I never realized pilots are so self conscious about hard landings. I’ve had a few hard landings in my lifetime as a passenger and I’ve never felt I needed to look at the pilot afterwards and judge him in any way. All I cared about was catching my connecting flight or how to leave the airport. As soon as I exit the plane, the flight is quickly forgotten.
And as a passenger, I had no idea which of the two pilots was actually flying, so…I didn’t really care anyway. I have enough problems running into my own life.
I flew in a small regional that the pilot crabbed in hard enough I could see the runway through the side window until he straightened out for touchdown. still one of my favorite landings. may have been just another crosswind landing for him, though.
It's because those are positive landings and not "hard" landings. I'm not sure how many times you flew but real hard landings are not anywhere near that common
As a 747 captain, I've never experienced a tail strike, but have spoken with colleagues that had one. And it was always the tower that informed the crew, who were not aware of the tail strike. As quite often the aircraft is heavy, no one had felt a bump nor had heard the scraping noise. The tower saw the scraping and the flames.
@@asmartbajan Some do, for example the Concorde, but it is usually only installed on those with a high risk of a tailstrike (A321 excluded). I assume that it would be unnecessary, and only make maintenance more difficult and expensive, to fit it on every plane
Fun fact: Big Jet is filmed by a guy called Jerry. Jerry filmed all day and more than 300k Brits tunes in during a storm earlier this year. It’s gone down in history as ‘The Day British People became Plane Spotters’
@@Robalogot Apart from the fact it's spelt 'boycott', how could one INactively boycott something? Also, the effect of him alone not using other plane spotting channels would hardly have significant impact. I assume you mean he encourages others to do so? Either way, I have to agree, he is damned irritating - I can barely watch that video clip because of his inane, bellowed commentary!
Not sure if this will reach you but just want to re affirm that your videos have helped me alot recently. I traveled as a kid and never had issues flying. I recently started travelling again for work and noticed some anxiety whilst flying monthly. After binging your videos alot my last trip was WAY better. I had an idea of what was going on, how robust protocol and the mechanical competence of the plane and fealt so much calmer. Thank you honestly
Hey Kelsey, just want to mention that I appreciate your calm way of explaining even complex situations in a way everybody can understand and no misunderstandings are left 👍. Also, love your humor 😄.
I still can't quite believe that certain nimrods won't accept the fact that Kelsey is indeed a pilot - a very good one in fact. Some comments have just been really spiteful - not cool! Oh wait - they're nimrods!
Same he’s doing so well even for me as a non pilot but seeking to understand what pilots go through. Seriously, in future Kelsey would be a wonderful flight instructor. If I ever decided to get a pilot’s licence I’d want someone like him as my instructor.
Love the way you share past failures as a pilot. Most pilot i know always act so corky and pretend they never make mistakes or look for someone to blame for their bad decisions
A Pilot that's never made a mistake is either a complete NEWB that has almost no time at the stick or a Liar... Pilots are Human and Human's make mistakes, ESPECIALLY when doing something as dangerous and complicated as throwing a plane at the ground and MISSING (AKA Flying)...
Great analysis, yet again Kelsey. 👏. Feels like a debrief after every flight at Flight School. 1. What went well 2. What did not go well. 3. What could be done better 4. How to improve. All that if one is lucky to have had such a brilliant instructor who matches your analytical approach.
My dad is a commercial pilot to (captain of the airbus 320 and 319), and its very nice to see someone saying what he thinks and goes through, and adding the understandable version to not only me but all of your following to. thx
Your facial expressions while watching these videos is priceless. One of my favorite channels. An inadequate/illegal repair to the rear pressure bulkhead following a tail strike was blamed for the 1985 Japan Air 747 fatal mishap.
Hi Kelsey, I am a aircraft mechanic, I wanted to mention every plane I have worked on on from Cessna 150 to 747 there is a tail bumper on the lower aft part of the empennage. on the small planes is some beefed up structure even a large tie down fitting or a brass plate 'Brass because it shows scratches well.' so you can see it on the walk around, larger planes have a larger pad attached to a shock absorber and it actuates up and down with the gear I some times call it the fourth gear or the tail hook🔦
Kelsey, I recently started traveling a lot for my new job and I’ve always been intrigued with airline/airport logistics. I’ve binged a lot of your videos over the past week since discovering you, and it’s been so insightful! Keep it up.
I experienced this summer twice what you said: the pilots decided to accelerate and then touched down a bit roughly instead of having the plane uncontrolled in the gusts/hot air turbulences. About 10 seconds before touch down I was always first scarred "why we are going so fast, why are we still so fast" but then I quickly realized, that it was safer like this (Lauda air/Ryanair)
@@chitlitlah We don’t always land at a constant speed. Weight and flap setting change our approach speed. Headwind/tailwind components change our ground speed (which is what your GPS would measure) I’m not trying to burst anyones bubble, but I’ve been sent videos previously being asked “do you think this was a bit fast/slow?” And I just reply without being able to see the instruments, I have literally no idea, but probably not, most pilots are pretty decent at their job 😉
@@Joeyglide why do you say 5 knots? Why not 10, 15, 20, 25? You'll feel it different. You can't tell the difference in the same vehicle on the same route when it's faster? Car, bus, train, bicycle, roller skates? :-) I've flown the same route a bunch of times on the same aircraft type and I got used to how a normal landing feels. Also if the weather is gusty I'll be prepared for it, looking out the window, checking the GPS on my phone to see speed etc. I've flown a route to the same windy, foggy, rainy airport many times. I've had the 3 landing attempts, the holding before trying, the divert to another airport 2 hours drive away, the faster landing, etc. That airport location is well known for weather. So much so that on one flight I started chatting to the stranger next to me about whether we would hire a car to drive together back to the original destination airport. Within 30 seconds of me chatting to him we had a full car of 5 people just from the other passengers next to us. We agreed we would share costs. This is because there have been times when it takes a few hours to get the buses, drivers and drive everyone to the original destination airport. So if we will paid £20-30 then we save that time. I'm going to guess that the speed is higher, the flare happens later and is less pronounced followed by faster touchdown. You can feel this.
@@Google_Does_Evil_Now I say 5 because on the a320, that would probably be what was added for gusty conditions, maximum 10. I have no idea about other AC, but I imagine it would be similar. There is no stated amount to increase Vref by in gusty conditions in our manuals. Your point about being able to feel the difference on a bike, we are talking 3-4% faster, so I don’t think you could feel the difference between 20 and 20.8 mph on a bike, or 60 and 62 mph in a car, no. When I was flying planes around empty during covid, we were landing at 115 knots, landing near MLW would be somewhere around 140 knots. Landing with a 30kts headwind compared to a 10kts tailwind is a 40kts ground speed difference. I’m really not trying to be pessimistic or ruin anything for aviation enthusiast. And I think it is really great people are so interested in aviation they check their landings on their GPS. I wish I hadn’t commented now, if it is a story they can tell, then that’s great! The pedantic in me just got let loose.. However, maybe now you can say “wow, we landed faster today, we must have been heavy with a tailwind component!” It sounds like you had a very interesting experience not being able to get in! That is a reasonably rare occurrence and definitely a story to tell. Re the flare, if you have a higher ground speed, you will need to descend slightly faster to maintain a 3 degree glide slope. The flare would (theoretically) come a bit earlier, but flaring is all done by feel and we are talking a few feet (in a 320) difference.
I love how you don't just point and laugh you admit to your mistakes as well thats what makes a good pilot. Being humble. Because the aircraft will humble you if you're cocky
As an AME in Canada (20+ years) whom has made many pilots friends and has been in control of an aircraft,… Kelsey’s analysis of these videos is spot on! Maintenance takes any and all of these incidences that would require us to respond, very seriously!
Yes, tail strikes can be dangerous. If I remember correctly, JAL 123, one of the deadliest single-aircraft incidents of all time, had its tail blown off because of an earlier incident involving a tail strike, after repairs were badly done.
That plane did have a tail strike seven years (or was it 13?) before the fatal accident. The rear pressure dome, a large bulkhead, had suffered damage and was repaired instead of being substituted. Corrosion or fatigue or both caused it to fail, but after thousands of pressurization cycles.
Also the CI flight from Taipei to Hong Kong, has a tail strike, did a temp fix and then do a full fix when they get back to Taipei. The full fix never happened and 20 years later the crack grew to the circumference of the tail and it broke off
I am not a pilot. I did start and only got about 4 hours before priorities changed. Kelsey.. I love your detailed explanations and can relate to the “oh crap” moments when a pilot has to adapt to the changing situations.
You’ve trained us well, Kels. On the last video, I was telling them to put the gear up during the initial watch through (before you started talking about the video and breaking it down). Glad you decided to mention it before ending the vid :) Appreciate all the great content you put out!
Great video Kelsey you always explain things clear enough for somebody like me that knows nothing about airplanes or flying them to understand thank you
Been fortunate to spend time at small airports. Worked for American for a few years. Worked in the terminal, worked on the ramp. Pushed back planes. I've been around a lot of pilots. Kelsey is the real deal. 👍🏼 You're right to appreciate his ability to explain.
Hey, Kelsey! Have you ever considered a series of "so, I didn't have to talk to the Chief Pilot about this, but if it had gone any worse, I would have" debriefs you've, ah, heard other pilots going through?
The cause of tailstrike is VR computed too slow or rotation prior reaching VR. Rotation execution in two stages by unusual slow pitch rate, saves getting into a tail strike, but is a bad technique, justified only when runway is short or tailwind strong, the latter should be avoided because of adverse wind gradient .
Hey Kelsey, your missing some info on the BA landing - this was during storm Eunice in the UK. The commentary you are using was watched by hundreds of thousands live. This was an exceptional weather event and I believe BA made a statement that there was no amount of aeleron that could have prevented the wing lift you mention after all gears down. Thanks for the rest though!
That was someone who was live streaming flights landing at Heathrow. I can't remember the name of the channel though. What I do remember is "tippy toes tippy toes" on one of the videos.
I think the only issue with software that prevents overrotation is that there are rare occasions- like runway incursions when risking a tailstrike may be the safest option possible
With a tailstrike prevention system, you could just pull max AOA and let the computer set the max safe angle, I don't think you would get extra performance from your tail levering you off the ground.
@@coast2coast00 the problem is the computer would set it conservatively. so if your maximum AoA was 11 degrees, the computer would not go past 9 degrees. you can't use your tail to push you up, but that 2 degrees of rotation might make the difference between a crash and a tragedy.
If You drag your tail along the ground you can't gain altitude, the harder you pull back on the control column the harder your tail sits on the ground.
That feeling when you're maneuvering whatever vehicle it is that you're driving, and it just stops dead in its tracks is scary as hell. Had that one time in my truck. Was reversing a trailer into a gate. Now, keep in mind that my truck is 11 meters long and my trailer is 13 meters long and they are connected by a 1.5 meter long drawbar (length included in the trailer) and rotating front dolly. I had a semi truck to my right and I knew that and I saw in my mirror that I was going to make it if I let up a little bit on the steering. All of a sudden, the truck just stops. I thought I had hit the guy to my right but in fact it was just the collision sensors on the back of the trailer picking up the rear lift as an obstacle and decided to slam on the breaks. I have to put down the rear lift in order to open the doors to then reverse into the gate (rear lift goes underneath the bridge)
I had a tail strike on landing decades ago in a Cessna 152. Very loud and unmistakable. Also had one first time ever flying A320 simulator on landing. ABSOLUTELY unmistakable.
Some planes are that prone to tail strikes that they have skids or even wheels on the tail. Concord was a great example due to its length and also the high angle of attack needed for rotation and flare with the delta wing. They had a tail wheel to prevent tail strikes. The 727s are also prone to tail strikes, and have a retractable skid on the tail.
First off, thanks for all of the fantastic content; it is so informative & entertaining (especially when you respond to mean tweets etc 🤣). As a plane and camera nut, I am drawn to your channel; a behind-the-scenes video would be cool. I'm sure I'm not the only one who would like to see your mobile studio & gear. I am dying to know what lens you used in this video; your shots are always well lit and composed, and the depth of field is incredible (on a micro 4/3 no less). Thanks for what you do; keep the blue side up! 👍
JAL 123 had tail strike that was repaired incorrectly. Some years later rear bulkhead failed under pressure at altitude, cut controls. It was the single largest air disaster in history.
'A tail strike? No time to check on that. I've got a schedule to keep.' The families of 520 passengers would beg you to take the time to check. Lives depend on it!
@@professorr.5427 Doesn't quite apply in this case. The pilots were given that plane and told it was safe. The plane had operated for years with that same damage before they got in it that day. Once the damaged bulkhead failed, and controls were lost, there was very little the pilots could have done to change the outcome.
Great channel! I don't really have any interest in getting a flying license and I have only been on a plane twice but you make this subject very interesting, I have been binge watching everything you have! Now I'm interested in flying more just to fly. Great content, thank you!
Interesting as always, Kelsey. I've wondered if there were different factors at play for cargo pilots - treating this and other events that may compromise the aircraft - compared to passenger aircraft. I'm not sure how to word this... is there a possibility of metrics that encourage pilots to ignore these sort of events that could downgrade their measured performance? In other industries, the equivalent of the plane not arriving on time could measure poorly for the pilot who acts appropriately.
The most important issue in aviation is safety and cargo control. It can affect a pilots performance to be late or disorganized but at the end simple go arounds or other safety issues will simply be ignored for the purposes of maintaining the integrety of the industry.
It's usually more expensive to have a crash (both in direct cost as well as reputation damage) than to have a short delay, some airlines don't realize this and thus we get the wealth of short videos from airlines such as Aerosucre...
Many airlines have policies in place that allow pilots to do things on the grounds of safety and not be reprimanded or punished in anyway for it. The same is if a pilot decides they want to delay the flight as they’re unhappy with something on the aircraft before take off, or they do a go around (they do not need to necessary explain themselves, despite this delay costing a lot of $$$$ but most will give a reason) or divert if they don’t feel they can land somewhere or again there is something they don’t feel is safe with the aircraft. As he said in a recent video, he had a mechanical issue recently mid-flight and they got in talks with company and the mechanics and they took a look at it and they said it’s safe to continue but of course it’s up to them, and he and his captain decided to play it safe and returned back to the airport to get the issue checked. To this day neither the chief pilot or airline asked them why they decided to come back or ever spoke to them about it. It was their decision and if they feel something is unsafe, then that’s it. Another thing he said in that video, they’re the ones flying the plane and their the ones who’s safety is at risk, not the mechanics or company on the ground. So there needs to be no influence when it comes to making decisions on the grounds of safety, especially when you’re not the one on the flight. However, some companies are better at this than others. But most airlines have a policy where you don’t need to explain yourself for certain things and you can’t be marked or punished for it, or have it applied to any performance or records. Airlines know that in reality, a few million $ delay is better than an entire loss of an aircraft and the negative PR that will come. Insurance or not, ir will cost them TONS more than letting the pilots feel they can make decisions on the grounds of safety without feeling they’ll be questioned for doing so. The reason for this has come from lessons learned, as with many rules and regs in aviation. Pilots being pressured to do things by their company that is unsafe for financial reasons, leading to tragic outcomes. But again, not all airlines are good at this, but most major commercial airlines are good at ensuring their pilots can do things on the grounds of safety and not be interrogated and made to justify their actions every time or be punished.
When I worked for AA tail strike seemed to be common on the S80. I had a few Captains have maintenance check it out so on the other end they would know the new flight crew didn't do it. It was about an average of a 15 minute delay I called maintenance and they checked out the skid plate. The Pilots just didn't want to get blamed on the other end so they would write it up. The S80 had a very long body with extreme climbing ability, sure miss those, a real Pilots airplane
Tail strikes have a terrible habit of damaging the structure of the aircraft. Many aft pressure bulkheads have needed repairs due to tail strikes. Some damage goes undetected until many months later. There is a famous crash of a JAL 747 due to an improperly repaired bulkhead. (Boeing). Return to airport is the best decision by far.
@@HappilyHomicidalHooligan I the case of flight JAL 123, the tail strike occurred years prior. I guess that strike was handled properly by the pilots back then, since they did not lose the plane. But the repair on the damage from that strike was done improperly. That bad repair is why JAL 123 decompressed mid flight, not because the pilots of that flight ignored a tail strike and continued on.
I was on a US Airways flight from Atlanta to Charlotte on Aug 15, 2015, and we suffered a tailstrike on landing due to a wind shear event. We hit the ground pretty hard in the paved overrun area and took out several landing lights in the process. Pilot got us back in the air and did a go-around. Damage to the underside of the fuselage was substantial. Don't want to experience that ever again!
Surely a Sensor on the sacraficial skid at the rear of the Aircraft to signify a Tail Strike would be a logical idea rather than relying on a "Jolt" or "Scratching Noise" which as Kelsey has stated may not even register with the Flight crew. An Audible/Visual Alarm in the cockpit instead of the Cabin crew to hopefully relay that important information would be a simple but far more effective solution.
Recently flew, total of 4 flights for the round trip all on CRJ's. new female FO's on 3 of them. Girls did awesome (from the captain's announcements it was clear who was PF/PM). Regardless of gender, seems like a lot of new FO's in the regionals, and its good to see they are learning!
If I experience a hard landing in heavy winds or tricky conditions, I always compliment the pilot or tell the cabin crew at the front galley to do so. I respect the hell out of a pilot’s job, especially in these conditions
I've been flying for over 25 year and never had a tail strike; Thank God! I had a couple of hard landings, Bounces, Balloons, and Floats in my earlier days before I learn - Pitch for Airspeed; Power for glideslope, fly a Consistent Pattern, and cross wind corrections! - Thanks for sharing - It was very informative!
I have seen reports that some manufacturers are now installing a hard rubber bumper in the back to absorb and show the damage of a tail strike. Much cheaper and faster to replace a rubber bumper than replacing major chunks of aluminum skin. Much safer if you choose to continue the flight anyway.
Back in the 90’s I’d see 722’s (and maybe 733’s?) with worn down hard plastic tail protector bars that indicate light tail strikes are way more common than people might think.
In the early 2000's I (LIH FCT) had a Hawaiian DC-9 tail strike on landing, taxi to the gate, then take off and fly back to HNL with passengers. They never said a word. We never noticed the strike. It just looked like the nose was higher than normal. The strike was determined when airport ops did their normal runway check and saw the evidence. I was later told that O2 masks dropped and that some of the passengers complained of back injury, and there was damage to the rear pressure bulkhead. I know they returned to HNL at 15 thousand (normal). I don't know what came of the incident.
Guys, do not message the person who's claiming to hand out free stuff with Kelsey's avatar image. They are a scammer. Do not give them any information about you or monetary details.
It really hurts passengers in the back when the tail hits. The seats do not absorb anything. My back was injured in a tail strike at Fort Lauderdale International. I was sitting in the back and the entire overhead fell in…
@@Wannes_ the over head compartments fell in… the crew began to duck tape it back after the horrible landing. I was able to make it off the plane, but my back hurt for years afterward.
@@maryeckel9682 not a penny… and it is the only time I’ve ever been injured in a plane or helicopter crash. I’ve had to put several planes down… and helicopters. All in one piece, and no one was hurt.
I am absolutely terrified of flying, to the point I get sick if I walk in an airport lol. But for some reason I want to fly with you! Love your content!
Many years ago I was in a plane ✈️ that had a tail strike on takeoff. 🛫BFL to SFO ….We continued on. It was maybe my 5th time flying. It was a short flight and I have since flown 75-90+ times commercial since (I’m the one whose always asleep 😴😊). Other than flying through the bowels the devil 😈(I’ll save questions about that flight for another day) on one horrible flight, I’ve been lucky with my many, many flights across the USA & to the UK 🇬🇧 homeland of my hubby 😊.
On one of your previous videos, I asked a question about the “go around” procedure. Someone responded that many planes today have a “go around” “button” that sort of automates the procedure. But from this video, that does not appear to be the case. Is there a “go around” button on modern aircraft? Love your videos!
Not a pilot, but yes, there is a TO/GA button on most modern aircraft that automatically pushes the throttles to TOGA. However if you execute a go around that close to the runway it's best to hand-fly the go around, the autopilot would also be disabled that close to the runway.
I don’t fly big jets yet but to my knowledge The “Go Around” button brings engines up to full take off thrust and disengages autopilot maybe a few other things but than the pilots are still responsible for flying the aircraft and performing the correct missed approach procedure according to the approach plate
Not all planes have a TO/GA button. If I am not mistaken, it is mainly used in Boeing planes. I would have yet to see those in an Airbus (the BA plane in the video was an Airbus)
"EASY! EASY! EASY!!! OH MY GOD" Seriously, if anyone had heard that and hadn't seen I'd bet they would have thought the plane was about to hit another plane, not simply trying to land in windy conditions and having to do a go around.
Interesting explanation Kelsey! But honestly... I've noticed that I get more and more entertained by you while you're looking at these clips;-))). Priceless expressions sometimes, thanks for the good laughs;-). Cheers.
Hey Kelsey, I know you're busy man and everyone starting a podcast is kind of cringe but I think you interviewing other pilots, traffic control, baggage claims, TSA agents and airport workers in general that you meet in your journeys would be an interesting watch/listen!(especially people of different nationalities) Even if it's just one person and they only have one story to tell. Keep up the good work sir.
Kelsey, I enjoy your channel! My dad flew 20 of his 29 year career in the U.S. Air Force, he had a tail strike once his crew teased him for quite awhile, he was a B-29 pilot.
In these Viral Debrief videos, I almost always rewind to watch the clips twice: Once to see the plane in an iffy situation, and again to see all the funny expressions on Kelsey's face in the little picture up in the corner as it plays out. Could be fun to have Kelsey in the corner of the screen like that in flight sim...!
@@were-all-human9427 yep. JAL 123 lost hydraulics and most of its tail after the rear bulkhead was improperly repaired after a tail strike. It was the worst single-aircraft disaster in the world
Kelsey, I would love to see a video on the differences between how you react to situations on cargo halls and passenger halls, different situations how you would deal with turbulence, abrupt descends and ascends etc, that would be a very cool thing for us to all know
I've always been amazed that tail strikes aren't fairly common lol. Seems like it'd be something that'd happen somewhat frequently seeing how close they get
During Desert Storm, one of our KC-135R tankers, scraped three engines on landing at the Azores. The crosswinds exceeded the aircraft limits. Sheet metal shop made some quick repairs, and the aircraft continued to home station.
Kelsey, you mentioned that you fly differently when you fly freight vs. pax's. Are you still under deadline's when you fly freight? As a commercial driver, we are under constant deadline's. Many commercial drivers are willing to overlook anything that would cause them to miss deadline's. I understand that flying vs. driving is different. Nonetheless, we all know the harm it causes when driver's skip out on safety just so they can make sure they have an on-time arrival. Correct me if I'm wrong, if the pilot's are under deadline to get that freight there on-time, they could have made a bad decision to continue to fly rather than turn around and return to the airport. Isn't that what happened to the plane that crashed in Washington, DC upon take off? Ignoring safety to have an on-time departure to have an on-time arrival, they ignored icy conditions and took off anyway. I'm all about safety, as not only as a commercial driver, but as an asset protection officer, I rather miss a deadline than have an on-time arrival while ignoring the safe operation of my equipment, protection of the asset entrusted to me, and the safety of the public that shares the road with me. P.s. Do not ever be late with a Walmart load. They can and sometimes will make you sit and wait for an entire week before they reschedule a new appointment time. There are no excuses with them. Most other DC's will just push you to the back of the line and have you wait hours up to and including waiting 24 hours to reschedule you in. Another P.s. Some of my favorite runs are air to ground/ground to air freight transportation. That's when I meet the plane at the airport for pick-up and delivery. Haven't had one of those in while, but, I really enjoy those runs when I do do them.
I never realized pilots are so self conscious about hard landings. I’ve had a few hard landings in my lifetime as a passenger and I’ve never felt I needed to look at the pilot afterwards and judge him in any way. All I cared about was catching my connecting flight or how to leave the airport. As soon as I exit the plane, the flight is quickly forgotten.
This is because you are a well adjusted member of society instead of a TurboKaren or GigaChad.
I feel the same way you do when I fly.
And as a passenger, I had no idea which of the two pilots was actually flying, so…I didn’t really care anyway. I have enough problems running into my own life.
Fly with Ryanair and see if you still feel the same. You know a landing was hard when an elderly passenger asks "did we land, or were we shot down?" 🙈
I flew in a small regional that the pilot crabbed in hard enough I could see the runway through the side window until he straightened out for touchdown. still one of my favorite landings. may have been just another crosswind landing for him, though.
It's because those are positive landings and not "hard" landings. I'm not sure how many times you flew but real hard landings are not anywhere near that common
As a 747 captain, I've never experienced a tail strike, but have spoken with colleagues that had one. And it was always the tower that informed the crew, who were not aware of the tail strike. As quite often the aircraft is heavy, no one had felt a bump nor had heard the scraping noise. The tower saw the scraping and the flames.
Flames?? Not a good thing to hear from the Tower!!
Probably sparks but perhaps flames.
Do pilots get in a lot of trouble if they cause a light-ish tail strike?
Why don't aircraft manufacturers install a small, retractable wheel under the tail to protect it?
@@asmartbajan Some do, for example the Concorde, but it is usually only installed on those with a high risk of a tailstrike (A321 excluded). I assume that it would be unnecessary, and only make maintenance more difficult and expensive, to fit it on every plane
I almost feel obligated to go to flight school after all of the information I've learned on this channel 😄
Fun fact: Big Jet is filmed by a guy called Jerry. Jerry filmed all day and more than 300k Brits tunes in during a storm earlier this year. It’s gone down in history as ‘The Day British People became Plane Spotters’
Ty
Unfortunately he's also not the greatest person in the world, trying to actively boycot other planespotting channels...
@@Robalogot really? Dang, that's disappointing. He's pretty entertaining.
@@Robalogot WAHHH WAHHH WAHH cry some more lol
@@Robalogot Apart from the fact it's spelt 'boycott', how could one INactively boycott something? Also, the effect of him alone not using other plane spotting channels would hardly have significant impact. I assume you mean he encourages others to do so?
Either way, I have to agree, he is damned irritating - I can barely watch that video clip because of his inane, bellowed commentary!
This guy seems like a very intelligent, rational and understanding pilot. The kind of pilot I would feel safe flying with.
Not sure if this will reach you but just want to re affirm that your videos have helped me alot recently. I traveled as a kid and never had issues flying. I recently started travelling again for work and noticed some anxiety whilst flying monthly. After binging your videos alot my last trip was WAY better. I had an idea of what was going on, how robust protocol and the mechanical competence of the plane and fealt so much calmer. Thank you honestly
Yeah, therapists with anxious flyers should give their patients Kelsey’s channel to watch as homework. Information always helps alleviate fear.
Hey Kelsey, just want to mention that I appreciate your calm way of explaining even complex situations in a way everybody can understand and no misunderstandings are left 👍. Also, love your humor 😄.
Absolutely! Very straightforward.
I like how he's quick to say "I've done dumb things like that too."
I still can't quite believe that certain nimrods won't accept the fact that Kelsey is indeed a pilot - a very good one in fact. Some comments have just been really spiteful - not cool! Oh wait - they're nimrods!
Same he’s doing so well even for me as a non pilot but seeking to understand what pilots go through. Seriously, in future Kelsey would be a wonderful flight instructor. If I ever decided to get a pilot’s licence I’d want someone like him as my instructor.
Love the way you share past failures as a pilot. Most pilot i know always act so corky and pretend they never make mistakes or look for someone to blame for their bad decisions
A Pilot that's never made a mistake is either a complete NEWB that has almost no time at the stick or a Liar...
Pilots are Human and Human's make mistakes, ESPECIALLY when doing something as dangerous and complicated as throwing a plane at the ground and MISSING (AKA Flying)...
Damn corky pilots
@The Best Michael Jackson Educational Channel Ever! found a tunnel vision patriot
@The Best Michael Jackson Educational Channel Ever! please elaborate on my grammatical errors
@The Official Michael Jackson Educational Channel simply isn’t true. US airlines are just as safe/unsafe as others
Great analysis, yet again Kelsey. 👏. Feels like a debrief after every flight at Flight School.
1. What went well
2. What did not go well.
3. What could be done better
4. How to improve.
All that if one is lucky to have had such a brilliant instructor who matches your analytical approach.
Sprint (Scram) 5-minute standup - IT 🤣
My dad is a commercial pilot to (captain of the airbus 320 and 319), and its very nice to see someone saying what he thinks and goes through,
and adding the understandable version to not only me but all of your following to. thx
Impressive 👍
Your facial expressions while watching these videos is priceless. One of my favorite channels. An inadequate/illegal repair to the rear pressure bulkhead following a tail strike was blamed for the 1985 Japan Air 747 fatal mishap.
And let’s not forget the 2002 China airlines 747 crash that was caused by the exact same thing
The facial expressions on his thumbnails are the hokiest.
I have seen a few Aircraft that were scrapped and sent to the desert because of the damage done to the Aft Bulkhead after a tailstrike.
Hi Kelsey, I am a aircraft mechanic, I wanted to mention every plane I have worked on on from Cessna 150 to 747 there is a tail bumper on the lower aft part of the empennage. on the small planes is some beefed up structure even a large tie down fitting or a brass plate 'Brass because it shows scratches well.' so you can see it on the walk around, larger planes have a larger pad attached to a shock absorber and it actuates up and down with the gear I some times call it the fourth gear or the tail hook🔦
Yep
The Il-62 had a small amortized wheel in the back. It was a tail heavy plane prone to tail strikes.
Welcome aboard everyone this is your captain "Tail Strike Timmy" :)
I like watching his face when something is going wrong with the aircraft he's watching. Like seeing them mess up is causing Kelsey physical pain.
Awesome! !
These episodes keep getting better and better Kelsey!!
(And you are closing in on One Million Subscribers - way to go!!)
Kelsey, I recently started traveling a lot for my new job and I’ve always been intrigued with airline/airport logistics. I’ve binged a lot of your videos over the past week since discovering you, and it’s been so insightful! Keep it up.
Preston. Do u speak Mandarin or any other language
I experienced this summer twice what you said: the pilots decided to accelerate and then touched down a bit roughly instead of having the plane uncontrolled in the gusts/hot air turbulences. About 10 seconds before touch down I was always first scarred "why we are going so fast, why are we still so fast" but then I quickly realized, that it was safer like this (Lauda air/Ryanair)
How would you possibly know as a passenger if the pilot has added 5 knots to their approach speed 😂
@@Joeyglide GPS
@@chitlitlah We don’t always land at a constant speed. Weight and flap setting change our approach speed. Headwind/tailwind components change our ground speed (which is what your GPS would measure)
I’m not trying to burst anyones bubble, but I’ve been sent videos previously being asked “do you think this was a bit fast/slow?” And I just reply without being able to see the instruments, I have literally no idea, but probably not, most pilots are pretty decent at their job 😉
@@Joeyglide why do you say 5 knots? Why not 10, 15, 20, 25? You'll feel it different. You can't tell the difference in the same vehicle on the same route when it's faster? Car, bus, train, bicycle, roller skates? :-)
I've flown the same route a bunch of times on the same aircraft type and I got used to how a normal landing feels. Also if the weather is gusty I'll be prepared for it, looking out the window, checking the GPS on my phone to see speed etc.
I've flown a route to the same windy, foggy, rainy airport many times. I've had the 3 landing attempts, the holding before trying, the divert to another airport 2 hours drive away, the faster landing, etc. That airport location is well known for weather. So much so that on one flight I started chatting to the stranger next to me about whether we would hire a car to drive together back to the original destination airport. Within 30 seconds of me chatting to him we had a full car of 5 people just from the other passengers next to us. We agreed we would share costs. This is because there have been times when it takes a few hours to get the buses, drivers and drive everyone to the original destination airport. So if we will paid £20-30 then we save that time.
I'm going to guess that the speed is higher, the flare happens later and is less pronounced followed by faster touchdown. You can feel this.
@@Google_Does_Evil_Now I say 5 because on the a320, that would probably be what was added for gusty conditions, maximum 10. I have no idea about other AC, but I imagine it would be similar. There is no stated amount to increase Vref by in gusty conditions in our manuals.
Your point about being able to feel the difference on a bike, we are talking 3-4% faster, so I don’t think you could feel the difference between 20 and 20.8 mph on a bike, or 60 and 62 mph in a car, no.
When I was flying planes around empty during covid, we were landing at 115 knots, landing near MLW would be somewhere around 140 knots. Landing with a 30kts headwind compared to a 10kts tailwind is a 40kts ground speed difference.
I’m really not trying to be pessimistic or ruin anything for aviation enthusiast. And I think it is really great people are so interested in aviation they check their landings on their GPS. I wish I hadn’t commented now, if it is a story they can tell, then that’s great! The pedantic in me just got let loose.. However, maybe now you can say “wow, we landed faster today, we must have been heavy with a tailwind component!”
It sounds like you had a very interesting experience not being able to get in! That is a reasonably rare occurrence and definitely a story to tell.
Re the flare, if you have a higher ground speed, you will need to descend slightly faster to maintain a 3 degree glide slope. The flare would (theoretically) come a bit earlier, but flaring is all done by feel and we are talking a few feet (in a 320) difference.
love the clear explanations Kelsey. keep the amazing work up.
🤣😂🤣😂
I'm concerned about him making all these videos having no time for a personal life. I don't want him to be a 40 year old virgin.
@@FilosophicalPharmer What? How many of his videos have you actually watched? He says he works half the month and only makes videos on his layovers.
@@Anna_Xor Most. I suspect he works less than I'm joking around about and more than you seriously believes he does.
@@FilosophicalPharmer Woops 🙃. With some of the comments some people make it's hard to tell sometimes.
I love your honesty in your analytics making mistakes yourself, and love your posts and you as a person doing that!!!
there's no way, that could be ideal pilot who doesn't make any mistake - most likely he's liar or even doesn't know
I love how you don't just point and laugh you admit to your mistakes as well thats what makes a good pilot. Being humble. Because the aircraft will humble you if you're cocky
So interesting to hear your analysis. Good to hear that you don't just blame the pilot. Thanks for your insight.
You’re Right 😊
As an AME in Canada (20+ years) whom has made many pilots friends and has been in control of an aircraft,… Kelsey’s analysis of these videos is spot on! Maintenance takes any and all of these incidences that would require us to respond, very seriously!
Yes, tail strikes can be dangerous.
If I remember correctly, JAL 123, one of the deadliest single-aircraft incidents of all time, had its tail blown off because of an earlier incident involving a tail strike, after repairs were badly done.
The day after tomorrow will be it's 37th years since the crash. And if I'm not mistaken, it had tail strike during landing.
That plane did have a tail strike seven years (or was it 13?) before the fatal accident. The rear pressure dome, a large bulkhead, had suffered damage and was repaired instead of being substituted. Corrosion or fatigue or both caused it to fail, but after thousands of pressurization cycles.
It wasn't repaired according to spec - had needed two lines of rivets but only one line was put in.
Also the CI flight from Taipei to Hong Kong, has a tail strike, did a temp fix and then do a full fix when they get back to Taipei. The full fix never happened and 20 years later the crack grew to the circumference of the tail and it broke off
Love the content.. From someone who isn't a pilot you explain things brilliantly 👍
I am not a pilot. I did start and only got about 4 hours before priorities changed. Kelsey.. I love your detailed explanations and can relate to the “oh crap” moments when a pilot has to adapt to the changing situations.
Fun fact: on certain models of 777 it’s ok to continue operating after a tail strike, depending on cockpit indications.
Depending if it has a retractable tail strike 'foot'
You’ve trained us well, Kels. On the last video, I was telling them to put the gear up during the initial watch through (before you started talking about the video and breaking it down). Glad you decided to mention it before ending the vid :) Appreciate all the great content you put out!
Ah, see, I'm still in shamesville - I didn't spot that even though Kelsey has told me at least twice... =)
I appreciate how you can critique without being critical, always self- effacing, as well.
Great video Kelsey you always explain things clear enough for somebody like me that knows nothing about airplanes or flying them to understand thank you
Been fortunate to spend time at small airports. Worked for American for a few years. Worked in the terminal, worked on the ramp. Pushed back planes. I've been around a lot of pilots. Kelsey is the real deal. 👍🏼 You're right to appreciate his ability to explain.
ANOTHER 74 VLOG PLEASE IS WHAT I WANNA SEE!!!
Hey, Kelsey! Have you ever considered a series of "so, I didn't have to talk to the Chief Pilot about this, but if it had gone any worse, I would have" debriefs you've, ah, heard other pilots going through?
The cause of tailstrike is VR computed too slow or rotation prior reaching VR.
Rotation execution in two stages by unusual slow pitch rate, saves getting into a tail strike, but is a bad technique, justified only when runway is short or tailwind strong, the latter should be avoided because of adverse wind gradient .
Hey Kelsey, your missing some info on the BA landing - this was during storm Eunice in the UK. The commentary you are using was watched by hundreds of thousands live.
This was an exceptional weather event and I believe BA made a statement that there was no amount of aeleron that could have prevented the wing lift you mention after all gears down.
Thanks for the rest though!
Nah it was like a week before the main storm mate
That was someone who was live streaming flights landing at Heathrow.
I can't remember the name of the channel though.
What I do remember is "tippy toes tippy toes" on one of the videos.
The name of the channel is, Big Jet TV. It's a really well known channel in Britain/London.
Yea and the presenter has an ego the size of the planet which is why I call him ego the living planet. Extra points if you understand the reference.
Not it’s not lol
the nickname you really want to avoid is "flipper"
as in, "we call him flipper because he porpoises on every landing.
And did he porpoise because he’s faster than lightning? He knows no one he sees, is smarter than he? ⚡️🐬. Good old Flipper!
@@aircastles1013 not sure you understand what porpoise means
@@a8495turtle Yes I do, I used to fly in a Jodel. I was quoting the theme song to Flipper the tv show for Ken Brown.
@@aircastles1013 oh sorry have a good day
I think the only issue with software that prevents overrotation is that there are rare occasions- like runway incursions when risking a tailstrike may be the safest option possible
yes, I'd definitely want to have an override available.
With a tailstrike prevention system, you could just pull max AOA and let the computer set the max safe angle, I don't think you would get extra performance from your tail levering you off the ground.
@@coast2coast00 the problem is the computer would set it conservatively. so if your maximum AoA was 11 degrees, the computer would not go past 9 degrees. you can't use your tail to push you up, but that 2 degrees of rotation might make the difference between a crash and a tragedy.
If You drag your tail along the ground you can't gain altitude, the harder you pull back on the control column the harder your tail sits on the ground.
That feeling when you're maneuvering whatever vehicle it is that you're driving, and it just stops dead in its tracks is scary as hell. Had that one time in my truck. Was reversing a trailer into a gate. Now, keep in mind that my truck is 11 meters long and my trailer is 13 meters long and they are connected by a 1.5 meter long drawbar (length included in the trailer) and rotating front dolly. I had a semi truck to my right and I knew that and I saw in my mirror that I was going to make it if I let up a little bit on the steering. All of a sudden, the truck just stops. I thought I had hit the guy to my right but in fact it was just the collision sensors on the back of the trailer picking up the rear lift as an obstacle and decided to slam on the breaks. I have to put down the rear lift in order to open the doors to then reverse into the gate (rear lift goes underneath the bridge)
Appreciate your honesty Capt.
🙄💕
Can't imagine how I would feel if I was sitting at the rear of the airplane and suddenly heard a big SCREECH during rotation.
Another excellent video production from the 74 Gear Crew.
I had a tail strike on landing decades ago in a Cessna 152. Very loud and unmistakable.
Also had one first time ever flying A320 simulator on landing. ABSOLUTELY unmistakable.
Appreciate your honesty.
Yeppers 🤐
Some planes are that prone to tail strikes that they have skids or even wheels on the tail. Concord was a great example due to its length and also the high angle of attack needed for rotation and flare with the delta wing. They had a tail wheel to prevent tail strikes. The 727s are also prone to tail strikes, and have a retractable skid on the tail.
As a pilot it’s so enjoyable and gainful for me when watching your videos. Move forward.
First off, thanks for all of the fantastic content; it is so informative & entertaining (especially when you respond to mean tweets etc 🤣). As a plane and camera nut, I am drawn to your channel; a behind-the-scenes video would be cool. I'm sure I'm not the only one who would like to see your mobile studio & gear. I am dying to know what lens you used in this video; your shots are always well lit and composed, and the depth of field is incredible (on a micro 4/3 no less).
Thanks for what you do; keep the blue side up! 👍
Goes without saying your explanations are top-notch. Thanks Kelsey
Love this channel 💖💖
Thanks Kelsey
JAL 123 had tail strike that was repaired incorrectly. Some years later rear bulkhead failed under pressure at altitude, cut controls. It was the single largest air disaster in history.
It was the deadliest single-aircraft crash. The Tenerife disaster killed more.
'A tail strike? No time to check on that. I've got a schedule to keep.'
The families of 520 passengers would beg you to take the time to check. Lives depend on it!
And China airlines flight 611 in 2002. Same cause, killed 225
@@professorr.5427 Doesn't quite apply in this case. The pilots were given that plane and told it was safe. The plane had operated for years with that same damage before they got in it that day. Once the damaged bulkhead failed, and controls were lost, there was very little the pilots could have done to change the outcome.
@@dfeuer Yes, I worded that incorrectly.
My CFI taught me to always fly the plane right down to the tiedown.....avoids issues with wind!
Captain Kelsey is a treasure. Thank you for making aviation a lot less scary and even interesting to learn more about. 💯
Kelsey's face at 0:46 is a glorious image and also very much a mood.
Good morning from Virginia! Always excellent content in Kelsey's videos.
Good afternoon from England!
@@Tricia_K Good morning from Michigan USA. LOVE your country! Visit whenever I can🤗👍🇺🇲🇬🇧
Agree. My son lives in Virginia.
Great channel! I don't really have any interest in getting a flying license and I have only been on a plane twice but you make this subject very interesting, I have been binge watching everything you have! Now I'm interested in flying more just to fly. Great content, thank you!
Interesting as always, Kelsey. I've wondered if there were different factors at play for cargo pilots - treating this and other events that may compromise the aircraft - compared to passenger aircraft. I'm not sure how to word this... is there a possibility of metrics that encourage pilots to ignore these sort of events that could downgrade their measured performance? In other industries, the equivalent of the plane not arriving on time could measure poorly for the pilot who acts appropriately.
The most important issue in aviation is safety and cargo control. It can affect a pilots performance to be late or disorganized but at the end simple go arounds or other safety issues will simply be ignored for the purposes of maintaining the integrety of the industry.
It's usually more expensive to have a crash (both in direct cost as well as reputation damage) than to have a short delay, some airlines don't realize this and thus we get the wealth of short videos from airlines such as Aerosucre...
Many airlines have policies in place that allow pilots to do things on the grounds of safety and not be reprimanded or punished in anyway for it.
The same is if a pilot decides they want to delay the flight as they’re unhappy with something on the aircraft before take off, or they do a go around (they do not need to necessary explain themselves, despite this delay costing a lot of $$$$ but most will give a reason) or divert if they don’t feel they can land somewhere or again there is something they don’t feel is safe with the aircraft.
As he said in a recent video, he had a mechanical issue recently mid-flight and they got in talks with company and the mechanics and they took a look at it and they said it’s safe to continue but of course it’s up to them, and he and his captain decided to play it safe and returned back to the airport to get the issue checked. To this day neither the chief pilot or airline asked them why they decided to come back or ever spoke to them about it. It was their decision and if they feel something is unsafe, then that’s it.
Another thing he said in that video, they’re the ones flying the plane and their the ones who’s safety is at risk, not the mechanics or company on the ground. So there needs to be no influence when it comes to making decisions on the grounds of safety, especially when you’re not the one on the flight.
However, some companies are better at this than others. But most airlines have a policy where you don’t need to explain yourself for certain things and you can’t be marked or punished for it, or have it applied to any performance or records.
Airlines know that in reality, a few million $ delay is better than an entire loss of an aircraft and the negative PR that will come. Insurance or not, ir will cost them TONS more than letting the pilots feel they can make decisions on the grounds of safety without feeling they’ll be questioned for doing so.
The reason for this has come from lessons learned, as with many rules and regs in aviation. Pilots being pressured to do things by their company that is unsafe for financial reasons, leading to tragic outcomes.
But again, not all airlines are good at this, but most major commercial airlines are good at ensuring their pilots can do things on the grounds of safety and not be interrogated and made to justify their actions every time or be punished.
Don't no anything about the cargo plane. Pilot error or unbalanced load?
Well spoken Kelsey! breaking down the analysis was very helpful!
When I worked for AA tail strike seemed to be common on the S80. I had a few Captains have maintenance check it out so on the other end they would know the new flight crew didn't do it. It was about an average of a 15 minute delay I called maintenance and they checked out the skid plate. The Pilots just didn't want to get blamed on the other end so they would write it up. The S80 had a very long body with extreme climbing ability, sure miss those, a real Pilots airplane
🤨
Great video! Thanks for the in-depth analysis on tail strikes and wind
for a brief moment I thought Kelsey Isn't going to mention to put the gear up after a go around😅 Great video as always Kelsey!
A new awesome video from Kelsey, what a way to start a Monday morning! Gotta love this channel!! 🙂
Puck 🤨
Tail strikes have a terrible habit of damaging the structure of the aircraft. Many aft pressure bulkheads have needed repairs due to tail strikes. Some damage goes undetected until many months later. There is a famous crash of a JAL 747 due to an improperly repaired bulkhead. (Boeing). Return to airport is the best decision by far.
Which is why the Tail Strike Check List Kelsey showed states right at the top DO NOT CONTINUE TO PRESSURIZE THE AIRCRAFT AFTER A TAIL STRIKE...
@@HappilyHomicidalHooligan Correct!
JAL Flight 123. With 520 fatalities it is the worst single-aircraft accident in history.
@@HappilyHomicidalHooligan I the case of flight JAL 123, the tail strike occurred years prior. I guess that strike was handled properly by the pilots back then, since they did not lose the plane. But the repair on the damage from that strike was done improperly.
That bad repair is why JAL 123 decompressed mid flight, not because the pilots of that flight ignored a tail strike and continued on.
Great video - always look forward to Sunday these days! 😘
I was on a US Airways flight from Atlanta to Charlotte on Aug 15, 2015, and we suffered a tailstrike on landing due to a wind shear event. We hit the ground pretty hard in the paved overrun area and took out several landing lights in the process. Pilot got us back in the air and did a go-around. Damage to the underside of the fuselage was substantial. Don't want to experience that ever again!
Surely a Sensor on the sacraficial skid at the rear of the Aircraft to signify a Tail Strike would be a logical idea
rather than relying on a "Jolt" or "Scratching Noise" which as Kelsey has stated may not even register with the
Flight crew.
An Audible/Visual Alarm in the cockpit instead of the Cabin crew to hopefully relay that important information
would be a simple but far more effective solution.
👀
Recently flew, total of 4 flights for the round trip all on CRJ's. new female FO's on 3 of them. Girls did awesome (from the captain's announcements it was clear who was PF/PM). Regardless of gender, seems like a lot of new FO's in the regionals, and its good to see they are learning!
Thanks for the video Kelsey, really enjoyed it
Sure ??🙂
If I experience a hard landing in heavy winds or tricky conditions, I always compliment the pilot or tell the cabin crew at the front galley to do so. I respect the hell out of a pilot’s job, especially in these conditions
I've been flying for over 25 year and never had a tail strike; Thank God! I had a couple of hard landings, Bounces, Balloons, and Floats in my earlier days before I learn - Pitch for Airspeed; Power for glideslope, fly a Consistent Pattern, and cross wind corrections! - Thanks for sharing - It was very informative!
I have seen reports that some manufacturers are now installing a hard rubber bumper in the back to absorb and show the damage of a tail strike. Much cheaper and faster to replace a rubber bumper than replacing major chunks of aluminum skin. Much safer if you choose to continue the flight anyway.
Your honesty is impressive,
Back in the 90’s I’d see 722’s (and maybe 733’s?) with worn down hard plastic tail protector bars that indicate light tail strikes are way more common than people might think.
🤔
You would be a great teacher. Thanks
Were ya from Eric ?😬
In the early 2000's I (LIH FCT) had a Hawaiian DC-9 tail strike on landing, taxi to the gate, then take off and fly back to HNL with passengers. They never said a word. We never noticed the strike. It just looked like the nose was higher than normal. The strike was determined when airport ops did their normal runway check and saw the evidence. I was later told that O2 masks dropped and that some of the passengers complained of back injury, and there was damage to the rear pressure bulkhead. I know they returned to HNL at 15 thousand (normal). I don't know what came of the incident.
Interesting 🧐 🙃
Kelsey mentions pilots often don't even realise they have had a tail strike, then immediately says he has never had a tail strike...😏
He'd know, because the next walkaround would see the scrape marks and report it.
Quite a dangerous landing attempt that last one ! Hope it doesn't happen to you Kelsey. Fly safe
Thanks for showing the Tail Strike Pitch Attitude chart!
Guys, do not message the person who's claiming to hand out free stuff with Kelsey's avatar image. They are a scammer. Do not give them any information about you or monetary details.
Report them, that's what I've been doing to every single comment from the fake.
@@Anna_Xor pretty much xD
Another great video! Thanks for all the context and explanation. I look forward to each of these.
I LOVE YOUR CONTENTTTTTT
I knew you were going to comment about the landing gear on that last one. 🤣🤣🤣
Kelsey, big fan of the channel and content. Would love to see any clips of you landing or taking off in the 747, do any exist?
😑
Yet again you've given me a lot to think about. Another great video.
It really hurts passengers in the back when the tail hits. The seats do not absorb anything.
My back was injured in a tail strike at Fort Lauderdale International. I was sitting in the back and the entire overhead fell in…
It'd need to be a very harsh tailstrike to hurt the pax 😱
@@Wannes_ the over head compartments fell in… the crew began to duck tape it back after the horrible landing.
I was able to make it off the plane, but my back hurt for years afterward.
@@thatguy7085 I nope you got some compensation
@@maryeckel9682 not a penny… and it is the only time I’ve ever been injured in a plane or helicopter crash.
I’ve had to put several planes down… and helicopters. All in one piece, and no one was hurt.
I am absolutely terrified of flying, to the point I get sick if I walk in an airport lol. But for some reason I want to fly with you! Love your content!
Many years ago I was in a plane ✈️ that had a tail strike on takeoff. 🛫BFL to SFO ….We continued on. It was maybe my 5th time flying. It was a short flight and I have since flown 75-90+ times commercial since (I’m the one whose always asleep 😴😊). Other than flying through the bowels the devil 😈(I’ll save questions about that flight for another day) on one horrible flight, I’ve been lucky with my many, many flights across the USA & to the UK 🇬🇧 homeland of my hubby 😊.
So cool to get all your flying explanations. Thanks for sharing!
Hill
On one of your previous videos, I asked a question about the “go around” procedure. Someone responded that many planes today have a “go around” “button” that sort of automates the procedure. But from this video, that does not appear to be the case. Is there a “go around” button on modern aircraft? Love your videos!
Not a pilot, but yes, there is a TO/GA button on most modern aircraft that automatically pushes the throttles to TOGA. However if you execute a go around that close to the runway it's best to hand-fly the go around, the autopilot would also be disabled that close to the runway.
I don’t fly big jets yet but to my knowledge The “Go Around” button brings engines up to full take off thrust and disengages autopilot maybe a few other things but than the pilots are still responsible for flying the aircraft and performing the correct missed approach procedure according to the approach plate
If its a 737 unless you have both AP in .... they will disconnect when TOGA is pressed. Only auto go around is when doing a LVO approach.
The TO/GA button just puts the engines to max thrust to get back up again.
Not all planes have a TO/GA button. If I am not mistaken, it is mainly used in Boeing planes. I would have yet to see those in an Airbus (the BA plane in the video was an Airbus)
the first aircraft has a tail skid lowered and when the undercarriage retracts the tail skid also does this. The skid is easy to see in the video
👀😬🙄
"EASY! EASY! EASY!!! OH MY GOD" Seriously, if anyone had heard that and hadn't seen I'd bet they would have thought the plane was about to hit another plane, not simply trying to land in windy conditions and having to do a go around.
IKR? That commentor needs to get a grip
@@Stettafire 👍
Interesting explanation Kelsey! But honestly... I've noticed that I get more and more entertained by you while you're looking at these clips;-))). Priceless expressions sometimes, thanks for the good laughs;-). Cheers.
Michael 😑
Hey Kelsey, I know you're busy man and everyone starting a podcast is kind of cringe but I think you interviewing other pilots, traffic control, baggage claims, TSA agents and airport workers in general that you meet in your journeys would be an interesting watch/listen!(especially people of different nationalities) Even if it's just one person and they only have one story to tell. Keep up the good work sir.
🤐
Kelsey, I enjoy your channel! My dad flew 20 of his 29 year career in the U.S. Air Force, he had a tail strike once his crew teased him for quite awhile, he was a B-29 pilot.
You are not a seasoned professional in any career until you experienced every mistake possible and survived.
Yeah, agreed, to a great deal, that's what "seasoned" means.
In these Viral Debrief videos, I almost always rewind to watch the clips twice: Once to see the plane in an iffy situation, and again to see all the funny expressions on Kelsey's face in the little picture up in the corner as it plays out.
Could be fun to have Kelsey in the corner of the screen like that in flight sim...!
Not to bad just some touch up paint and all will be fine.
then there was that strike years ago and the fix was badly done, and l think it was fatal
@@were-all-human9427 yes, there have been several accidents related to poorly repaired tailstrikes years prior.
@@were-all-human9427 yep. JAL 123 lost hydraulics and most of its tail after the rear bulkhead was improperly repaired after a tail strike. It was the worst single-aircraft disaster in the world
Nice to see Big JEt TV
Hi Kelsey
Kelsey, I would love to see a video on the differences between how you react to situations on cargo halls and passenger halls, different situations how you would deal with turbulence, abrupt descends and ascends etc, that would be a very cool thing for us to all know
I've always been amazed that tail strikes aren't fairly common lol. Seems like it'd be something that'd happen somewhat frequently seeing how close they get
During Desert Storm, one of our KC-135R tankers, scraped three engines on landing at the Azores. The crosswinds exceeded the aircraft limits.
Sheet metal shop made some quick repairs, and the aircraft continued to home station.
Excellent video as always, Kelsey.
Kelsey, you mentioned that you fly differently when you fly freight vs. pax's. Are you still under deadline's when you fly freight? As a commercial driver, we are under constant deadline's. Many commercial drivers are willing to overlook anything that would cause them to miss deadline's. I understand that flying vs. driving is different. Nonetheless, we all know the harm it causes when driver's skip out on safety just so they can make sure they have an on-time arrival. Correct me if I'm wrong, if the pilot's are under deadline to get that freight there on-time, they could have made a bad decision to continue to fly rather than turn around and return to the airport. Isn't that what happened to the plane that crashed in Washington, DC upon take off? Ignoring safety to have an on-time departure to have an on-time arrival, they ignored icy conditions and took off anyway. I'm all about safety, as not only as a commercial driver, but as an asset protection officer, I rather miss a deadline than have an on-time arrival while ignoring the safe operation of my equipment, protection of the asset entrusted to me, and the safety of the public that shares the road with me.
P.s. Do not ever be late with a Walmart load. They can and sometimes will make you sit and wait for an entire week before they reschedule a new appointment time. There are no excuses with them. Most other DC's will just push you to the back of the line and have you wait hours up to and including waiting 24 hours to reschedule you in.
Another P.s. Some of my favorite runs are air to ground/ground to air freight transportation. That's when I meet the plane at the airport for pick-up and delivery. Haven't had one of those in while, but, I really enjoy those runs when I do do them.
Hey 👋