Excellent presentation! Minor correction: Spoiler deployment doesn't put all of an airliner's weight on the tires -- just most of it. Of course, that weight is especially important in the case of a contaminated runway because stopping force is weight-on-wheels times friction coefficient, and maximum friction coefficient is reduced to about half relative to a dry runway. The video touched on how directional control was compromised by the reverse thrust level chosen. This was also a factor in the 2015 runway excursion of Delta 1086, an MD-80 landing on a snow-covered runway. That pilot had initially selected 1.9 EPR reverse, even though Delta policy was to not exceed 1.3 EPR on a contaminated runway. One other parallel between this accident and Delta 1086 was no automatic spoiler deployment... except the Delta pilot noticed this and immediately extended them manually.
In some ways, the policies surrounding maximum workdays have increased the incentive to rush through the decision-making process prior to a flight and combined with the "get there itis" syndrome introduce risks to flying.
Completely agree. Policies about minimum landing fuel also disincentives crews from diverting from potentially dangerous situations. What's the point of having extra fuel in case of a last minute diversion if it is against the rules to use that fuel?
Recently discovered your channel and have watched your back catalogue- very impressed with quality of your presentation 👍👍👍👍👍 might I suggest doing a vid of how you create these. Thanks again for the fascinating content.
That was a bad and unfortunate year for Little Rock Airport. There were 12 fatalities in 1999 under part 121 scheduled air carrier operations, all of them at LIT. On July 28th, aprox. 60 days after this accident, the Continental Express station manager accidentally walked into the turning propeller of an ATR-42.
I just finished watching every one of your videos and by far this is my favorite aviation accident investigation channel! Thanks for a job well done and look forward to more videos!
I used to work at the Denver airport and it always amazed me how these huge-ass planes could land on icy runways at such speeds and not slide. We used to do donuts and other shannannigans with the tugs that pull the luggage carts and those damned things would slide all over the place but a 777... no sliding. Crazy what planes can do. Or not do in this case.
It really all comes down to weight vs "contact patch"... Your little tugs bear quite a bit of weight on four wheels, each with about 1 sq ft. of contact to the ground. The 777 has more tires, and they ARE bigger, for sure, but it's also mashing down with more than 100,000 pounds to divide among them... I've heard the shear pressure actually melts ice under the wheels along with the friction and heat from brakes and what skid there is... AND yes, actually, there IS some skid... How else to you get so many big brilliant black skid-marks on the runways??? In comparison, my motorcycle and I weigh in about 500 pounds, but I don't skid around as much as many cars on the same roads (mud, gravel, ice, etc...) because my contacts are about the size of a business card, unless of course, I screw up and leave the tires low. haha... ;o)
As a retired pilot I hated landing in storms especially with a cross wind you basically aquaplane unless the runway has very good drainage and you have very little control when you hit the runway and are at the mercy of the wind.
Poor cockpit management (whilst in a 100 ton vehicle that cruises 5x faster than that one pickup truck driven by a drunk guy that passes you on the wrong side of the highway) can lead to many deaths and injuries. One of the many reasons why pilots must be inspected/ have an exam every year. And yes, I have seen folks driving like crazy in my area at 1/5th the speed of an airliner (Midwest part of USA).
Hold up. So you're telling me that Kenyan footballing legend Mike Origi (father of Belgian international Divock Origi) was the first officer on this flight? Amazing! LOL
Once again, this is the blood in which safety rules, laws, and regulations are written. SO those among us who aspire to be pilots someday (or much of anything else really) remember that every time someone tells you a new rule about how you're supposed to be doing the job, it's likely because someone else has paid for that procedure or protocol with their life. ;o)
Probably not ATC responsibility, but given pilot workload why couldn't the wind be expressed to the pilot as "effective crosswind" value? Computer could easily do the trigonometry and at least provide this value to the pilots? Saying something like "330 at 45" or so is accurate but why should the pilots have to calculate effective crosswind? I don't get it. If systems were smart enough (do we need AI ATC lol?) they could compute this against the aircraft allowable specs and inform the pilots "Sir, crosswind exceeds allowable landing specifications for this aircraft". Maybe unrealistic but human lives are at stake. (Although, cynically, loss of human lives may be a victory for AI)
While I like the layout, length, visual presentation, that horrible typing sound made the video almost unbearable. If RUclips didn't have their 10 sec. Skip function, I couldn't have got though the video. It's worse than nails on a chalkboard. Eliminate that sounds and you're on your way to a great RUclips subscriber count.
Excellent presentation!
Minor correction: Spoiler deployment doesn't put all of an airliner's weight on the tires -- just most of it. Of course, that weight is especially important in the case of a contaminated runway because stopping force is weight-on-wheels times friction coefficient, and maximum friction coefficient is reduced to about half relative to a dry runway.
The video touched on how directional control was compromised by the reverse thrust level chosen. This was also a factor in the 2015 runway excursion of Delta 1086, an MD-80 landing on a snow-covered runway. That pilot had initially selected 1.9 EPR reverse, even though Delta policy was to not exceed 1.3 EPR on a contaminated runway. One other parallel between this accident and Delta 1086 was no automatic spoiler deployment... except the Delta pilot noticed this and immediately extended them manually.
I was in Little Rock that night. Big storms were going on. Was hard to believe that they would try to land at that airport
In some ways, the policies surrounding maximum workdays have increased the incentive to rush through the decision-making process prior to a flight and combined with the "get there itis" syndrome introduce risks to flying.
Completely agree. Policies about minimum landing fuel also disincentives crews from diverting from potentially dangerous situations. What's the point of having extra fuel in case of a last minute diversion if it is against the rules to use that fuel?
Your paused breakdowns are brilliant.
Recently discovered your channel and have watched your back catalogue- very impressed with quality of your presentation 👍👍👍👍👍 might I suggest doing a vid of how you create these. Thanks again for the fascinating content.
I said it once and I’ll say it again … Best aviation crash and investigation channel on RUclips. Excellent my friend, excellent.
That was a bad and unfortunate year for Little Rock Airport. There were 12 fatalities in 1999 under part 121 scheduled air carrier operations, all of them at LIT. On July 28th, aprox. 60 days after this accident, the Continental Express station manager accidentally walked into the turning propeller of an ATR-42.
Jesus christ that is horrible
I just finished watching every one of your videos and by far this is my favorite aviation accident investigation channel! Thanks for a job well done and look forward to more videos!
I used to work at the Denver airport and it always amazed me how these huge-ass planes could land on icy runways at such speeds and not slide. We used to do donuts and other shannannigans with the tugs that pull the luggage carts and those damned things would slide all over the place but a 777... no sliding. Crazy what planes can do. Or not do in this case.
It really all comes down to weight vs "contact patch"... Your little tugs bear quite a bit of weight on four wheels, each with about 1 sq ft. of contact to the ground. The 777 has more tires, and they ARE bigger, for sure, but it's also mashing down with more than 100,000 pounds to divide among them... I've heard the shear pressure actually melts ice under the wheels along with the friction and heat from brakes and what skid there is... AND yes, actually, there IS some skid... How else to you get so many big brilliant black skid-marks on the runways???
In comparison, my motorcycle and I weigh in about 500 pounds, but I don't skid around as much as many cars on the same roads (mud, gravel, ice, etc...) because my contacts are about the size of a business card, unless of course, I screw up and leave the tires low. haha... ;o)
Glad videos are being made this quickly
Another great breakdown! Always look forward to your videos
Thanks for making these videos, keep up the good work!
Excellent presentation. Well done!
There are many bad channels on aviation, some are good, other are very good. You are just tTHE BEST✈️🥇⚡
Great production values.
Once again, they would have needed a spoiler alert.
They ironically spoiled their landing in part by not enabling the spoilers, fatigue didn't help either.
As a retired pilot I hated landing in storms especially with a cross wind you basically aquaplane unless the runway has very good drainage and you have very little control when you hit the runway and are at the mercy of the wind.
Lol they got the bowling alley right just didn't realize THEY were a PIN
Can't believe that an experience captain is going to listen to the 1st officer and he is dead because he has a lot of common sense. Wow .
Obviously the pilot was having some real issues. Poor cockpit management. Copilot-deceptive or just not paying attention?
Poor cockpit management (whilst in a 100 ton vehicle that cruises 5x faster than that one pickup truck driven by a drunk guy that passes you on the wrong side of the highway) can lead to many deaths and injuries. One of the many reasons why pilots must be inspected/ have an exam every year.
And yes, I have seen folks driving like crazy in my area at 1/5th the speed of an airliner (Midwest part of USA).
What was up with the captain?
Can you do Whyalla airlines ?
Look at that leg room they had in 1996!
29 crew? Not even 380 has 29 crew I think.
Am sorry for those perished on flights 593,and thanks to GOD for those servivend
It's careening.
there should have never been a metal pool next to the runway.
Hold up. So you're telling me that Kenyan footballing legend Mike Origi (father of Belgian international Divock Origi) was the first officer on this flight? Amazing! LOL
Yeah Divock Origi was my first thought as well lol
Once again, this is the blood in which safety rules, laws, and regulations are written. SO those among us who aspire to be pilots someday (or much of anything else really) remember that every time someone tells you a new rule about how you're supposed to be doing the job, it's likely because someone else has paid for that procedure or protocol with their life. ;o)
To bad they didn't bother to make those changes until all those people had died.
Captain sounded like he had Alzheimer. But he probably didn't. I reckon the captain was sufering from fatigue.
Probably not ATC responsibility, but given pilot workload why couldn't the wind be expressed to the pilot as "effective crosswind" value? Computer could easily do the trigonometry and at least provide this value to the pilots? Saying something like "330 at 45" or so is accurate but why should the pilots have to calculate effective crosswind? I don't get it. If systems were smart enough (do we need AI ATC lol?) they could compute this against the aircraft allowable specs and inform the pilots "Sir, crosswind exceeds allowable landing specifications for this aircraft". Maybe unrealistic but human lives are at stake. (Although, cynically, loss of human lives may be a victory for AI)
Your use of commas are very inconsistent
Computers don't get tired, nor do they need sleep
When, Computers, when?
While I like the layout, length, visual presentation, that horrible typing sound made the video almost unbearable. If RUclips didn't have their 10 sec. Skip function, I couldn't have got though the video.
It's worse than nails on a chalkboard.
Eliminate that sounds and you're on your way to a great RUclips subscriber count.
wierd voice ! and so old and done already!!!
Thomas
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