incident I'd love to see you cover is the Reeve-Aleutian flight 8 incident. That's an example of pilots dealing with extraordinary damage and handling it flawlessly.
I’ll take a look at it!
Incredible professionalism by the pilots! Probably saved everyone's life
Yep!
Well I'd say pilot. Not pilots. The PF was the true professional. The PM just made a mess of everything.
@@royalewithchz explain
100% Agreed
@@royalewithchz and the report would disagree with you.
I can only imagine how hard it would be for a senior pilot to go against his training and immediately reject takeoff well past V1. Was so relieved there were no casualties. My mind went back to the 2 or 3 accidents I can recall where the crew should've done exactly this, but didn't. Instead their plane continued to pitch up and up till it stalled and ultimately crashed to the ground, I believe killing everyone in every situation. What a fabulous job by these pilots.
Amazing work by the Captain in command! There are far too many videos where the pilots get frozen up when things don't go as planned, leading to a critical delay that causes far greater catastrophe. He responded decisively what to do within a couple seconds, and announced that intention clearly to his First Officer before immediately proceeding.
Absolutely stellar performance!
Had he kept trying to lift off this would have ended terribly. If they got fast enough, the plane may have tried to roll with one pushing down and one pushing up. And even if it didn't tip over, every second adding speed would have caused great devastation when hitting the tree line after the runaway zone.
Kudos to the Captain. And kudos to the First Officer for not actually taking over command of the controls. There are a lot of pilots out there that would have panicked and done something very counter-productive in that situation, working against each other.
I'm a 14 year old who lives in the UK. A couple of months ago, I found a great RUclips channel called Mentour Pilot. Since then I've watched through a great deal of your content and it has all sparked an interest and passion for aviation. Thank you for making such high quality and engaging content!
Ben, why don't you purchase X-Plane 11. I am 78 years old and I am flying the A320 flight factor.
@@pops2728 Thank you for the suggestion, I'll look into it!
DONT BOTHER TOO EXPENSIVE LOL
@@aarongorton1984 probably cheaper than 1 hour in a Cessna 152 for real ok ?
I used to work for an Air Terminal,and I still remember when the Air crew of a US NAVY DC-9 30,refused to depart, requesting an immediate total body check up,in particular the T tail, as shown in this video.The aircraft had been parked right below a big Hot Box, where airlines would test their aircraft engines,all day long.The parking lot was assigned by mistake,Ramp didn't consider the Hot Box activity.
Petter, you are a gifted story teller and your graphics are extraordinary. You make complex matters very understandable, explaining everything in a way that is clear without talking down to your viewers. This is my new favorite RUclips channel. I’m binge watching because I’m so hooked, so keep ‘em coming. Thanks!
Sir: (Mentour Pilot). I’ve been enjoying your videos a relatively long time with great satisfaction…. I must say two things where you far excel everyone else…. First: There’s a decent degree of balance between reports of “all on board have survived” AND some damage with why and what we’ve learned .. and obviously some where “no one survives”. That’s SOO much better than a steady diet of utter catastrophe !! And second: you never are “unnecessarily critical” of any pilot - airline - or even maintenance/ground crew! You accept ALL as fellow human beings with various levels of dignity…. Kudos !!
There is no need to watch TV when videos of this quality are available on RUclips. This is a absolutely fantastic channel I can only imagine how much work goes on in the background to produce this type of video. This channel really is up there as my one of my favourites. I am not a flying professional or involved in aviation but I do find the subject fascinating. Top work and long May it continue
Agree. Mostly everything on T.V. is garbage nowadays anyway.
Phenomenal reactions by the pilots. It's always great to hear about an experienced pilot's instinct that something isn't right, and not trying to be a 'hero' by taking off anyway. My initial reaction to what happened being due to a known fault (even though the wind conditions were different from those warned about) is to place all the blame on Boeing/MD for not having corrected the fault on each plane after the first time the defect was discovered. These bulletins _might_ be sufficient warnings *if* every active plane of that class is in the process of being fixed - I get that smaller companies can't afford to keep their planes on the ground for extended periods - but to just issue the bulletin and do nothing is criminal IMHO.
well how long has this type of plane been flying? Since the 80's at least. How many have been lost or had something like this happen? It seems to have been a very unusual occurrence. The problem seems to have been well managed for 40 years from the initial..."park this way" and "after high winds have engineer check this". Finding out how often jams were detected by said engineers would be interesting.
@@scottkirby5016 It's stunning to me that a control tab or elevator can be forced into a locked position. On top of that that there is no indication of when it is in this locked position.
@@brianwest2775 honestly I don't think it would have mattered. If the Md-80 had a problem it was with those surfaces that did have sensors. Northwest 255 in 1987 and Spainair 5022 in 2008 both crashed due a lack of both the flight-crew setting the flaps + slats for takeoff and the alarm to tell them this failing. And while we think of such sensors as cheap, easy, and reliable today they certainly were not in the era this plane was designed (launched in 84 for this model and no major generational updates I saw). For comparison when such tech become normal in the 737 etc?
This is an amazing story for two reasons. The actions of the pilots, crew and passengers and also for your efforts in the research, production and narration of this video. Thank you for creating such wonderful content.
Congratulations on your 1mn subscribers! Just a day before there were a few thousand less than a million, your videos are gaining traction as they're shorter (relatively), informative in nature and not dramatic as other aircraft investigations
Just finished my last meeting of the week-a particularly stressful one. But turning away from my work to see this video there ready for me to enjoy literally melted away all my negative feelings. I know this will be both enjoyable and intellectually stimulating-I can’t wait to dive in! Thank you so much to the entire Mentour team for producing such high quality content!
Awww, that’s so nice to hear!
i wish i could fly a 747... how much damage could i makeP?
Really Nice and interesting video... like these new series !
I don't like these kind of videos, I ABSOLUTELY LOVE THESE KIND OF VIDEOS!
Awesome!!
Had me in the first half ngl.
Always like videos when everyone survives!
@@jakewaldman6243 Yep. like the saying: 'Any landing you can walk away from is a goon one; Any landing where you can use the aircraft again is a perfect one'...
(Not strictly true, but in the final analysis, I'll go for a good one instead of the pilots trying hard and failing for a 'perfect' one)...
I've always been wondering: why don't they have, like, an emergency brake-parachute? Military airplanes have them - from jets to the B52, and it bleeds down an enormous amount of speed very rapidly (well, depending on the area of the parachute).
It would be ideal for emergency-situations like this - and many other accidents shown - where people just couldn't brake or slow down enough.
too much weight and negative influence on the center of gravity for a way too unlikely situation
Generally these apparently easy answers are much more complex than you think. And if you think about them, be sure that the engineers explored them too
@@hohu2146 so basically same reason we don’t strap a parachute to our backs to ride a motorcycle? Makes sense.
Most military jets don't have thrust-reversers. Parachute mostly saves on brakes and the tiny tires fighter jets use.
Its all about $ if it doesnt make them more $ why would they care
I watch many of your videos and really enjoyed this one. It shows that a smart pilot and experience are very important to the planes safety. The pilot knew the plane wouldn't be able to be fly and reacted like a true professional. The FO also realized quickly that although he didn't know why the pilot aborted the flight that the best result would be helping the pilot complete the action. Three cheers for that flight crew.
This brings up a point I've always wondered about.
When one of the pilots is doing the walk around, why don't they have the other pilot actually operate the controls, to see that they're actually doing what they're being asked to do? This seems even more relevant, given fly by wire systems.
The walk around pilot could simply carry a handheld radio, to communicate with the cockpit.
yes, that's a really good question.
Wouldn't have helped.
Mentour Pilot explained rather close to the beginning of the video that it it quite normal for the elevator halves to be pointing in two different directions when parked.
During the workaround, the pilot doing the walkaround would have seen the control tab move as expected, the main elevator wouldn't have moved due to lack of airflow. Nothing to see here, move along...
@@realulli That's not true. One of the trim tabs had been overextended while parked, placing it in a locked position. The walk around pilot couldn't see that it wasn't in the same position as the other trim tab, because he was 30 ft below it. Had he expected it to move, he would have seen that both trim tabs were not moving in unison, and that something was wrong. That would have been obvious, even from 30 ft below.
@@carlwilliams6977 I think what you are missing is that, without air flowing over the elevators, they won't move, and that the jammed part is not directly controlled by the pilots control stick.
That is why the NTSB recommended a new procedure be implemented, for checking that system, during the preflight checks.
@@TheScreamingFrog9168:00 I fully understand that the elevators wouldn't move without airflow, (because there's no resistance on the tabs). However, the geared tabs and control tabs would move. One of the gear tabs was locked in the up position, due to overextension during high winds when the aircraft was parked. When the pilot pulled back on the stick during takeoff, that tab did not respond, because it was locked. If the geared tab doesn't move, it's not going to move the elevator.
The walk around pilot could have seen that the gear tab wasn't moving if he asked the pilot in the cockpit to make it move.
During takeoff, the tabs have to move down, so that the elevators move up, thereby lifting the nose of the plane. No tab movement, no elevator movement, no takeoff!
If the control tabs and geared tabs aren't controlled by the stick, how are they activated?
This is an excellent example of how good crm saved lives. It is extremely difficult to fight an instinctive and trained for initial response. Once again, good training and following the procedures of your assigned role is vital.
It’s so refreshing seeing a case where everything was done the best it could be, and that resulted in nobody being harmed significantly.
First time I heard of such elevator design. I knew there were _trim_ tabs, but having multi-combo control tabs to induce secondary movement to actual elevators immediately felt like over-complication, and then bang did it really showcase well in this scenario.
This series is better then some of the well produced documentaries
Thank you!
Thank YOU for watching and supporting!
I really appreciate these "how crews did the right thing and saved their passengers" videos, versus the slew of "how crews did the wrong thing and everyone died" ones. It's human nature to focus on the negative and ignore the positive, but the crews who've performed commendably under times of extreme stress are the ones who deserve to be commended and remembered, not the ones who f**ked up.
I also appreciate yet another example of how the DC-10 is a terribly-designed plane (outward-opening cargo doors, lack of redundant hydraulic systems/hydraulic fuses, and now this).
so many things coming together in these videos for me: my love for physics, my love for (necessarily) strict rules and regulations, and the true crime feel the investigations have 😍😍😍 I'm addicted
Me too he is such a great story teller
Yes! I'm not a pilot (except for my little drone) but I love aviation and teach physics. These videos are so great.
I have Mad respect for Professional Pilots and Flight Crews...The training is incredible. I work in the Medical Field...We function in a similar fashion during Emergencies. Very important to know who is in control and a well trained team is essential in order to improve outcomes. Great job by this team!
These videos are great, I love hearing this detailed level of analysis of these flight issues. Especially as a non-pilot I feel like I can understand these complex issues that I am sure I could not figure out from the FAA report on my own. I'd also love to hear from your personal experience was the most harrowing experience or aircraft issue you have gone through and how did you react to it.
Thanks Mentour! Although as a child, I initially loved flying, I came up in the 70s thru mid-90s during the crimson age of air disaster publicity. I didn't fly between 94-02. W/ the growing internet I started to read the report info, see pics & listen to cvr data from major incidents to educate myself and become more at ease with flying. By the time I discovered your channel, I'd returned to flying for several years, but your detailed info has not only given me a more acute understanding of aerodynamic factors, flight surfaces & controls, but especially the humanity, professionalism and dedication of the crew factors & impact: crm, experience, training, innovation & the generally widespread commitment to safety. I now enjoy flying and observing the different factors w/ the contextual knowledge that you provide: also your introducing us to your other competent peers in a holistic and 'crm-spirited' approach is gracious & professional. I enjoy your continued expansion and exploration. All the best from Minnesota. Tak!
That’s so nice to hear and exactly the response I was hoping for from a nervous flyer.
Thank you.
what is your love for nature,mine was trees. before I joined the military,I planned for a very plots of land for trees planting, tryna get some nature specialist, that can give me the name of old trees from the ancient, wanna make some research about them, for personal benefits. meeting you here was I great thing,but I don't come here if not for important things and don't got much Time for stranger,but you're still a blissful human too,and hope you stay safe from covid 19.
I might not give you response back for now,dew to my job schedules and high monitoring devices all around me,it would be nice texting directly to Gmail or Mobile number. text me back to my Gmail address which is (megsaudibert@gmail.com) or send me your Gmail address and your mobile number,so when I come online here, would get you a response,hope you stay safe.
Mentour you give insight to pilots & novice aviators and nerds. Sometimes I see a video twice. I still get something out of the second go round. Theyre so intricate and full that a second go teaches you something you may have missed the first time.
It is a really hard call to reject a takeoff after V1. Been there, and done that, I am very glad to have made that decision as well. Mine was just in a bonanza with severe pitch trim down. I could not rotate with normal back pressure. I am not sure how it would have gone if I had forced the rotation. I am just guessing that it would have been ok. As it was, I used up most of the runway stopping.
Credit to you Tim, that must have been an extremely frightening few seconds, when you had committed to the abort, and hoping the runway would be long enough!
As a retired police advanced driver, in a near fatal high speed incident, where a child stepped out in front of us, on an armed robbery chase, the shivers of fear....I can still feel now! Thankfully, "trust your training " kicked in, no one got hurt & we continued the operation to a successful conclusion. And after many years, it's a memory I can recall with positive sentiments!
Well done Sir, glad you had a positive outcome and as my old Headmaster used to say - Everyday is a school day! Sometimes requiring a change of underwear!(that last bit is my addition)🤣🤣👍
The 65kn wind maintenance recommendation had been introduced after an almost identical accident happened in Munich in 1999. They also found out while trying to take off and rejected, however they managed to stop on the runway. After that the German BFU recommended maintenance after high windspeeds. Winds in Munich had been >70kn before the flight.
While this is a great series, it certainly is nice to hear stories where everyone lives.
Totally awesome video and it was totally awesome response from the Captain in charge to realize the bird was not going to fly and abort the takeoff. It is always a far better outcome to do a controlled crash than just letting nature take its course.
Better to mess up on land than in the air.nowhere to pullover up there. I find it harder to land than take off.
I do much appreciate your ability to explain these technical problems in ways I can understand. Although I'm not a pilot and have no aspirations to ever be one, I have a curious mind and enjoy just learning exactly how things work and how skilled people react to crises. My history is as an intensive care nurse and there are subtle similarities in these situations: knowledge of how things work (bodies vs planes), respond to interventions, critical thinking skills, ( hey, what's really going on here?) and very timely actions. I will say this: the times involved with reacting rapidly are usually very much shorter ( seconds vs. minutes) than in most medical situations , but I've had situations where seconds actually DID count ( HEY!, this guy is going to code! Do this NOW!) And in medical situations the abilities of your team (crew) to respond quickly in appropriate ways also makes a big difference. The other main, HUGE difference is that my actions would only ever affect the lives of only my one patient and their family, not the entire passenger list and crew of a plane. I can't imagine being responsible for THAT!
I'm not likening myself to an airline pilot; please don't misunderstand! I've just been trying to understand exactly why I am so very drawn to and enjoy learning about these situations, how they are managed or mismanaged and what led up to anomalies. And I've noticed certain corolarries; misinformation, small steps missed because of being taken for granted, tunnel vision (being fixated on one symptom to the exclusion of total picture) small safety checks forgone and sometimes just best practices not being fully understood.
Thanks for your great vids!
Hey nursey! Former ICU nurse here as well! I’ve been really enjoying these videos for exactly the same reasons you list. My heart quickens and I really appreciate when quick thinking and great teamwork result in saved lives. I do love the similarities and I confess I’m probably addicted to the adrenaline rush! I totally get your affinity and mine for that matter. Take care!
Dumb that the yoke movement is not directly linked to movement of the elevator. Explain please.
Holy cow. I just discovered your channel a few days ago, and I remeber this flight vividly. I was in a few different athletic bands at Michigan at this time, and wasn't on the flight, but I new everyone in the Basketball Band who was. Great to learn about what my friends experienced that day. Thank you.
I always heard it as "Czech Airman" and I wondered why so many people from Czechoslovakia / the Czech Republic feature in your videos and often end up being the heroes. m)
watch out for the Aircrew from Hungary...they'll eat your lunch before it makes it to the front two seats!
Yes, I hear it like that as well.
It was a little confusing at times. But as far as I know, there were two Czech airmen in the series so far (one a true hero, one not so much). The rest were Check airmen :)
@@danielhawley6817 Or eat you AS lunch before taking off ('Hungarian stew') *grin*
I know right, there's even the Prague (LKPR) tower at 2:20. :)
As usual, another "Absolutely Fantastic" report!
Bye bye 😀
Amazing split second decision that saved the passengers while knowing that the plane was going to be damaged. Great job to these pilots!
When you do flight control checks in a Cessna or Piper you *look* at the control surfaces to see they are doing when they are supposed to do - even though they are directly coupled with cables and you can feel exactly what they *are* in fact doing. Amazing that it took until 2017 before they came up with a prescribed procedure in the walkaround for a vastly more complex a/c like this one, where one pilot stands where they can see the result of control input and report back to the other pilot actually manipulating the controls.
Your channel is legendary. As a professional aviator I appreciate what you do beyond words. Learning from situations such as this and the many other incidents you cover will no doubt save lives. We all need reminders to maintaon a culture of safety and to never become complacent.
These videos are always informative! Would you make one about United flight 811? Though it involved some deaths, it’s also an example of great pilot skill, as well as an unusual example of the NTSB re-opening the investigation after the cargo door was recovered from the ocean floor, and issuing a new final report as a result.
It’s very similar to some of my other videos I have done but yes, it’s worth checking out! Hope you enjoyed the video!
Another interesting point about that one is the role the victims family played in the investigation
@@toddavis8151 yes, it’s really an amazing story. The parents dedication to ensuring that the truth ultimately came out was amazing!
First of all I would like to say a huge thank you to the maker of these videos...I enjoy it every time as a man of almost 72 years, so keep it up, Mentourpilot.
Now my question: why do they build in the aviation industry no small cameras like in the F1 cars, these things now weigh almost nothing and could for example be aimed at the most important things like engines, ailerons and elevator, so that the pilots in the cockpit can see at a glance whether everything works as it should be, on the A380 I saw cameras in the stabilizer or rudder with the lens forward, which the passengers can also see, I don't think that much extra money on a 100 million plane.
This was a great presentation of the characteristics of wind in general! And the gear tab is the same as something I have had occur in my knees too many times, over-extension that results in a locked knee! Wind is an incredible force and where I live (Wyoming USA) is a force we deal with pretty much every day, but becomes deadly in winters. You learn to determine what the wind is creating around buildings or natural barriers by looking at snow drifting. I figured out as soon as I put the wind/plane parked situation together with the understanding of the gear tab right away. Gotta love physics! Incredible pilot and your explanations of these events are very well explained! Am not a pilot..don't even fly a kite (usually too windy here..) but I am fascinated how issues like this as well as the forensics of investigation. Thank you!
My first thought was why didn't they put a stop to prevent the geared tab from going past the point where it jammed. Then you said that's what they did to prevent it happening again. I still wonder why they didn't do it when they designed the plane.
There was some kind of stop but not designed to withstand those type of forces.
No brainer, you would think. So easy to implement. My respect for Boeing engineering dropping even further.
@@moestrei not really, as adding more material will increase the weight and also costs more, so unless it is a must have they will try to optimise the design. Happens in all industries, not just aviation, of course aviation needs extra attention. Glad that they rectified after an incident at the least.
@@ElectrifiedStud , but Boeing could have fixed the flaw directly when the problem was detected. They didn't.
@@moestrei But, this system was designed by Douglas Aircraft in the mid '60s & operated trouble free for 30 yrs before Boeing bought the company & then another 20 yrs before this accident occurred. When a potential problem became evident, Boeing engineering implemented a fix.
Absolutely fantastic swedish accent
I’m Very happy with it! 😂💕
@@MentourPilot Härligt att höra! Köpte en mugg från dig förresten :)
Nice att man hittas svenska personer någon gång nu och då i dessa kommentarer 👍👍
@@MentourPilot your amazing
I love when he says "towardch"🤣
Thank God nobody had to die in this instance to make flying safer. I went to an air show at Willow run "years" ago. I now live close to Selfridge Air National Guard base, Macomb county Michigan. I worked for a few years directly across the street (M59 also called Hall rd.) from Selfridge. When we had the big doors open in the back of the shop, we could see the fighter jets coming in for a landing at eye level. The noise was so loud we had to pause a conversation until they landed. This is the first episode I've seen that happened in my own back yard (per se). Im a huge fan of yours. Thank you.
Isn't the over-cock a design fault? You had the same in a cargo door which blew out because it wasn't completely locked. The addition of a block tab in the casting should stop it going past the in-line zero, allowing a little for play.
See my reply to Autumn Leaves above. Completely agree 👍 👏
Maybe the design avoided a hard stop that the wind would just hammer away at, eventually fracturing the whole linkage?
@@coreyandnathanielchartier3749 It's inside, if you've wind inside the panels at 500 knots, it'll peel the skin away.
This also shows how pilots have honed in their senses to know when their airplane doesn’t feel normal. That kind of recognition and response has to be second nature and there isn’t any time to consciously think it over in time. I’m thankful that pilots know their aircraft so well and know almost instantly when the slightest flight control behaviour or even sounds, don’t feel or sound right.
Kudos to both of them, especially the pilot monitoring. It would’ve been interesting to know what the pilot monitoring would’ve done had been pilot flying, but we can’t judge him as he will never feel what the pilot flying was feeling in that moment. It’s easy to say don’t abort when you can’t feel the aircraft, but I have faith that the pilot monitoring would’ve done the same had he been the one to take off. His CRM and discipline shows that he’s likely more than capable of recognising and actioning any issues that arise.
I wonder if there’s training for aborting take offs after V1 in simulation scenarios where there is a flight control issue where the nose isn’t rising or something isn’t feeling right. It’s the kind of issue you want pilots to be able to know and react instantly because a second or few thinking about it could be the difference between going off the runway somewhat controlled, or barrelling off the end and continuing into you hit something or crash with more force. I guess these scenarios are hard if not impossible to train for and you have hope that if you’re ever in that situation that you recognise it and respond immediately.
Bravo to both pilots.
I hope the pilots didn't get fired for this out of the ordinary failure.
Really great when you can see how good teamwork pays off!
I LOVE these vids of awesome pilots doing “Sully Level” outside the box thinking. Many would be completely unknown without vids from pilots with experience levels like yours. Thank you.
In the beginning of my career, as an FO on a LearJet 24, we had to abort after Vr. Captain pulled back on the yoke and nothing happened. We ended up over shooting the runway by about 15 meters. No damage.
They found out that the elevator worked fine without an air load, but that the cables would stretch under air load and reduce deflection by nearly 80%.
These crash breakdown videos that Petter does are the best done out there. They are my favorite videos on this channel. As it takes him so long to put these together, I found another channel called Mini Air Crash Investigation to fill the gap of my obsession. I don't know how I developed this obsession with finding out why planes crash. Maybe it started after my uncle crashed his ga aircraft and passed away in conditions he knew better than to be flying in.
WOW! I didn’t realize how complicated it is to fly a plane! Pilots make it look so easy! Love the extra details even if they are way above my head! Just makes me appreciate pilots even more!
I kind of stumbled on this program. I am not an aviator. However I found it fascinating..Now I have made a habit of watching daily for an hour each day. The commentator is excellent.
I can't believe they still had an MD-80 commercially flying in 2017!
I was more surprised to hear that there are still DC-9s flying. Based on the many hours of the pilot in the DC-9 and only a few hours in the MD-83, I figured the DC-9 must’ve still been flying somewhere at this time, and according to what I looked up, there are still 30ish DC-9s in (cargo) service.
I had assumed they had all be retired
A very amazing story with an outcome that is outstanding. I hope all flight crews can learn from this also.
This was really interesting! Also, I didn't know MD-83s were still flying somewhere. My dad used to fly them for Finnair back in the 1980s...
Still a few flying post-pandemic.
Ameristar, a little airline based in Texas, still has another MD-83 and even some DC-9. The major US carriers sorted their MD´s out even in the years before the pandemic. You can find today the most still flying MD´s in Iran, mainly because due to the sanctions many regional airlines their are unable to buy or to lease newer planes.
This channel tells the story from all the angles. Mechanics, flight training, flight decisions and perspectives under pressure, airline maintenance and management policies and procedures.
When you hear a familiar story told on this channel, you feel as though you haven’t heard the story before.
REAL FULL STORY from all sides. Bravo !!
Great Job Pilot!! Thank you for taking care of my team Go Blue
Absolutely loved the video.
I only knew, that V1 is the speed after which you cannot abort the take-off. But, learnt something new here, that the captain can abort, if he finds that the aircraft cannot get airborne.
Please keep making such detailed and informative videos.
I like all those little details resulting in a fascinating story. It’s probably because of the “boring” end result of the accident I never heard or read about it up to now.
Yeah, as it turns out, a lot of these less known incidents are REALLY interesting
Another awesome video! Thanks, Petter and your crew!!
I just came to realize that with your spot-on analysis and conclusion to these videos that you are educating the pilots around world. You very well can be saving lives as you post these videos on your excellent Channel. Job well done!
so the control tab is just an elevator for the elevator?
Kind of… 😂😂
Basically yes. That way you limit the force needed to move the control surface to something a human can handle and make it possible to fly bigger aircraft without hydraulics in case something goes wrong and you need less powerful hydraulics too.
It's looks like a Rube-Goldberg way of doing things to me. 😁
That would make the geared tab an elevator for the elevator's elevator. 🤯
Great video. I find these accident videos very interesting, I like that you don't try to over-dramatize the events. This particular accident is extra interesting for me as I've not heard about it before now. I also love cases where the pilots did everything right and weren't at fault. I'm looking forward to more accident/incident videos. I'd love to see your take on Northwest Airlines Flight 85
I stumbled across one of your videos a couple weeks ago. And very shortly, it has become the only thing I watch on RUclips. You’re videos are so well put together and informative. I’ve learned so much in such a short time and have been sharing your channel with anyone who will listen!
Computational fluid dynamics is an extraordinarily complicated tool, and it’s comforting to know that it is often used in the development and investigation of aviation