The Split Second Decision That Sank A Jet | Trans Air Flight 810
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- Опубликовано: 28 июн 2023
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This is the story of trans air flight 810. Now if youve been watching this channel for a while then you probably know about the trans air flight 810, its the 737-200 that went down off of the coast of hawaii now we finally know what happened on that fateful flight. Let me walk you through what happened. On the second of july 2021, an old Boeing 737-200 was to fly from honolulu to Kahului airport. Once the crew got in the plane they got down to the nitty gritty for the flight. They talked about the weather, the performance imitations of the plane, and he talked to the cargo load manager about how the plane was loaded up. They got the balance sheets for the airplane and the pilots got what they needed to set out. But not before a walk around the plane. Thats when the first officer found some dried hydraulic on the right main landing gear. This was weird and cause for concern thats when they brought out a mechanic. They checked the hydraulic fluid reservoir and it was full. So they decided that the dried fluid was not a concern and that the flight could go on as planned. The pilots started both engines and then seeing that both engines were in the green. With the instruments checking out the pilots took the plane to runway 8R, once on the runway the first officer brought the engines up to an EPR value of 1.4 and then asked the captain to set the thrust for takeoff, he then did pushing the engines all the way upto an EPR value of 2.01, which was the takeoff thrust for this takeoff. Then the tower cleared them for takeoff, the first officer who was the one in control of the plane acknowledged and then the plane was off. As the plane barreled down the runway, the captain noticed that the temprature of the gases exiting the engines were right on the border of the green and yellow bands meaning taht they were in the green but by the smallest of margins. To the captain this looked good and he said engines stable, the first officer pushed on with the takeoff. Soon they went past their V1 speed and then the V2 speed and before long The ancient 737 picked up speed down the runway and then took off into the dark night of Hawaii for the short hop. They stayed on the runway heading of 080 degrees for a bit. Then just seconds after takeoff a thud was heard both pilots knew exactly what had happened they had lost an engine. The right hand engine seemed to be the one in trouble. This was bad they were only 390 feet off of the water and they needed to gain altitude fast. As they watched the power generated by the right hand engine dropped, the EPR for the right hand engine went from 2.01 to about 1.43. This obviously caused a lot of concern for the pilots. The pilots fought to level the plane as one of their engines gave out and they did a good job of that,but there was still the matter of getting this plane back to the runway. As the captain retract the flaps he noticed that the power on the left hand engine reduced just a bit. Their biggest aim right now was to get the stricken 737 to a safe altitude. They were at 1200 feet and they needed to get to 2000 feet and maintain that. Somehow they coaxed the wounded jet upto an altitude of 2107 feet. But then the unthinkable happened the power on engine number one, the left hand engine started to fail the power fell from 1.91 to 1.83, 1.53, and 1.23 over the span of one minute and 17 seconds. While all of this was unfolding the pilots and the controller were having a bit of confusion the captain said ““we’ve lost an engine…we are on a two twenty heading…maintaining two thousand [ft]…declaring emergency.”After this transmission, the CVR recorded the controller stating, “say again heading two four zero.” but this second transmission was for another plane in the vicinity. But the controller immediately cleared flight 810 for a straight in approach to runway 4R but the pilots were not ready for that they told the controller that they needed some time to run a few checklists. That makes all the sense in the world. This was a fully loaded 737 low to the ground on one engine, making a one engined approach to the airport without the proper procedures 
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It's easy to judge the pilots because it seems such a simple and stupid mistake. However, I changed my mind completely after I did my type rating on the 737. I can remember one sim session where we had an Engine Severe Damage situation right after takeoff. The bang was so loud and the movement was so violent that my brain just stopped working for a second, and it's damn difficult to get your shit together and complete the memory items succesfully.
People often don't realise how easy it is to make stupid mistakes when you are overloaded with stress, movement, noise, etc.
Maybe all high schools should add to their curriculum somewhere a "test" where the kids get into groups and each group has a group exercise, relatively simple, but like an "Escape Room" thing inside a connex cargo container... Just a basic series of steps and a little bit of thinking to unfasten the latch and get out... The first time they do the exercise it's all fairly straight forward and they're timed and sent to the second "Test"... Where they get into secured seats, and THAT container is then latched shut and sent bouncing and tumbling down about a 30 foot embankment... just all "ka-plop" and sh*t... AND THEN the timer starts again... AND then they can ALL get together in the class room to discuss (debrief) the experiences and the difference between "at rest" doing something in controlled circumstances and "for realzies" doing that same thing when all hell is breaking loose and you're not even sure which way is up or down... ;o)
@@gnarthdarkanen7464 My last day teaching high school, I did something very similar. I thought I was teaching the kids important life skills. The parents and school administrators thought all the broken bones didn't make the learned skills worth it.
I thought it was a great lesson. Now I'm not allowed within 500 ft of any school in our district.
Fortunately the district in the next town over is looking for an elementary teacher. I think the lesson will go over better with kids who's bones are still bendable.
@@ddegn Good luck with that! ;o)
@ddegn. Just need to tell them to toughen up a-bit! 😁
@gnarthdarkanen. Sounds a-little similar to the Offshore Survival training. You're put in a helicopter body in a swimming pool & have to escape as it's slowly lowered under the water. The 1'st lot of 3 time's are simple but the next time's it's done faster & rolled upside down, you have to wait until it's stopped to escape but some people panic & try escaping early. It's about as realistic as possible for a training course.
When experienced pilots get confused over which engine has failed, it just might be time to reevaluate instrumentation and warning system design.This is not the first and won’t be the last time this happens. And why does my KIA sedan have multiple exterior cameras while all Boeing and Airbus planes have zero cameras?
Aerotech' relies on laminar flow of air against the flight surfaces, which in turn require laminar flow over the airplane fuselage. Cameras would disrupt that. Your KIA doesn't REQUIRE such clean airflow just to avoid slamming into the ground in a giant crater full of fire and shrapnel... SO the worst you can worry about is burning a little extra fuel and maybe getting stranded on the side of the road out of gas. Things get a little worse when you're flying a plane more than a mile into the sky. ;o)
The issue isn't with the instrumentation, the issue is with CRM and workload management. Also, camera's wouldn't have done much in this case as engine problems are almost never visible from the outside.
@@pilotkeithjoseph Well, the problem with that part is the very finite and precious resource that "interstitial spaces" have become on a modern airplane. You'll need an otherwise VOID internally to house the camera, the power AND information cables (even small, they NEED space) and all this can not in ANY WAY interfere with the operation of other internal systems...
Don't forget doing it as cheaply as possible, to render a High Def' image in real time for the pilots or flight engineer or some member of the crew to even be available to keep a watch on... AND that it's going to add ONE MORE THING for the pilots to check in their regular scan routines just flying the plane...
It's actually kind of amazing how much wiry twidgety and gadgetry crap they've already managed to cram inside the spaces of an airplane that aren't being used to hold passengers, supplies for the flight, and cargo as it is... BUT maybe you can design such a system in a way the Engineers haven't thought about yet.
Good luck! You could make a fortune! ;o)
@@gnarthdarkanen7464 I think you could make them flush pretty easily but the FAA would have to certify them😵💫
@@naughtiusmaximus830 ALONG WITH everything else you had to change or move out of the way to "invent space"...
Yeah... Don't even get me started on the hooey you'll have to contend with in the FAA... I was only really interested in the shear difficulty and complications of the direct invention and integration part...
I have neither need, want, nor patience to dive into Red Tape... ;o)
The NTSB released their final report on the accident on June 15, 2023. The investigation revealed that during the takeoff the cockpit voice recorder recorded a thud and subsequent vibrations. The engine failure was attributed to oxidation and corrosion within two engine high-pressure turbine blades causing stress fractures and subsequent breakage
The USAF lost a C5 at Dover due to the crew swapping throttles with the throttle from a shut down engine. Led to essentially a two engine situation on a very heavy airplane. The plane stalled and crashed short of the runway. Fortunately no one was killed..
Just what I was going to post!
Some critical points here I think you didn't make them clear:
1. Both engines have been bought back to idle because they have overshoot the 210kt/2000feet target (all the way to 250kts and 2100feet), FO as PF bring them back just to fly the airplane to where he needed.
2. They switched control before starting the checklist, when CP got the plane, both throttles are in idle, and this is when he starting to ask FO which engines is wrong. this control change probably made a "doorway effect" to both pilot so they didn't remember what was wrong before.
3. The ENG1 never been shutdown, it's been kept at idle all the way to crash, FO started the Engine Shutdown Checklist, but never get to the step that to identify the correct engine due to no time and the deteriorating flight condition, let along shut it down, CP only pushed the No2 throttle forward for power, which is against the operator's guidance of move both throttles before the effective one have been positively identified (their vocal exchange on which one have failed happens before stating the checklists, so it doesn't count as a positive identification).
4.The CP have a note on his previous simulator checkride that he didn't finished the engine shutdown checklist before head back to a landing, that might effect his decision on not to turn back to land as soon as FO asked. In my company, we have specifically added a note on our SOP that if condition permitted and pilot determent it's safer to do so, you could land the aircraft before finish engine shutdown or fire checklist, because we also had some instructor insist, or even bully that you have to finish all checklist before landing in simulator drill and we deiced it might not be the safest action.
These are some really good insights. It did sound like if they had headed in to land immediately they might have been ok, even with idling the wrong engine. Makes sense they didn't do that if training emphasised completing the checklist first
I agree. The flight crew's duty is safe operation under all conditions with the goal of getting the craft on the ground as soon as a defect appears.
Due to the increased stress of events like these, pilots rely on the checklists. If the checklists are wrong in anyway then the likelihood of a crash increase significantly.
Yikes, another "wrong engine shut down"? That's a bit oof.
Atr72 malasia crash
a real "oof size: large" moment
Better to shut down neither
@@technophant its impossible...debris from bad engine or surge or fire ...can cause structural failure
Skill issue lmao
Completely understandable how this happened, the way you explained it. Glad that both Pilots survived. I wonder what injuries the Captain sustained? Time for Google. Great Video! Thank you. 😀
"Put the engines to idle"
moments later
"Oh my God, the engines aren't giving us power!"
Well done, it is nice to see your work grow stronger over time.
They lose and engine during takeoff, decline an invitation to land, aggressively climb every time the engines struggle, fly 15 miles into international waters, then try to land at a different airport?
Did they make any right decisions?
Awesome thank you for updating us about this!
I'm taking a course currently, called Optimal Pilot Performance that goes over the 9 core competencies of aviation (being taught by Airline Pilot Performance), and in yesterday's session, we talked a lot about the importance of good workload management. And this is a great example of poor workload management; the pilots let the stress build up and they weren't able to think clearly in order to diagnose the problem correctly, and thus act accordingly, it seems.
(Also, sidenote...I'm not even a pilot, but I am enjoying the course and I feel the 9 core competencies of aviation can be transferrable to pretty much any job / career, maybe with some tweaking).
Ooh that course sounds absolutely fascinating (also not a pilot lol!)
I can totally see this being utilized in medical settings also.
Did I miss it? Did somebody ask you for your life history? No?
@@sarahalbers5555 It's called triage. It's why all MD's have mandatory ER hours.
@@Failure_Is_An_Option I don't recall anybody DEMANDING you read it either... ;o)
Former air traffic controller here. It's amazing how high stress can hinder your ability to absorb and process information - as happened here where the two pilots forgot their earlier assessment that it was the #2 engine that had failed.
It's during these kinds of high stress moments when you rely on your team mates to communicate clearly with each other to avoid information gaps being created by the rising stress. In this instance, the first officer failed to communicate clearly to the pilot that the left engine had been pulled back to idle.
Terrible disaster.
Incidents such as this one is the reason why I really think we need to bring back the flight engineer (or redefine the role to fit better in modern aviation). The workload can get way too high and we’re only humans, prone to make errors in high stress situations.
@@TheaSvendsen I would agree. In an incident like this one, having a flight engineer there to do nothing more than monitor the communications between the pilot and co-pilot could have made all the difference.
Adrenaline is not helpful for clear thinking.
Have you ever said, "say again?"
@@TheaSvendsen Despite accidents like this: flying is much, much safer than back in the day of the flight engineer. The worse record back in the last century is of course not the flight engineers' fault! What an honorable profession that is!
But improvements in crew resource management (big time!), procedures and technology brought improvements that make modern cockpits of two crew members safer than the old ones of three.
But there is something else to be developed that can and will challenge and help the pilots if they take "unreasonable" action or just a faulty one due to stress:
I am convinced that a great trained AI companion will be able to challenge the pilots, i.e. prompt them "are you sure you want to shut down engine #1 when only #2 has faulty indications"?
Workload can be a big issue for pilots expecially when critical systems fail. AI will be able to process, sort and interpret high quantities of information to help pilots in a big way.
If I had an airline I'd set out to develop an AI companion for the cockpit, starting today.
In an emergency the captain should not be flying, but should be managing the emergency. Just like on a ship in an emergency the captain does not rush to take the tiller.
If the captain is the flying pilot during an emergency and loses SA, in nearly every case both crew members lose SA. If the captain is the non flying pilot and the FO loses SA, nearly every time the captain recognizes what has happened.
Fact!
DING-DING-DING
Preferably, whoever is flying at the time of the emergency should keep flying - captain or first officer, it doesn't matter. Both of them are well trained at both the job of flying and the job of managing.
They should only change roles if there is an important reason to. "I'm the captain" isn't a good reason.
@@robertbackhaus8911 initially, yes. But eventually the captain should turn over the controls to the FO so he/she can manage the emergency. If the captain is the non flying pilot, as in this emergency, he definitely shouldn’t take the controls unless the FO is having issues controlling the airplane
Reminds us of the British Midland Airways Flight 092 disaster. Shutting the wrong engine.
Exactly the same
Thought exactly the same thing.
That was the Kegworth disaster, he was refering to, at the end.
@@conorstapleton3183 Yes, the original comment was posted while watching the video just before that.
11:55 - Great video as always, though I'd bring up a minor point of order when comparing this accident to Kegworth. In the case of Kegworth it wasn't that the crew believed they'd had a dual engine failure, they knew it was a single engine failure, but unfortunately misdiagnosed which engine had failed. Probably the overriding reasons for this were that both crew had been used to flying the 300 series in which the cabin air was taken from the bleed air of the *right* engine (number two) only, but the then-brand-new 400 series' cabin air system was fed from the bleed air of *both* engines. Because the first officer could smell burning, it is likely that he fell back on his understanding regarding the 300's configuration. Tellingly, the CVR transcript has the FO respond to the Captain's query as to which engine had failed with "It's the le- ... It's the right one". Coupled with this we also have the fact that the new digital engine gauges fitted to the 400 had been reported as difficult to read compared to the old analogue type, and in particular the vibration gauges on older variants (and older aircraft in general, including the DC-9s the Captain had previously flown) were often considered unreliable. The conversion training from the 300 to the 400 in place at the time does not seem to have included or mentioned this change in bleed air arrangements, and as such should be considered inadequate. It's therefore not difficult to deduce that because the vibration gauges weren't trusted, a "rule of thumb" between B737 pilots developed such that if engine vibrations and a burning odour were detected at the same time, it was the right engine, and if the odour was absent, it must be the left. The media had a field day at the flight crew's expense when it was discovered the "wrong" engine had been shut down, but the truth of the matter is that they were let down by inadequate training.
I’ve been watching you for a while now and I’m just addicted to you videos
They are interesting
Very interesting
Pretty amazing the pilots survived this.
YOU SPOILED IT!1!1!1!!1
Thank goodness for that!!!🙏👍🦉❣️
What about Passenger
@@nostalgicgammingwithshykh9781 was a cargo plane
Thank you for sharing
Excellent synopsis, yet again. 💯 👏
Great video MACI!
So, WHY does the checklist have both engines to flight idle? Seems like that warrants further review. Considering this has happened multiple times despite engine failures being relatively rare to begin with, it seems prudent to ensure as much as possible that the correct engine is shut down in these events and minimize the chances for confusion.
I wonder if it's to avoid an asymmetric thrust scenario that makes things worse under certain circumstances? Certainly seems an odd thing to do. Engine goes bang; back off said engine to idle to assess; shut off engine and pull the fire handle if necessary.
This isn't the first case of a crash from shutting down the wrong engine I've heard about.
@@smorris12 right. I suppose IF the asymmetric thrust causes issues that rudder doesn't cure, then pulling back both throttles makes sense, but damn this is nuts in this case.
That is incorrect. In fact, the checklist requires the remaining engine to be increased to MCT. It’s the dead engine that, after being positively identified, must be put to idle.
@@ChristopherBurtraw I agree. And with no "Engine Dead" indicator, being reliant on fallible human memory is a bit odd in a world of checklists. Perhaps the design assumption at the time was that broken engines only ever go bang catastrophically and completely stop so no chance of spooling up the wrong engine after the checklist instruction.
Read the real NTSB report. Don't rely on RUclips to give you factual information. Both engines were brought back to idle to reduce speed from 250 to 210 knots (which was in line with operator procedure), not because of asymmetry.
It's really refreshing to find an accident debrief channel with a REAL narrator rather than the robots so many use. Great video!
It sounds like the checklist instructions actually caused this as reducing power on the 1 working engine caused them to crash a completely viable plane to land
The fact that the pilots survived meant that the plane wasn't built by stockton rush
Good video. It is so frustrating to hear pilots shutting down the wrong engine. It's like getting an amputation for the wrong leg.
Funny you should say that. Such mistakes happen in surgery - the healthy kidney being removed and the faulty one left in. And plenty of amputations of the healthy limbs by mistake. 😬This is what humans are like, even the professional ones.
The accident is basically a repeat of British Midland
Flight 092.
The pilots continued flying on the damaged engine while not realizing that they just shut down the wrong engine.
Wrong engine shut down? Sounds familiar. I'm sure I've heard THAT before, more than once, just on THIS channel.
You'd think, as expensive as planes are, the manufacturer would spend another $20, or so, to install one "check engine light" for EACH engine... (and make the light blink rapidly if the engine has started falling apart). And yes, I understand that this plane was almost old enough to enter service for Delta airlines, but retrofitting a "missing engine" switch can't be that difficult, or?
Those pilots were pretty lucky (and good under pressure), judging by the condition of the plane in the pictures.
I agree .. it’s ridiculous.
I remember people calling these pilots heroes, I called BS and I was criticized by the entire aviation community.
I knew there was a story behind this wreck. I was pissed to lose another 737-200 cargo. To lose it over incompetence is even more disturbing. Glad there was no loss of life.
finnair ad before this video great
I’ve liked them all. Thanks.
Boeing...
If you want to live, pay extra. This is very simple. The base price doesn't include safety. If you want that too, it costs. Many will be sacrificed so that others learn. It requires constant and frequent catastrophic crashes so no one forgets; wanna live, pay extra - it's your choice. Republican Capitalism at it's finest... but many times they Kill anyway, just for fun.
V1 then V2 then take off is an error. It should be V1, Vr , take off and then accelerate past V2 in the _normal_ climb. V2 is the climb speed on one engine in the event of an engine failure after the V1 (unable to brake to a halt on the remaining runway) speed during the take off. V2 would be their target speed with a failing engine at low level.
Also echoes of Swiss Air 111. Instead of heading straight to the airport and getting the plane on the ground, they went through checklists. That took time that could have gotten them back on the runway.
Totally different situations. Swiss Air was on fire.
Very similar to Transasia 235 and The British midland 092
Seriously, how many times are we going to have this specific error? 092 was also an old 737-400.
About 092, there were also comments about gauges really difficult to read with heavy vibrations
Transasia also had a deadly incident that the pilot shut down the wrong engine, that made me believe having more engines is better even if two is reliable enough
I have no idea about flying, can someone explain to me what the checklist is? Also can someone explain why the pilot wouldn’t head straight back to the airport? Thanks!
Ah yea, a new mini aircraft investigation 😊🎉
You mention Kegworth at the end and I was just thinking, "this all happened once before..."
something eerie about those pics of the plane at the bottom of the ocean floor...
Also similar C-5 crash in RTB after departing Dover AFB.
Why would a pilot ever have to switch off an engine for any reason, working or not?
I suspected wrong engine shut down when I heard of the crash.
Surely, its better to firewall both engines even if both known to be bad ....in an attempt to avoid certain doom.
To hell with the QRH.
Engines are cheaper to replace than a whole aircraft.
Yaaas!
Before Diagnosis of the nature and location of a malfunction, which checklist calls for closing "Both Thrust Levers" in any phase of flight ? .... @Mini Air-crash Investigation.
How did they get out?
I think the link to the other similar case is missing.
I was thinking the same, a repeat of Kegworth.
Well, if in doubt about which engine really failed (been there done that) slowly advance each power lever to see which one responds and which one doesn't.
This, because engine instrument indications can be somewhat misleading at times (say flight idle after a descent, EGT temps unreliable depending of nature of defect, etc..).
Glad the pilots made it! Ex ATPL here...
Didn't really help the pilots of the BM flight at East Midlands Airport.
I am not a pilot but I am an engineer (electrical / electronics / computer) and that gives me a certain way of thinking. Your suggestion seems very logical! If I were a well trained pilot flying an aircraft in such a situation I would do exactly what you suggest because even if an engine had suffered damage and would over-temp and/or suffer more damage at a higher EPR and/or catch fire I would rather have that happen than go into the drink in which case the damage to the entire aircraft will be catastrophic. You might even get enough performance out of the engine(s) to get you to a field where you have good emergency services. If the engine(s) are melted down to slag after landing - who cares? An example of an emergency with REAL multiple engine failures was Eastern Airlines flight 855 where the emergency was handled much better than this crew was able to achieve.
It wasn’t the $10 Logitech Bluetooth controller was it?
Hahaha
@@BuddhaOfDarkness 🥁
I see what you did there.
Your incorrect statement is dismissive. That was a $30 Logitech controller. No one in their right mind would risk their life, in bone crushing pressure, on a $10 controller. That would be stupid.
💀💀
Has the 732 been recovered from the ocean bottom yet, or did they decide to just leave it there..?
We hear this all to often...
Exactly what happened at the 737-200 crash at Kegworth.
My father back in 80’s was saying this is the most often reason for accidents….
Stress indeed can blot the mind out and sure, I know this personally. But if you're going to shut down an engine then the captain's ability to evaluate must be questioned here. If the capacity to think straight is really there then you'd definitely want to take steps to be certain about this action. Then the ATC only came up with the other airport too late.
The name of the airline is scary in itself
It identified as a boat
My father was a captain for Eastern Airlines, and capital cargo so believe me when I say “ Pilots are Human”. We sometimes think that they are super human because many of them sometimes seem to be. But we all make mistakes unfortunately for pilots there mistakes can and does take lives, just like train Engineers or Boat captains. No pilot wants to loose there plane or hurt any passengers believe me they are all amazing men and women whom love there jobs, no one goes to work and expects to come home with life changing injury’s or the loss of there passengers!! So happy that today there is more communication in the cockpit!! As these manufacturers try to produce planes that fly themselves or reintroduce there old plane designs with all new systems it’s hard for the pilots to know everything that’s why there is a check list but sometimes even that doesn’t help!! I understand that when there is an accident it is so much more then pilot error!! (Seems to be NTSB’s fav word) maybe if this plane wasn’t a old bird with failing parts they never would have had to try and figure out which engine was doing what! It’s stupid for me to think every plane is perfectly taken care of and or looked over when money issues always seems to be somewhere in every accidents history. But I do not believe pilot error is the only reason a plane goes down!! I hope and pray the pilots injury’s healed and he is doing better, happy to hear the copilot was ok. 💙💙🙏🏽🙏🏽💙💙
I worked there for 4 days. I quit. I've worked 737 for 40 years. Never have I seen anything like I saw there. They had just had two inflight shutdowns in one month. I decided to save my license and leave quickly. This was January. I told them " you guys are gonna crash a plane. 6 months later. Bingo. I taught mechanic situational awareness at southwest airlines. A blind man could see it coming.
maybe stupid question but how did they survive underwater?
i remember this, the plane ditched a mile away from my home
Is there a possible engineerng or procedural solution to preclude that sort of error? '
With twins making up most of the transport fleet now, prevention becomes important.
the solution is to have competent pilots and not fly aircraft built in the 1960s
In what world do you bring back thrust on BOTH Engines when it’s clear which engine was failing?
1:54 Doesn't reaching V2 on the runway mean they rotated too slowly? Or is that what you do in your version of MSFS?
MSFS?
It’s not perfectly synced, even if it is, Vr speed is just a few knots below V2, which means that by the time the pilots RAISED its nose to 15 to 20 degrees up, it would’ve achieved V2. Sometimes the rear wheels will still be on the ground.
@@K1OIK Microsoft Flight Simulator
8 right is the reef runway. This animation appears to show a takeoff on 4 right.
Mini!!!!!
Please explain EPR value. Thanks.
APR stands for engine pressure ratio. It’s basically just a number that tells you how much power in the engine is producing.
FWIK, It's a ratio, pressure at the exit of the reactor divided by pressure at the entry, so you need something (well) above 1 to get power from the engine
@@oliwek70 What's a reactor?
EPR?
Wow... When did the accident report get released?
June 15th 2023
Couple things you said aren’t to standard.
1. The crew wouldn’t have set take off thrust before the tower cleared then for take off.
2. The first officer was the pilot flying so he wouldn’t have acknowledged eve take off clearance. That would be the pilot not flying responsibility.
3. The aircraft would have had enough speed to take off before V2. You said they hit V2 then got enough speed
Don't jet engines during flight are connected to the manufacturer by satellites,
if I remember from reports from the famous not yet found Malaysia Airlines Flight 370.
If so, in case of an emegecy, is it conceivable that the pilots get direct feed back information,
or later on, when analysiing the accident, the real status of the desactivated working engine
could had been determined without extarcting them from the water?
I applied for a job there today.
Same with Sully’s bird strike, though damage,but was still putting out thrust and shut both down and tried to restart below envelope.??? Get it back onto RWY then do whatever. Former Chief Pilot/Check Airman 30K+
This has vibes of British Midland Flight 92 where they inadvertently put the wrong engine in idle/shutdown & run on the damaged one until it gave out.
I noticed the mis-identification as the video progressed, but I just thought you made an error in your script.
I didn't realize there were that many wires in a plane.
Captain: We can't keep dropping!
Plane: Dude, gravity.
At least the aircraft held together under water, better then the titan sub.
I thought this video was about city of Split lol 😆
Kalaeloa Airport is also known as John Rodger's Field. It is not Kalaeloa Rodger's Airport.
1:You got anywhere to be this evening?
2: No
1: Time to trash this dinosaur.
It boggles my mind that they could be mistaken about which engine had failed, but I'm not a pilot.
You can go well, didn’t an incident like this happened before? Well, sometimes (actually most of the time), it’s pilot error.
Good that this plane with these pilots didn’t have passengers on board.
What happened to the pilots after the accident? Were they still employed?
Did you really need that arrow on the thumbnail or you are doing it like a reflex without thinking about it nowadays?
Lives saved and lessons learned in a wrong way.
We have reduced power and it is dropping. Let's cruise around for awhile until we lose more power or maybe all power.
Seems to me to be an emergency training procedural failure......isnt part of the engine out procedure checklist to IDENTIFY THE PROPER ENGINE OUT AND AGREE TO THIS BY BOTH PILOTS before continuing with the procedures for engine out flight?
It sounds simple on the face of it, but the differences between the types (plus the fact that the Boeing-authorised procedures for these older types often contain out-of-date information) means that there's often more to it.
The engine wasnt shut down, it just wasnt utilized
❤
Whoever is making those checklists, seems to be copy-pasting airplane user manual instead of simplifying stuff for pilots. I think the best way of making them would be via cooperation of pilots and engineers.
as it was once said, "A good start" not really but the name
So let me get this right. They started moving their engines to take off thrust BEFORE the tower gave them permission to take off?
I wonder if the first officer had spent any time in the lefthand seat because I can definitely see getting your engines confused if you flew a bunch of the left seat with the lefthand engine being outside your window and then having an incident in the righthand seat where the engine outside your window failed. If you're the least bit dyslexic like I am, I can see that interfering with whether or not you call out that the right or left engine has failed but incorrectly. Presumably, the pilot flying called it out correctly initially because he was less dyslexic than I am but I have tattooed a checklist about my right and my left on my body and I'm not a pilot. I just want to know which way I'm supposed to turn in the car when someone tells me left or right and I got sick of asking people to point so I got a couple of tattoos I can look at quickly. No matter how turned around and upside down I get, I can always glance at those tattoos and know which way is which.
R.i.p to the people who died on that crash
You said the plane had been flying for decades and was ancient. How old was the plane? I had heard the airline had not performed maintenance on this plane. Did lack of Maintenance contribute to this accident
It was a 1975 aircraft so old even for a cargo plane.
@@GemmaLB ....yeah....when I was wrenching planes 20 years ago, there was an old 720 freighter blew an engine on take off and it landed safely, and they parked it down where our ramp was and they did the engine change there..... before they got the engine shipped in, we went and looked at that plane and it was pretty shocking the condition of it....we opened the aft cargo door just to look, and one of the guys pulled back the Gill liner just aft of the door sill and....I shit you NOT.... 0_o mushrooms, YES....mushrooms were growing on the longeron which pretty much crumbled when the guy reached in and scooped a handful up ....we closed the pit door and walked away.....it had been in service a LONG TIME....dont know what happened to it after it left but I hope it was retired shortly thereafter
i guess it identified as a boat but got a hard reality check.
putting the l in lgbt
I still don't kknow which engine was destroyed
I would encourage all pilots and pilot wannabes to read the entire NTSB report. It explains all. Too bad neither pilot thought to push up BOTH power/thrust levers to verify the operative engine.